MONITORING DEVICE FOR A RAIL SYSTEM AND METHOD

Description

[0001] The application relates to a monitoring device for a rail system, in particular for a rail section of the rail system equipped only with a balise-based train control system. Furthermore, the application relates to an interlocking device, a rail system, a method, and a computer program product.

[0002] Currently, various rail vehicle control systems (also called train control systems) are used in rail transport and rail systems. A train control system refers to technical installations and systems used to control the movement of rail vehicles within a rail system, particularly depending on the type of route and traffic, and the permitted speed on a specific rail line or track section within the rail system.

[0003] For example, in European rail systems, especially in Germany, a balise-based system, in particular the so-called European Train Control System (ETCS), and a so-called point-based train control system (PZB) are used.

[0004] A PZB system is typically used on conventional rail lines, in particular with a specified maximum speed of at least less than 200 km / h (e.g. a maximum of 160 km / h). In In Germany, for example, the so-called Class-B train control system (also called Class-B system) is used.

[0005] A PZB system can monitor whether a displayed signal, particularly a stop signal, has been ignored by a rail vehicle. A valid restriction can be transmitted to the rail vehicle at specific points via oscillating circuits on the track (also called track magnets) and evaluated by an on-board device. If a restriction is ignored, the on-board device can, for example, trigger an emergency braking of the rail vehicle.

[0006] The ETCS system is being increasingly used in Europe due to the more diverse train control options available on rail systems. The ETCS system is a balise-based system. In such a system, balises are arranged in the trackbed of a railway line, which can be read contactlessly by a balise reader mounted on a rail vehicle. In particular, a balise can be a transmitter mounted in or on the trackbed that transmits data contactlessly to rail vehicles traveling over or past it.

[0007] InPart of the ETCS system concept is that a balise can at least partially initiate the control of a rail vehicle. The data transmitted by a balise can, for example, be displayed to the driver via at least one display device on the rail vehicle and / or automatically processed by a vehicle control device on the rail vehicle and used to control the rail vehicle (e.g., for automatic braking, acceleration, etc.).

[0008] In particular, the ETCS system allows the transmission of variable data content to the rail vehicle. This allows the variable data content to be transmitted in the form of a so-called balise telegram from a (track-near) balise control unit (also called a Balise Control Unit (BCU)) to a balise. The balise control unit, in turn, can receive the data content in the form of a signal aspect from a (remotely located) data source. For example, the signal aspect can be transmitted from an electronic interlocking to the balise control unit via a data network (e.g., a CAN bus network). This allows variable and, in particular, always-up-to-date data to be transmitted to the rail vehicles passing the balise.

[0009] Today, a point-based system and a balise-based system can operate in parallel on a track section. However, a rail system can also include sections where only a balise-based system is used, such as the ETCS system.

[0010] However, on such a rail line equipped only with a balise-based train control system, only a rail vehicle capable of balise control is possible, i.e., a rail vehicle with a functioning balise reader. In the case of an ETCS system, this means in particular that a rail vehicle passing through such a rail line (in this example also referred to as an ETCS-only rail line) must have a functioning EVC (European Vital Computer) and a functioning balise reader.

[0011] However, for safety reasons, rail vehicles that are not balise-capable, i.e., in particular, those that do not have a balise reader or do not have a functioning balise reader, are not permitted to travel on such a rail line.

[0012] Document DE 10 2013 101 927 A1 discloses a device comprising a unit configured to automatically check the completeness of a rail vehicle train formed by at least two coupled rail vehicles. The device can comprise a trackside track clearance detection unit and a trackside beacon.

[0013] However, the current state of the art is problematic in that there is currently no monitoring option to determine whether a rail vehicle that is not balise-capable has entered a track equipped only with a balise-based train control system, and the rail vehicle is unable to communicate with a balise. Such a situation, however, represents a significant safety risk when operating a rail system.

[0014] Therefore, the application is based on the object of creating a possibility which increases the safety during operation of a rail system and in particular provides a reliable monitoring possibility with which it is possible to detect the entry of a rail vehicle which is not able to communicate with a balise into a rail line equipped only with a balise-based train control system.

[0015] The object is achieved according to the invention by a monitoring device for a rail system according to claim 1.

[0016] In contrast to the prior art, the application provides a method for increasing safety during the operation of a rail system. In particular, the application provides a reliable monitoring method that allows the detection of a rail vehicle that is unable to communicate with a beacon entering a rail line equipped only with a beacon-based system. According to the application, this is achieved by a monitoring device receiving two different detection signals from devices arranged jointly in a specific rail section of the rail system. This provides a method for evaluating these signals.If an (optional) evaluation determines that a balise-based detection signal is not present, but only a (non-balise-based) train presence signal, it can be determined according to the application that a non-balise-capable rail vehicle has passed the specific rail area and, in particular, has entered or will enter a rail section of the rail system that is only equipped with a balise-based train control system.

[0017] The monitoring device according to the application is particularly configured to monitor the entry of rail vehicles or trains into a specific rail line. The specific rail line can preferably be a rail line of the rail system equipped only with a balise-based train control system. In other words, only a balise-based train control system is installed on the rail line, i.e., between a start and end point of the rail line, and no other train control system, such as a PZB system.

[0018] A balise-based train control system, preferably an ETCS system, comprises, in particular, a plurality of balises. A balise can, in particular, be arranged in the track bed of a rail line. As already described, a balise can transmit data to a balise reader of a rail vehicle, in particular with the aim of influencing the rail vehicle according to the data content.

[0019] In a balise-based train control system, a distinction can be made between at least two different types of balises: fixed data balises and transparent data balises.

[0020] A fixed-data balise (also called a static balise) is a balise with unchanged data content. The unchanging data content is stored in the fixed-data balise. To read the data, the fixed-data balise can be supplied with power inductively, i.e. contactlessly via an air interface, particularly by the rail vehicle or by the balise reader mounted on the rail vehicle. The functionality of a fixed-data balise is particularly similar to that of a contactless transponder card. By default, such a balise is not connected to a data network. The fixed-data balise also does not have its own power supply. However, in variants of the application, it is conceivable that such a balise could be connected to a data network, in particular for the purpose of monitoring the status of the balise.

[0021] The data content of such a beacon can, in particular, include the distance to the next beacon. A rail vehicle receiving this information from the beacon will initiate an emergency stop if it does not detect the next beacon within the received distance (possibly within a certain tolerance). Examples of additional data from a fixed-data beacon include location information, information on the track conditions / equipment of the subsequent track section, and speed target values and / or speed limits.

[0022] A transparent data balise is specifically understood to be a balise with variable data content. In other words, such a balise is configured to transmit variable data, such as changing operating situations (e.g., information on the current track conditions of the subsequent track section or track and / or current speed target values and / or speed limits), to the rail-bound vehicle. To receive variable data, a transparent data balise is connected to a data network as standard.

[0023] The variable data content can be transmitted in the form of a balise telegram from a (track-near) balise control device to the balise. The balise control device, in turn, receives the data content in the form of a signal aspect from a (remotely located) data source. For example, the signal aspect can be transmitted from an (electronic) interlocking system to the balise control device via a data network (e.g., CAN bus network). This allows variable and, in particular, always-up-to-date data to be transmitted to the rail vehicles passing the balise.

[0024] The power supply for the transparent data balise can usually be wired. In particular, a sinusoidal voltage (e.g., 22 V, 8.82 kHz) can be transmitted from the balise control device via a cable. This sinusoidal voltage is preferably used simultaneously as a carrier signal for the data to be transmitted to the balise. In particular, a Manchester-coded data signal (e.g., 16 V at 564.48 kbit / s) can be added or modulated onto the sinusoidal voltage. In other words, the balise control device supplies the balise with power (sinusoidal signal) and data (Manchester signal) in the form of a balise telegram.

[0025] On a rail line equipped only with a balise-based train control system, only rail vehicles designed to be controlled by the balise-based train control system are generally permitted to operate. If the balise-based train control system is, for example, an ETCS system, the rail vehicle must have a functioning EVC and a functioning balise reader.

[0026] The balise reader can be configured, in particular, for contactless reading of a balise, preferably for inductive reading. The balise reader can be attached, in particular, to a traction unit of a rail vehicle, in particular to an underside of the traction unit facing the track bed.

[0027] The monitoring device according to the application comprises at least one train detection receiver module and at least one balise receiver module for monitoring. It is understood that the two receiver modules can be implemented in a common communication device or in separate communication devices.

[0028] In particular, the train detection receiver module can be communicatively connected to a train presence sensor via a (wireless and / or wired) data network. This enables reception of a train presence signal and thus monitoring of the train presence sensor's status.

[0029] A train presence signal according to the application can, in particular, be transmitted by the train presence sensor (only) upon detection of a rail vehicle by the train presence sensor (and thus, in particular, can only be received then). It is understood that in variants of the application, the train presence sensor can also continuously transmit a signal. In this case, a train presence signal is understood to be a signal with data content indicating that a rail vehicle is (currently) detected by the train presence sensor. Finally, it is conceivable that the train presence sensor only transmits a signal when no rail vehicle is detected. In this case, receipt of a train presence signal is understood to mean the detection of the absence of a signal.

[0030] In other words, a train presence signal according to the application can be emitted by the train presence sensor upon detection of the presence of a rail vehicle at the train presence sensor, i.e. in particular as long as the train presence sensor detects a rail vehicle in its detection range.

[0031] The balise receiver module can be at least indirectly communicatively connected to a first balise via another (wireless and / or wired) data network. "Indirectly" means, in particular, that at least one other device can be interposed, preferably a balise control device. The aforementioned data networks can differ from one another.

[0032] This enables the reception of a balise activation signal and thus the monitoring of the status of the first balise. The balise activation signal according to the application can be transmitted (and thus, in particular, only received) when the first balise is detected. It is understood that variants of the application can also provide for a signal to be transmitted at all times. In this case, a balise activation signal is understood to be a signal with data content indicating that the first balise is (currently) being activated.

[0033] In other words, the balise excitation signal can be transmitted and thus in particular received at least when the first balise is excited.

[0034] According to the application, the train presence sensor and the first balise are arranged in a specific rail area of the rail system. This means, in particular, that the first balise and the train presence sensor are arranged adjacent to one another. The maximum distance between the first balise and the train presence sensor can preferably be less than 100 m, preferably at least less than 50 m. The specific rail area can, in particular, be located in a transition area, also called a level change area. Such an area is, in particular, a rail area in which a changeover from one or more train control system(s) to at least one other train control system takes place. For example, from a PZB system (and possibly also a balise-based system, such as an ETCS system) to a (purely) balise-based system, such as an ETCS system.

[0035] As already described, the monitoring device is particularly configured to monitor the respective state of the train presence sensor and the first balise, in particular by means of the aforementioned receiving modules. Monitoring these states enables, in particular, a determination of whether a non-balise-capable vehicle (e.g., a vehicle equipped only with Class B (national) train control elements or with a non-functional balise reader) has entered the specific rail line. According to the application, a determination module determines, in particular, whether the balise excitation signal of the monitored first balise and / or the train presence signal of the monitored train presence sensor are received.

[0036] If it is determined that only the train presence signal is received, meaning, in particular, no balise activation signal from the first balise, the detection module can determine that a non-balise-capable rail vehicle has passed the specific track section. If this rail vehicle were balise-capable, the rail vehicle's balise reader would have activated the first balise, thus also receiving a balise activation signal. Therefore, if the balise activation signal is not received while the train presence signal is simultaneously received, it can be concluded that the detected rail vehicle is a non-balise-capable rail vehicle.

[0037] The monitoring device according to the application can thus reliably detect the use of an ETCS-only rail line by a non-ETCS-capable rail vehicle.

[0038] It is understood that the determination module and the detection module can be implemented in a common evaluation device.

[0039] The detection module of the monitoring device according to the invention is further configured to at least detect that a balise-capable rail vehicle has passed the specific rail section if the detection module determines that the train presence signal and the balise excitation signal are received. In this case, the rail vehicle detected by monitoring the train presence sensor is balise-capable because the first balise was excited and this was detected by the balise reception module. It can be easily detected that an ETCS-only rail line is being traveled by a rail vehicle that is at least capable of balises. This can, for example, be displayed and / or output for further processing.

[0040] Furthermore, it is conceivable that the train presence signal and the balise activation signal are received, but the rail vehicle does not have a functioning EVC. In this case, the rail vehicle's control system is specifically designed to detect the fault and, if necessary, initiate measures such as an emergency stop, informing the driver, etc.

[0041] The determination module of the monitoring device according to the invention is configured to determine whether the balise excitation signal and the train presence signal are received based on a synchronicity criterion (also called a simultaneity criterion). In particular, to ensure that a received balise excitation signal and a received train presence signal are triggered by the same rail vehicle passing through the specific rail area, a synchronicity criterion must be specified. The synchronicity criterion defines, in particular, when a received balise excitation signal and a received train presence signal are determined to be signals triggered by the same rail vehicle (and when not).In particular, the determination module can only determine that a balise excitation signal and a train presence signal are received (simultaneously) if the balise excitation signal and the train presence signal are received according to the synchronicity criterion, for example simultaneously (or in a certain predetermined time interval).

[0042] According to the invention, the synchronicity criterion specifies that the balise excitation signal and the train presence signal must be received within a specific time window. It is provided that the balise excitation signal must be received at least when the train presence signal is also received. Only if both signals are received at the same time is it determined that a balise excitation signal and a train presence signal are received. If this is not the case, it is determined that only the train presence signal is received. In the latter case, the detection module determines that a non-balise-capable rail vehicle has passed the specific track section, as already described.

[0043] Furthermore, according to a further embodiment of the monitoring device according to the application, the monitoring device can comprise at least one control module configured to activate at least one emergency device of the rail system upon detection that a rail vehicle not capable of a balise has passed the specific track area. Preferably, the at least one emergency device can be activated automatically. For example, the activation can trigger an emergency braking of the vehicle (e.g., by an inductive train protection system "Indusi"), a change in the switch position, a change in the signal position, etc.

[0044] The emergency device can, in particular, be a switch control device of the rail system. The switch control device can be part of a switch of the rail system. The switch can be located behind the specific rail section in the direction of travel of the detected rail vehicle. In particular, the switch control device can be controlled in such a way that the rail vehicle is directed to another rail line or track, such as a siding.

[0045] Alternatively or additionally, at least one further emergency device can be activated, such as an optical and / or acoustic alarm device, at least one track element (e.g. track barriers) or the like.

[0046] The invention further relates to a signal box device having the features of claim 3.

[0047] An interlocking device is, in particular, a control system (already provided) for controlling the operation of the rail system. The interlocking device can preferably be an electronic interlocking device in the form of at least one computing device. The interlocking device can be communicatively connected (at least indirectly) to at least the train presence sensor and the first beacon via at least one data network.

[0048] The invention also relates to a rail system having the features of claim 4. Preferably, the rail system can comprise a previously described interlocking device with an integrated monitoring device according to the application.

[0049] According to a preferred embodiment of the rail system according to the application, the rail system can comprise at least one balise control device. The balise control device can be communicatively connected to the first balise. In other words, the balise control device can be assigned to the first balise. The balise control device can be configured to detect an excitation of the first balise by a balise reader of a rail vehicle. The balise control device can be configured to transmit the balise excitation signal (immediately) upon detection of an excitation of the first balise.

[0050] The balise control device can be connected to the monitoring device via a (wireless and / or wired) data network. In other words, in this embodiment, the monitoring device can be communicatively connected to the first balise via the balise control device. As already described, the balise control device can be configured to specify telegrams for the first balise.

[0051] Preferably, the balise control device can be configured to detect an excitation of the first balise. Particularly preferably, the balise control device can be configured to detect an excitation of the first balise by a balise reader by detecting a change in the impedance of the balise connection of the first balise. In particular, the balise control device can (continuously) monitor the impedance at the balise connection, i.e., the connection to which the data network between the balise control device and the first balise is connected. If a change in the impedance is detected, an excitation can be detected. In particular, an inductive excitation of the first balise can lower or reduce the impedance of the balise connection to the balise control device.

[0052] Detecting a change (in particular, the aforementioned reduction) in impedance may involve comparing it with a (predetermined) impedance criterion (e.g., a threshold value). An excitation of the first balise can be easily detected and reported to the monitoring device.

[0053] In principle, any sensor capable of detecting the presence of a rail vehicle within the detection range of the respective sensor can be used as a train presence sensor. For example, the train presence sensor can be a light barrier sensor, a DC circuit sensor, a fiber optic sensor, a wheel sensor (e.g., a wheel sensor relay), or similar.

[0054] According to a particularly preferred embodiment of the rail system according to the application, the at least one train presence sensor can be at least one axle counter circuit. An axle counter circuit can particularly reliably detect the presence of a rail vehicle within the detection range of the axle counter.

[0055] The axle counter circuit can preferably comprise a first axle counter and a second axle counter spaced apart from the first axle counter. For example, an axle counter can comprise at least one contactless electromagnetic pulse generator. An axle counter can be arranged on the outside and inside, or only on the inside, of a rail. A wheel of a rail vehicle passing the pulse generator generates, in particular, an electrical pulse that can be detected by an (electronically operating) counter. As described, two axle counters can be provided in the specific rail area. A train presence signal can, in particular, be transmitted at least as long as at least one more pulse is detected for the first axle counter (if only one pulse counter is present) than for the second axle counter (if only one pulse counter is present).In other words, a train presence signal can be transmitted at least as long as more axles have entered an axle counter circuit than have left it.

[0056] In order to be able to apply the synchronicity criterion (receiving the balise excitation signal while receiving a train presence signal) in a particularly simple manner, the first balise can particularly preferably be arranged between the first axle counter and the second axle counter. This can easily ensure that if the balise excitation signal is received while receiving a train presence signal, i.e., if the detection signals are received simultaneously, this is triggered by a single rail vehicle. By specifying a corresponding synchronization criterion, it can be reliably determined whether only one detection signal or both detection signals are received. The arrangement can thus ensure that the train presence signal and the balise excitation signal are received "technically simultaneously" and can thus be determined as belonging to the same rail vehicle.

[0057] According to a preferred embodiment of the rail system according to the application, the axle counter distance between the first axle counter and the second axle counter can be at least greater than 26 m (and less than 50 m), preferably between 28 m and 40 m. Alternatively or additionally, the distance between the first axle counter and the first beacon can be at least greater than 1 m, preferably greater than 2 m. Alternatively or additionally, the distance between the second axle counter and the first beacon can be at least greater than 13 m, preferably greater than 15 m.

[0058] In particular, it has been recognized that a rail vehicle (in particular a traction unit) equipped with a balise reader should preferably have its first axle engaged in the axle counter circuit when the balise reader activates the first balise (and in particular receives data through the first balise). If the balise reader is located in the front overhang of the rail vehicle, the distance between the first axle counter and the first balise (seen in the direction of travel) should be at least greater than 1 m, preferably greater than 2 m.

[0059] Furthermore, it has been recognized in particular that a rail vehicle (in particular a traction unit) equipped with a balise reader should still be in the axle counter circuit (i.e., in front of the second axle counter). If the balise reader is not located in the front overhang of the rail vehicle, but rather between the vehicle axles, the distance between the second axle counter and the first balise should be at least greater than 13 m, preferably greater than 15 m. This applies in particular if the vehicle length of a rail vehicle is assumed to be 30 m or less.

[0060] Furthermore, it has been recognized that a rail vehicle's first axle should still be within the axle counter circuit when the second axle enters the axle counter circuit. Therefore, the axle counter distance between the first axle counter and the second axle counter should be at least greater than 26 m (and less than 50 m), preferably between 28 m and 40 m.

[0061] It should be noted that the location of the balise reader, in particular the antenna of the balise reader, on the rolling stock may be specified by a technical guideline (TSI Technical Specifications for Interoperability). As described, the balise reader can be located in the front vehicle overhang or between the vehicle axles.

[0062] According to a particularly preferred embodiment of the rail system, the axle counter distance between the first axle counter and the second axle counter can be at least greater than 26 m, preferably between 28 m and 40 m, and the distance between the first axle counter and the first beacon can be at least greater than 1 m, preferably greater than 2 m, and the distance between the second axle counter and the first beacon can be at least greater than 13 m, preferably greater than 15 m. This geometric dimensioning can ensure in a particularly reliable manner that simultaneous reception of the beacon excitation signal during reception of a train presence signal can be attributed to a single rail vehicle according to a corresponding synchronicity criterion.This in turn ensures in a particularly reliable manner that when a train presence signal is received without a simultaneous reception of a balise excitation signal, it can be determined that the passing rail vehicle is a non-balise-capable rail vehicle.

[0063] According to a further embodiment of the rail system, the rail system can comprise at least a second balise arranged in front of the first balise in the direction of travel of a rail vehicle. The second balise can preferably be a fixed data balise, which has stored and can transmit at least the distance to the first balise as data content. The first balise can be a transparent data balise as described above. In other words, the first balise can preferably be a balise that is already provided, which in particular is already connected to a signal box device via a data network and a balise control device.

[0064] Preferably, the first balise can have a so-called C4 interface.

[0065] The invention also relates to a method for monitoring a rail system having the features of claim 11.

[0066] The method is used in particular to monitor the state of a train presence sensor (e.g. rail vehicle present or not present) and the state of a first balise (e.g. excited or not excited).

[0067] The train presence signal can be emitted upon (in particular during) detection of the presence of a rail vehicle by the train presence sensor and / or the balise excitation signal can be emitted upon excitation of the first balise by a balise reader of a rail vehicle.

[0068] The (particularly computer-implemented) method can be carried out in particular by the monitoring device described above.

[0069] The invention also relates to a computer program product having the features of claim 12.

[0070] Yet another aspect of the application is a computer-readable data carrier on which the computer program product described above is stored.

[0071] The computer program comprises, in particular, software code which is adapted such that, when the software code is executed by a processor of a computer, in particular of a signaling device, the method described above is carried out.

[0072] The computer program product, in particular the instructions or program instructions, can be stored on or in a data storage medium of a computing device, in particular a program memory. For example, a program memory is a non-volatile memory such as a flash memory, a magnetic memory, an EEPROM (electrically erasable programmable read-only memory), and / or an optical memory.

[0073] Additionally, a computing device, such as a monitoring device, may include a main memory, for example, a volatile or non-volatile memory, in particular a random access memory (RAM), such as static random access memory (SRAM), dynamic random access memory (DRAM), ferroelectric random access memory (FeRAM), and / or magnetic random access memory (MRAM). The processor of the computing device may, for example, store intermediate results or the like in the main memory.

[0074] A previously described module, element, etc. may comprise at least some hardware elements (e.g., processor, memory, etc.) and / or at least some software elements (e.g., executable code). Furthermore, it should be noted that terms such as "first," "second," do not indicate an order, but merely distinguish between different elements (e.g., beacons), unless explicitly stated otherwise.

[0075] The features of the monitoring devices, interlocking devices, rail systems, methods, computer program products, and data carriers can be freely combined with one another. In particular, features of the description and / or the dependent claims may be independently inventive, even if they completely or partially circumvent features of the independent claims, either alone or freely combined with one another.

[0076] There are now numerous possibilities for designing and further developing the monitoring device, the interlocking device, the rail system, the method, the computer program product, and the data carrier according to the application. Reference is made, on the one hand, to the claims subordinate to the independent patent claims and, on the other hand, to the description of exemplary embodiments in conjunction with the drawing. The drawing shows: Fig. 1 is a schematic view of an embodiment of an interlocking device according to the present application with an embodiment of a monitoring device according to the present application, Fig. 2 is a schematic view of an embodiment of a rail system according to the present application, Fig. 3 is a schematic view of an embodiment of a rail system according to the present application, Fig. 4 is a schematic view of an embodiment of a rail system according to the present application, Fig. 5 is a schematic view of an embodiment of a rail system according to the present application, Fig. 6 is a diagram of an embodiment of a method according to the present application, and Fig. 7 is an exemplary timing diagram.

[0077] In this case, the same reference numerals are used for the same elements.

[0078] The Figure 1shows a schematic view of an embodiment of a signaling device 110 according to the present application with an embodiment of a monitoring device 100 according to the present application.

[0079] The interlocking device 110, preferably an electronic interlocking device formed by at least one computing device, serves in particular to control the operation of the rail system. In particular, the interlocking device 110 can be connected to sensors and / or actuators of the rail system via at least one data network, in particular to control the actuators.

[0080] In the present exemplary embodiment, a monitoring device 100 is implemented in the interlocking device 110. This has the advantage that the monitoring device 100 can be implemented by the at least one computing device already provided in the interlocking device 110. It is understood that in other variants of the application, the monitoring device can also be formed by a separate computing device.

[0081] The monitoring device 100 serves, in particular, to monitor the state of a train presence sensor and to monitor a first beacon. Monitoring the respective state of these elements serves to determine whether or not a specific rail line is being used only by rail vehicles authorized for that rail line. Thus, the monitoring device 100 can detect whether an unauthorized rail vehicle is traveling on a specific rail line or track section.

[0082] To monitor the aforementioned conditions, the monitoring device 100 comprises at least one train detection receiver module 102 and one balise receiver module 104. The train detection receiver module 102 can be communicatively connected to at least one train presence sensor via a (wireless and / or wired) data network 116.

[0083] The train presence sensor is arranged in a specific rail area and can be configured, in particular, to detect a rail vehicle within its detection range. Upon detection of a rail vehicle, a train presence signal can be transmitted. The train detection receiving module 102 is configured at least to receive the train presence signal. Receiving a train presence signal also includes, in particular, not receiving a train absence signal, as already described.

[0084] The first balise is arranged in the specific rail area and can, in particular, be configured at least to detect a balise-capable rail vehicle. In particular, when the first balise is activated by a balise reader of a balise-capable rail vehicle, a balise activation signal can be transmitted. The balise reception module 104 is configured at least to receive the balise activation signal. The balise reception module 104 can be at least indirectly communicatively connected to the first balise via a (wireless and / or wired) data network 114.

[0085] To monitor the states, the monitoring device 100 further comprises at least one determination module 106 and preferably at least one detection module 108. These modules can also be formed by a common evaluation device.

[0086] As can be seen, the determination module 106 is functionally coupled to the receiving modules 102, 104. The determination module 106 is configured to determine whether the balise excitation signal and / or the train presence signal are received. In principle, the following cases are conceivable: no detection signal is received, only one detection signal is received (in particular, only one train presence signal), or both detection signals are received.

[0087] To determine which of the above cases applies, a synchronicity criterion is specified . The synchronicity criterion indicates when both detection signals are received and, in particular, when only one detection signal is received.

[0088] The synchronicity criterion specifies that the balise excitation signal and the train presence signal are only determined to be received if they are received by the receiving modules at the same time. For example, if a balise excitation signal is received first and then a train presence signal, it is determined that only one detection signal is received.

[0089] The optional determination module 108 can at least be configured to determine that a rail vehicle that is not capable of being equipped with a balise, i.e. in particular a rail vehicle that is not permitted for the monitored rail line, has passed the specific rail area if the determination module 106 determines that only the train presence signal is received, i.e. in particular no balise excitation signal is received at the same time.

[0090] Preferably, in addition, the determination module 108 may be configured to at least determine that a balise-capable rail vehicle has passed the specific rail area when it is determined that the train presence signal and the balise excitation signal are received simultaneously.

[0091] Optionally, the monitoring device 100 can include a control module 112. The control module 112 can be configured to control, via a data network 118, at least one emergency device (e.g., a switch control device or controllable switch, track lock, alarm device, etc.) of the rail system upon detection that a non-balise-capable rail vehicle has passed the specific rail area.

[0092] The Figure 2shows a schematic view of a rail system 230 according to the present application. The rail system 230 comprises at least one monitoring device 200, which in particular corresponds to the embodiment according to Figure 1 Preferably, the monitoring device 200 can be implemented in a signaling device of the rail system 230. To avoid repetition, reference is therefore made in particular to the previous explanations.

[0093] The rail system 230 can, in particular, be formed from a plurality of rail lines 238, 240 in the form of rails 242 or tracks 242, which can be traveled by rail vehicles 244 or trains 244. Two rail lines 238, 240 are shown here by way of example, wherein the second rail line 238, viewed in the direction of travel 254, can connect to the first rail line 240.

[0094] The first rail line 240 can be equipped with a balise-based train control system (in particular an ETCS system) and with a PZB system (in particular a Class B train control system). The second rail line 238 can only be equipped with a balise-based train control system (in particular an ETCS system). In other words, travel on the second rail line 238 is only permitted with balise-capable rail vehicles 244.

[0095] A balise-capable rail vehicle 244 can, in particular, have a balise reader 246 and a vehicle control device 252 configured to process the read balise data. Preferably, the balise-capable rail vehicle 244 can be an ETCS-capable vehicle 244, in particular with an ETCS reader 246 and an EVC 252.

[0096] A transition area 258 from the first rail line 240 to the second rail line 238 can be referred to as a level change area 258. Such an area 258 is a rail area 258 in which a change from one train control system to another train control system takes place. In the present case, this means a train control system change from a PZB system to a balise-based system, such as an ETCS system.

[0097] Preferably, in this transition area 258, a specific rail area 236 is provided, in which at least a first beacon 232 and a train presence sensor 234 are arranged. The specific rail area 236 is defined in particular by the maximum distance between the aforementioned elements and can preferably be at least less than 100 m, particularly preferably at least less than 50 m. In other words, the first beacon 232 and the train presence sensor 234 can be arranged adjacent to one another, in particular in a transition area 258.

[0098] The rail system 230 can, in particular, comprise the first balise 232 and the train presence sensor 234. Furthermore, the rail system 230 can comprise a balise control device 250 associated with the first balise 232. The balise control device 250 is, in particular, configured to detect an excitation of the first balise 232 by the balise reader 246. The excitation can, in particular, be an inductive excitation. An excitation of the first balise 232 by the balise reader 246 can, in particular, be detected by detecting a change in the impedance of the balise connection of the first balise 232.

[0099] The balise control device 232 is provided, in particular, for transmitting the balise excitation signal upon detection of the excitation of the first balise 232. As can be seen, the monitoring device 200 can be communicatively connected to the first balise 232 indirectly, in particular via the balise control device 232.

[0100] The adjacent arrangement of the first balise 232 to the train presence sensor 234 makes it possible, in particular, to deduce from the reception of only the train presence signal that the rail vehicle passing the specific rail area 236 is a rail vehicle not capable of being balised.

[0101] Furthermore, the rail system 230 optionally comprises at least one second balise 256 and / or at least one emergency device 248.

[0102] The second balise 256 is arranged in front of the first balise 232, as seen in the direction of travel 254. Preferably, the second balise 256 can be a fixed-data balise 256, which can have at least the distance to the first balise 232 stored as data content. When the second balise 256 is passed over, the balise reader 246 can read the data content. The first balise 232 can be a transparent-data balise 232. In other words, the first balise 232 can preferably be an already provided balise 232 with a balise control device 250. In variants of the application, a balise arranged specifically for detecting a balise-capable rail vehicle 244 can also be used.

[0103] Preferably, the second balise 256 can signal a level change. The interlocking then sends the movement authorization (e.g., Movement Authority (MA)) for the next section of track to the vehicle via the first balise 232.

[0104] The emergency device 248 can, in particular, be a switch with a switch control device 248. The switch is arranged, in particular, behind the specific rail area 236 in the direction of travel of the detected vehicle 244. In particular, the switch control device 248 can be controlled such that the rail vehicle 244 is directed to another rail line or track, such as a siding, if it is determined that the rail vehicle 244 is a non-balise-capable rail vehicle 244.

[0105] As already described, a synchronicity criterion is specified, which defines that the rail vehicle can only be determined to be a balise-capable vehicle if it is determined that the balise excitation signal and the train presence signal are received simultaneously. This is described below using the Figure 7 , which shows an example time diagram, is explained in more detail.

[0106] In particular, it has been recognized that, due to the dimensions of a rail vehicle, in particular a traction vehicle, and the design of a train presence sensor, a rail vehicle can be located within the detection range of the train presence sensor, in particular for a period of time T 1 . In particular, at time t 1 , the rail vehicle can be detected entering the detection range of the train presence sensor, and at time t 2 , the rail vehicle can be detected leaving the detection range of the train presence sensor.

[0107] As already described, the train presence signal can be transmitted continuously during this detection period T1. In the present example, the monitoring device continuously receives the train presence signal during the detection period T1. In principle, this can also include the transmission of two signals, such as a start and end signal, or the absence of an otherwise transmitted absence signal, or the like, as already described.

[0108] As an example, the case is shown in which a balise activation signal is received by the monitoring device at time t 3 , i.e., in particular, at the same time as the train presence signal. In such a case, the determination module determines that the train presence signal and the balise activation signal are received (technically simultaneously, i.e., according to the synchronicity criterion).

[0109] If, however, a balise excitation signal is received by the monitoring device not at time t 3 but at time t 4 , then the balise excitation signal is not received during the reception of the train presence signal, i.e., not simultaneously. In such a case, the determination module determines that only the train presence signal is received (and not the train presence signal and the balise excitation signal simultaneously, i.e., according to the synchronicity criterion).

[0110] In particular, the first balise and the train presence sensor can be arranged in relation to one another in such a way that it is ensured that, in a rail vehicle with a balise reader, the first balise is always excited while the rail vehicle is within the detection range of the train presence sensor.

[0111] The Figures 3 to 5show exemplary embodiments of rail systems 330, 430, 530 according to the present application, in which a corresponding arrangement is implemented, in particular when all dimensional specifications are met together. It should be noted that, for the sake of clarity, a monitoring device has been omitted. Furthermore, to avoid repetition, reference is made to the previous statements on the Figures 1 , 2 and 7 referred to.

[0112] In the Figures 3 to 5 An axle counter circuit 334 is provided as the train presence sensor 334. However, the following explanations can also be applied to other train presence sensors, such as light barriers, DC circuit sensors, etc.

[0113] The illustrated axle counter circuit 334 comprises a first axle counter 360 and a second axle counter 362. In this case, the first axle counter 360 designates the axle counter that is arranged in the direction of travel 354 from the second axle counter 362. The first beacon 332 is preferably arranged between the axle counters 360, 362.

[0114] An axle counter 360, 362 can comprise at least one contactless electromagnetic pulse generator and can be arranged, in particular, on the outside and inside or only on the inside of a rail 342. A wheel of the rail vehicle 344 passing the pulse generator generates, in particular, an electrical pulse that can be detected by an (electronically operating) counter. A train presence signal can, in particular, be transmitted at least as long as at least one more pulse is detected for the first axle counter (if only one pulse counter is present) than for the second axle counter (if only one pulse counter is present) (see also Fig. 7 ), i.e. the rail vehicle has at least one axle in the detection range of the axle counter circuit.

[0115] As from the Figure 3As can be seen, a rail vehicle 344 is shown, particularly in the form of a traction vehicle 344, which is equipped with a balise reader 346. In order to reliably enable the above-described simultaneous reception according to a synchronization criterion, the rail vehicle 344 should preferably have entered the axle counter circuit 334 with the first axle 366 (the reference number 364 designates the second axle located behind the first axle 366 in the direction of travel) (i.e., have reached the first axle counter 360) when the balise reader 346 activates the first balise 332 and, in particular, receives data through the first balise. Generally speaking, the rail vehicle should already be within the detection range of the train presence sensor when the first balise is activated.

[0116] If the balise reader 346, as shown in the Figure 3shown, is arranged in the front vehicle overhang of the rail vehicle 344, the distance X 2 between the first axle counter 360 and the first balise 332 (seen in the direction of travel 354) should be at least greater than 1 m, preferably greater than 2 m. This is based in particular on the assumption that the distance X 1 is a maximum of 1 m and the following first condition should be met: X 2 ≥ X 1 .

[0117] With a view to the Figure 4 In particular, it has been recognized that a rail vehicle 446 (in particular a traction unit 446) equipped with a balise reader 446 should still be in the axle counter circuit (i.e., with the first axle 366 in front of the second axle counter 362) when the first balise is activated. Generally speaking, the rail vehicle should still be within the detection range of the train presence sensor when the first balise is activated. In the case of Figure 3 this is (always) the case.

[0118] However, the balise reader 446 can also be arranged between the axles 464, 466 of the rail vehicle 444, as in Figure 4 shown. If the balise reader 446 is not located in the front overhang of the rail vehicle 444, but between the vehicle axles 464, 466, the distance X 4 between the second axle counter 462 and the first balise 432 (seen in the direction of travel 454) should be at least greater than 13 m, preferably greater than 15 m. This applies in particular if it is assumed that the vehicle length of the rail vehicle 444 is at most 30 m. This is based in particular on the assumption that the distance X 3 is a maximum of 13 m (due to the assumed maximum vehicle length) and the following second condition should be met: X 4 ≥ X 3 .

[0119] In addition, it has been recognized in particular that a rail vehicle 544, as in Figure 5As shown, the first axle 566 should still be in the axle counter circuit 534 when the second axle 564 enters the axle counter circuit 534. Therefore, the axle counter distance X 6 between the first axle counter 560 and the second axle counter 562 should be at least greater than 26 m (and less than 50 m), preferably between 28 m and 40 m. This is based in particular on the assumption that the distance X 5 is a maximum of 26 m (due to the assumed maximum vehicle length of 30 m) and the following third condition should be met: X 6 ≥ X 5 .

[0120] Particularly preferably, the train presence sensor and the first balise are arranged relative to each other in such a way that all conditions 1 to 3 are met.

[0121] The Figure 6shows a diagram of an embodiment of a method according to the present application. The method is used for monitoring a rail system, in particular a previously described rail system. This means, in particular, monitoring the state of a train presence sensor (e.g., rail vehicle present or not present) and the state of a first balise (e.g., activated or not activated).

[0122] In a first step 601, a determination is made as to whether a train presence signal from at least one train presence sensor arranged in a specific rail area of the rail system and / or a balise excitation signal of a first balise arranged in the specific rail area (according to a synchronicity criterion) is received by a monitoring device, as previously described.

[0123] The train presence signal can be emitted upon (in particular during) detection of the presence of a rail vehicle by the train presence sensor and / or the balise excitation signal can be emitted upon excitation of the first balise by a balise reader of a rail vehicle.

[0124] In a further step 602, it is determined that a non-balise-capable rail vehicle has passed (or is passing) the specific rail area if it is determined in step 601 that only the train presence signal is received (i.e., a train presence signal and a balise excitation signal are not received according to the synchronicity criterion, as already described).

[0125] In step 603, it can be determined that a balise-capable rail vehicle has passed the specific track area if it is determined in step 601 that the train presence signal and the balise excitation signal are received. Corresponding information can, for example, be forwarded to another processing unit for further processing, displayed, etc.

[0126] Optionally, in step 604, a control module can activate at least one emergency device of the rail system upon a determination in step 602 that a non-balise-capable rail vehicle has passed the specific rail area.

[0127] Furthermore, it is conceivable that the train presence signal and the balise activation signal are received, but the rail vehicle does not have a functioning EVC. In this case, the rail vehicle's control system is specifically designed to detect the fault and, if necessary, initiate measures such as an emergency stop, informing the driver, etc.

[0128] The particularly computer-implemented method can be carried out in particular by the monitoring device described above.

[0129] According to the application, a combination of a balise and an axle counter circuit (or another sensor) and an analysis of their occupancy are provided: If the axle counter circuit is occupied, evaluation, for example, by the signal box, of whether the balise was simultaneously activated. If this is the case, the vehicle is particularly capable of a balise.

[0130] According to the application, the following cases can be distinguished as examples: Case 1: The vehicle is balise-capable and has a functioning EVC, and the train control system priority is set to an ETCS level (1, 2, 3). The axle counting circuit is occupied, and at the same time, the first balise is activated via the vehicle's balise reader. The first balise then sends a Movement Authority (MA) to the vehicle [ETCS Level 1]. In the case of ETCS Level 2 / 3, a call-in request would be sent to the RBC (Radio Block Centre (RBC), and upon confirmation, the MA would be sent to the vehicle via the RBC. The vehicle enters the ETCS-controlled section of track. The monitoring device analyzes the occupancy data. Result: No intervention (by the interlocking system) is necessary. Case 2 (fault case): The vehicle is balise-capable, but remains under the supervision of the Class B train control system (PZB in Germany) due to a failed level change.The axle counting circuit is occupied, and at the same time the first balise is activated via the vehicle's balise reader. The first balise then sends a Movement Authority (MA) to the vehicle. [ETCS Level 1]. In the case of ETCS Level 2 / 3, a connection request would be sent to the RBC, and upon confirmation, the MA is sent to the vehicle via the RBC. In this error case, the vehicle does not process the sent MA. The measures initiated by the vehicle depend on the configuration of the on-board ETCS solution. Case 3: Vehicle is not balise-capable (i.e. the vehicle has no or no functioning balise reader). The axle counting circuit is occupied, but the first balise is not activated. The monitoring device analyzes the occupancy data. Result: Intervention (by the interlocking system) is necessary. In particular, the interlocking system initiates the necessary measures to prevent entry onto an ETCS-only equipped line.

Claims

1. Monitoring device (100, 200) for a rail system (230, 330, 430, 530), in particular for a rail route (238, 338, 438, 538) of the rail system (230, 330, 430, 530) that is equipped only with a balise-based train control system, comprising: - a train detection receiver module (102, 202) configured to receive a train presence signal from at least one train presence sensor (234, 334, 434, 534) located in a defined rail area (236, 336, 436, 536) of the rail system (230, 330, 430, 530), - a balise receiver module (104, 204) configured to receive a balise excitation signal of a first balise (232, 332, 432, 532) arranged in the defined rail area (236, 336, 436, 536), and - at least one determination module (106, 206) configured to determine if the balise excitation signal and / or the train presence signal are received, - wherein the monitoring device (100, 200) comprises at least one detection module (108, 208) configured to at least determine that a non-balise-capable rail vehicle (244, 344, 444, 544) has passed the defined rail area (236, 336, 436, 536) if it is determined that only the train presence signal is received, - wherein the detection module (108, 208) is configured to detect that a balise-capable rail vehicle (244, 344, 444, 544) has passed the defined rail area (236, 336, 436, 536) if it is determined that the train presence signal and the balise excitation signal are received, characterized in that the determining module (106, 206) is configured to determine whether the balise excitation signal and the train presence signal are received, based on a synchronism criterion, wherein the synchronism criterion specifies that the balise excitation signal and the train presence signal must be received within a specific time window, wherein it is provided that the balise excitation signal must be received at least when the train presence signal is also received, and wherein only if both signals are received at the same time is it determined that a balise excitation signal and a train presence signal are received, and if that is not the case, it is determined that only the train presence signal is received.

2. Monitoring device (100, 200) according to claim 1, characterized in that the monitoring device (100, 200) comprises at least one control module (112, 212) configured to control at least one emergency equipment (248) of the rail system (230, 330, 430, 530) upon detecting that a non-balise-capable rail vehicle (244, 344, 444, 544) has passed the defined rail area (236, 336, 436, 536), - wherein the emergency equipment (248) is in particular a switch control device (248) of the rail system (230, 330, 430, 530).

3. Signal box device (110) comprising at least one monitoring device (100, 200) according to one of claims 1 to 2.

4. Rail system (230, 330, 430, 530), comprising: - at least one monitoring device (100, 200) according to one of claims 1 to 2, - at least one train presence sensor (234, 334, 434, 534) arranged in the defined rail area (236, 336, 436, 536), and at least one first balise (232, 332, 434, 532) arranged in the defined rail area (236, 336, 436, 536), - wherein the train presence sensor (234, 334, 434, 534) and the first balise (232, 332, 434, 532) are communicatively connectable to the monitoring device (100, 200).

5. Rail system (230, 330, 430, 530) according to claim 4, characterized in that - the rail system (230, 330, 430, 530) comprises at least one balise control device (250, 350, 450, 550) that is communicatively connectable to the first balise (232, 332, 434, 532), - wherein the balise control device (250, 350, 450, 550) is configured to detect an excitation of the first balise (232, 332, 434, 532) by a balise reader (246, 346, 446, 546) of a rail vehicle (2 44, 344, 444, 544), and - wherein the balise control device (250, 350, 450, 550) is configured to transmit the balise excitation signal upon detection of an excitation of the first balise (232, 332, 434, 532).

6. Rail system (230, 330, 430, 530) according to claim 5, characterized in that - the balise control device (250, 350, 450, 550) is configured to detect the excitation of the first balise (232, 332, 434, 532) by detecting a change of the impedance of the balise terminal of the first balise, - wherein detecting a change in the impedance comprises a comparing to an impedance criterion.

7. Rail system (230, 330, 430, 530) according to any one of claims 4 to 6, characterized in that - the at least one train presence sensor (234, 334, 434, 534) is at least one axle counter circuit (234, 334, 434, 534).

8. Rail system (230, 330, 430, 530) according to claim 7, characterized in that - the axle counter circuit (234, 334, 434, 534) comprises a first axle counter (360, 460, 560) and a second axle counter (362, 462, 562) spaced apart from the first axle counter (360, 460, 560), - wherein the first balise (232, 332, 434, 532) is arranged between the first axle counter (360, 460, 560) and the second axle counter (362, 462, 562).

9. Rail system (230, 330, 430, 530) according to claim 8, characterized in that - the axle counter distance between the first axle counter (360, 460, 560) and the second axle counter (362, 462, 562) is at least greater than 26 m, preferably between 28 m and 40 m, and / or - the distance between the first axle counter (360, 460, 560) and the first balise (232, 332, 434, 532) is at least greater than 1 m, preferably greater than 2 m, and / or - the distance between the second axle counter (362, 462, 562) and the first balise (232, 332, 434, 532) is at least greater than 13 m, preferably greater than 15 m.

10. Rail system (230, 330, 430, 530) according to one of claims 4 to 9, characterized in that the rail system (230, 330, 430, 530) comprises at least one second balise (256) arranged in front of the first balise (232, 332, 434, 532) in the direction of travel of a rail vehicle (244, 344, 444, 544).

11. A method for monitoring a rail system according to any one of claims 4 to 10, comprising: - determining a train presence signal from at least one train presence sensor (234, 334, 434, 534) arranged in a defined rail area (236, 336, 436, 536) of the rail system (230, 330, 430, 530) and a balise excitation signal from a first a balise (232, 332, 434, 532) arranged in the defined rail area (236, 336, 436, 536) in accordance with a synchronism criterion by a monitoring device (100, 200), and - determining that a non-balise-capable rail vehicle (244, 344, 444, 544) has passed the determined rail area (236, 336, 436, 536) if it is determined that only the train presence signal is received.

12. Computer program product comprising instructions which, when the program is executed by a computer, cause the computer to carry out the method according to claim 11.