Railway vehicle system with ghost train detection, and operating procedure

Abstract

A railway vehicle system is described comprising: i) a track section having a monitoring device, in particular an axle counter, configured to monitor the status of the track section; ii) a railway vehicle passing through the track section forwards and / or backwards; and iii) a control device coupled to the railway vehicle and configured to perform ghost train detection using the railway vehicle and the status of the monitoring device; characterized in that iv) the control device is further configured to determine whether a short vehicle whose position is not detected in the railway vehicle system meets an activation criterion and, if the activation criterion is met, [0002] perform ghost train detection in a high-speed mode at increased speed.

Description

[0001] The invention relates to a rail vehicle system comprising a track section, a rail vehicle, and a control device within which ghost train detection is performed. The invention further relates to a method for operating a rail vehicle system. It also relates to a specific application of ghost train detection. The invention can thus relate to the technical field of rail vehicles, particularly with regard to ghost train detection.

[0002] In numerous situations within a rail vehicle system (which includes, in particular, tracks and rolling stock), it may be necessary to determine whether a specific track section to be traversed is clear or occupied. A rail vehicle system typically has a (central) control unit. (z.B.Signal box, control center, etc.), which knows the positions of the rail vehicles on the tracks. These positions can be continuously verified using sensors along the tracks, in particular axle counters and balises.

[0003] However, it can happen that vehicles are operating within the rail vehicle system whose position (from the central control unit) is unknown. For example, this could be a parked train or a service vehicle that is significantly shorter than the rail vehicles operating in the system. Such vehicles, whose positions on the rail network are unknown, can be considered so-called ghost trains. For smooth and accident-free operation, it can be essential to determine the presence (and ideally the exact position) of such ghost trains within the rail vehicle system.

[0004] In its simplest form, this is achieved by a train driver looking out the windshield at the section of track ahead. However, as in most technical fields, there is also a trend towards automation in the area of ​​rail vehicles. Accordingly, it can be desirable to perform ghost train detection (sieving) efficiently and reliably automatically. This can also increase safety, for example at night in poor visibility.

[0005] Especially in automated applications such as "moving block", it must first be ruled out that a hidden train (or ghost train) is located directly in front of or directly behind the rail vehicle.

[0006] Conventionally, ghost train detection can be carried out as follows: For forward ghost train detection ("sieving in front"), a localized rail vehicle (whose position is known) approaches the boundary of a track section reported as "clear" (e.g., by an axle counter). As soon as the front of the train is closer than the length of the shortest (possible) vehicle in the system (minus the overhang on one side), the ghost train detection process can begin. If, within the longest possible reaction time (e.g., via the track occupancy detection system, interlocking system, and train protection system), no occupancy is detected in the following track section (e.g., by the axle counter), and the front of the train has not yet crossed the boundary of the track section, the ghost train detection is successful. This eliminates the possibility of a vehicle whose position is not recorded being on the track section in front of the rail vehicle.

[0007] An analogous process can be conventionally used for reverse ghost train detection ("sieving at rear") to rule out the possibility of a vehicle with an unknown position being behind the train. In this process, the train crosses the boundary of the track section and moves away from it. When the first track section is reported as "clear," the rear of the train must be closer to the boundary than the vehicle length relevant for ghost train detection. If this is the case, it is ruled out that a vehicle whose position has not been recorded is behind the train, and the ghost train detection is then successful.

[0008] Two parameters can now have a significant influence on the ghost train detection process: i) the shortest vehicle length relevant for ghost train detection (this determines the travel speed), and ii) the longest transmission and processing time (e.g. between detection of a vehicle axle by a secondary track vacancy detection and the processing of this information to calculate ghost train detection).

[0009] The shorter the vehicle length relevant for ghost train detection and the longer the time for transmission and processing of the track vacancy information, the slower the rail vehicle must travel to enable reliable ghost train detection.

[0010] However, if vehicles, especially short trains or maintenance vehicles, operate in a system that are significantly shorter than the other rail vehicles, then the (driving) speed for ghost train detection must be reduced considerably for all rail vehicles in the system.

[0011] This occurs, for example, when a rail vehicle system (such as a subway system) operates not only long passenger trains but also much shorter maintenance trains. The speed of ghost train detection is significantly reduced for all trains due to the short maintenance trains.

[0012] Document WO 2018 / 228758 A1 concerns a method for operating a track-bound transport system that enables detection to determine whether a first track section located between a track-bound vehicle and a second track section is free of other track-bound vehicles. A trackside device, located in a first track section at a distance from an adjacent second track section, transmits status information indicating that the second track section is free of track-bound vehicles.The transmitted status information is received by a track-bound vehicle traveling on the first track section at the location of the trackside device. The distance between the track-bound vehicle and the second track section is such that no other track-bound vehicle can fit into the portion of the first track section between the track-bound vehicle and the second track section when the status information is received. Based on the received status information, the track-bound vehicle recognizes the portion of the first track section between the track-bound vehicle and the second track section as being free of other track-bound vehicles.

[0013] Document US 2019 / 072981 A1 concerns a method for controlling vehicle traffic in a network controlled by a control system that manages the traffic of communicating vehicles according to a first mode. The first mode manages the movement of the communicating vehicle toward the end terminal of a first segment in which a non-communicating vehicle has been detected by performing a discrimination step that eliminates any protected zone in which the moving vehicle is located when the distance between the communicating vehicle and the end terminal is less than a threshold.

[0014] There may be a need to perform ghost train detection in a rail vehicle system efficiently and reliably.

[0015] A rail vehicle system, an operating procedure, and a use are described below.

[0016] According to a first aspect of the invention, a rail vehicle system according to claim 1 is described.

[0017] According to a second aspect of the invention, a method according to claim 10 is described for operating a rail vehicle system.

[0018] According to a third aspect of the invention, the use of a ghost train detection system according to claim 14 is described.

[0019] In the context of this document, the term "ghost train" can be understood as a rail vehicle whose existence on the track (in the system) is not known on the track side, i.e., for example, on the control center or signal box side, and which is therefore also unknown to the rail vehicles traveling in the rail vehicle system.

[0020] In the context of this document, the term "ghost train detection" refers to an established procedure by which a rail vehicle (especially by means of a control device) can determine, essentially automatically, whether a ghost train is traveling forwards or backwards on the track section to be traversed. The procedure for such ghost train detection has already been described above. In summary, the rail vehicle approaches the track section slowly so that a potential ghost train would be "pushed" over the next axle counter and thus detected. If the rail vehicle is traveling too fast, it will itself be detected by the axle counter, and the ghost train might not be. Due to the relatively long processing time for detection (at least several seconds), a particularly slow speed is enforced for short vehicles during ghost train detection.

[0021] In the context of this document, the term "control device" can refer in particular to a device configured to perform ghost train detection as described above. The control device can be implemented using a computer or one or more processors. While in one example the control device is configured as a single control unit, in another example the control device can comprise two or more units, which may also be spatially separated. In one example the control device is part of the rail vehicle, while in another example the control device is operated at least partially outside the rail vehicle, e.g., as part of the track monitoring system. Preferably, the control device is configured to perform ghost train detection in at least two modes, namely a normal mode and a high-speed mode.The control device can be configured to switch between these modes. In particular, the switch can be based on an operational criterion. In this context, the operational criterion can be evaluated (automatically or manually by an operator), and the appropriate mode for ghost train detection can be selected based on the evaluation.

[0022] In the context of this document, the term "state" can be understood to refer specifically to the status of the track section being monitored by the monitoring device. For example, the state can be defined as "clear" if the monitoring device does not detect any (rail) vehicle entering the track section. In a concrete example, the monitoring device could be an axle counter that identifies an incoming rail vehicle based on the number of axles passing by. In another example, the state can be defined as "occupied" if the monitoring device detects a (rail) vehicle entering the track section. Furthermore, other states are possible, such as "faulty".

[0023] In the context of this document, the term "short vehicle" can be understood to mean, in particular, a (rail) vehicle whose position (location) within the rail vehicle system or track sections is not recorded. While a rail vehicle control system usually knows the position of the rail vehicles (e.g., using axle counters, balises, etc.), the position of a short vehicle may be unknown. Accordingly, this vehicle may be located as a ghost train in a track section. The term "short" can be interpreted relatively in this context. For example, a short vehicle may have a length that is at most half (especially at most one-quarter) of the length of a standard rail vehicle in the system. In a clear example, the short vehicle could be a maintenance vehicle. In another example, the short vehicle might consist of only one unit (e.g., just one wagon).If the short vehicle is not configured as a train, it can in principle be considered a single unit.

[0024] In the context of this document, the term "deployment criterion" can be understood, in particular, as a criterion that is indicative for the deployment of a short vehicle (see above) in the rail vehicle system. For example, the deployment of one or more short vehicles can be regulated in a specific way. For instance, specific times can be defined during which the short vehicle may / can be in operation. Additionally or alternatively, specific (local) areas can be defined in which the short vehicle may / can be in operation. Based on these deployment regulations, the deployment criterion can be determined. For example, the deployment criterion may be met if it is certain, or at least highly probable, that no short vehicle is in operation in the (relevant track section). Furthermore, the deployment criterion may not be met, for example, if it is certain, or at least probable, that a short vehicle is in operation.In another example, the deployment criterion can be supplemented by measurements. For instance, a depot for short vehicles could use sensors to detect whether a short vehicle has left the depot or returned.

[0025] According to the invention, the invention can in particular be based on the idea that ghost train detection in a rail vehicle system can be carried out efficiently and reliably when switching to a special high-speed mode which allows ghost train detection at increased speed, wherein the condition for the high-speed mode is that an operating criterion regarding short, undetected vehicles is met.

[0026] The procedure and problems associated with the well-known ghost train detection system have already been described above. The inventor has now surprisingly discovered that improving the efficiency of ghost train detection does not necessarily have to lie in the sensors of the rail vehicle system, as previously assumed. Instead, a completely different and entirely new approach was chosen: the rail vehicle system itself is considered and organized in such a way that an operational criterion is evaluated as a condition for a high-speed mode, specifically for short vehicles that are not currently detected by the system.

[0027] In other words, the presence of short, undetected vehicles was identified as a particularly limiting factor in ghost train detection, which can be overcome surprisingly efficiently by an operational criterion-based approach.

[0028] According to the invention, the control device is further configured to perform ghost train detection in a normal mode at normal speed if the deployment criterion is not met. This can have the advantage of allowing flexible switching between at least two modes. If the deployment criterion is not met, it must be taken into account that short vehicles are in operation on the relevant track section. Accordingly, it may be expedient in this case to use the slow and safe normal mode. Switching between modes based on the deployment criterion can enable particularly dynamic and efficient operation.

[0029] According to another embodiment, the deployment criterion for the short vehicle has a predetermined time and / or duration. This can have the advantage that the use of the short vehicle is limited in a defined way, and that efficient and safe ghost train detection in high-speed mode is possible outside this period.

[0030] According to another embodiment, the predetermined time includes night operation. This can have the advantage of enabling smooth, fast operation during the day (especially during peak hours) when there are many rail vehicles on the road. At night, when traffic is less congested, ghost train detection can then be performed in normal mode at a slower speed.

[0031] According to another embodiment, the deployment criterion for the short vehicle has a predetermined geographical area. This can have the advantage that the use of the short vehicle is spatially limited in a defined way, and efficient and safe ghost train detection is enabled outside this area in high-speed mode.

[0032] According to another embodiment, the predetermined local area features a depot. This can have the advantage of enabling smooth, fast operation in the passenger transport area or on the main line (especially during peak hours) when there are a particularly large number of rail vehicles in operation. In the depot area, where there is less traffic, ghost train detection can then be carried out at a slower speed in normal mode.

[0033] According to a further embodiment, the length of the short vehicle is half or less, in particular a quarter or less, further in particular an eighth or less, further in particular a sixteenth or less, of the length of the rail vehicle (especially as the length of the shortest passenger train in the rail vehicle system). Such a short vehicle would result in a particularly slow travel speed during ghost train detection (see above). Accordingly, it can be advantageous not to have to take such vehicles into account during ghost train detection.

[0034] According to a further embodiment, the rail vehicle system comprises a plurality of rail vehicles. In particular, the length of the short vehicle is half or less, in particular one quarter or less, further in particular one eighth or less, further in particular one sixteenth or less, shorter than the average length of the plurality of rail vehicles in the rail vehicle system.

[0035] According to another embodiment, the short vehicle comprises exactly one vehicle unit, in particular exactly one wagon. In this context, the term "vehicle unit" can refer to a wagon of a rail vehicle, but also, if the vehicle is not constructed from wagons, to the vehicle itself. This can be the case, for example, with certain maintenance vehicles.

[0036] According to another embodiment, the short vehicle is a maintenance vehicle. Such vehicles are frequently used in rail vehicle systems, but are often not detected by the system monitoring. Accordingly, a service vehicle can, figuratively speaking, be left on the track or forgotten after use, thus becoming a "ghost train." Even routine operations can compromise the safety of the rail vehicle system. This can make ghost train detection indispensable, but the short length of the maintenance vehicles can necessitate extremely slow speeds for ghost train detection. As described above, however, this can be overcome by a high-speed mode linked to an operational criterion regarding the maintenance vehicles.

[0037] According to another embodiment, the method further includes: switching between high-speed mode and a normal mode at reduced speed, particularly when the application criterion is not met (see description above).

[0038] According to a further embodiment, the method also includes: implementing a moving-block mode after ghost train detection has been performed. This can have the advantage that the described method can be efficiently implemented in modern rail vehicle systems. In this mode, the trains themselves determine the location of their rear end and transmit it quasi-continuously to the following train. This automatic method can therefore particularly benefit from fast and reliable ghost train detection.

[0039] According to a further embodiment, the method also includes: performing the high-speed mode during the day and / or outside a depot area, and / or performing the normal mode at night and / or within a depot area. As described above, such highly adaptable modes allow for an optimized balance between rapid ghost train detection and efficient maintenance.

[0040] According to an exemplary implementation, short vehicles are only used in specific areas (deployment criterion). If the short vehicles only operate in a limited area (e.g., only in the depot), then it is possible to set the vehicle length used for ghost train detection (the so-called "sieving train length") to the lowest value only in this area. In other areas, the vehicle length is selected based on the (longer) trains operating there. This increases the speed required for ghost train detection in these areas. This would mean, for example, that sieving can only be performed at a very low speed in the depot, but a higher speed is possible for ghost train detection on the main line (or the passenger transport area).

[0041] In one example, the implementation could look like this: a default sieving train length is defined that takes all vehicles into account. A further (long) sieving train length is defined that takes into account all vehicles operating in a specific area (e.g., the main line). For another area (e.g., the depot) where the shorter vehicles operate, a further (shorter) sieving train length can be defined.

[0042] According to an exemplary embodiment, short vehicles are only in operation at certain times (operational criterion). If the short vehicles only operate at certain times (e.g., only at night), the vehicle length for ghost train detection can only be set to the value caused by the short vehicles during the times when the short vehicles are operating. Outside of the times when the short vehicles are operating, a longer vehicle length is used that is not affected by the short vehicles. If the short vehicles only operate at night, for example, then the lower speed for ghost train detection (in normal mode) must only be used at night when there is either no operation or only reduced operation.

[0043] According to an exemplary embodiment, a combination of the two application criteria described above is also possible, i.e., the vehicle length for ghost train detection in a system can depend on both time and location, as well as be switched manually (e.g., by the ATS (Automatic Train Supervision, train control technology) operator).

[0044] According to an exemplary embodiment, at least one of the following solutions can be used to prevent short vehicles from entering an area where a longer vehicle length is selected for ghost train detection: i) Operational rule (especially for trains not equipped), ii) Intervention of the ATC (Automatic Train Control) for equipped systems, iii) Warning message to the ATS operator when a route is manually set in an area with a longer vehicle length for ghost train detection.

[0045] In an exemplary embodiment, the invention can be summarized as follows: if there are trains in a system that have a significantly shorter length than the other trains in the system, then the speed of ghost train detection can be increased if at least one of the following two conditions is met: i) the short trains only run in certain areas, ii) the short trains only run at certain times.

[0046] It should be noted that embodiments of the invention have been described with reference to different subject matter. In particular, some embodiments have been described with reference to method claims, while other embodiments have been described with reference to apparatus claims. However, a person skilled in the art will understand from the foregoing and the following description that, unless otherwise stated, in addition to any combination of features belonging to one type of subject matter, any combination of features relating to different subject matter is also deemed to be disclosed by this document. This applies in particular to features of the method claims and features of the apparatus claims.

[0047] It should be noted that the term "comprising" does not exclude other elements or steps, and the use of the article "a" does not exclude a plurality. Elements described in connection with different embodiments may also be combined. It should also be noted that reference numerals in the claims should not be interpreted as limiting the scope of the claims.

[0048] Regardless of the grammatical gender of a particular term, persons with male, female or other gender identities are included.

Claims

1. Railway vehicle system, having: at least two sections of track, which have a monitoring apparatus, in particular an axle counter, which is designed to monitor a state of the respective sections of track, wherein the state denotes a free and an occupied state of the sections of track; a railway vehicle which passes one of the sections of track in a forward and / or backward manner; short vehicles which are permitted to be operated in the system in accordance with operating rules, and a control apparatus, which is coupled to the railway vehicle and which is designed to carry out a ghost train detection using the railway vehicle and the states of the monitoring apparatus; characterised in that the control apparatus is further designed to determine whether one of the short vehicles, the position of which in the railway vehicle system is not detected, fulfils an operational criterion which specifies, at least with a predominant likelihood, whether the short vehicle is being operated in accordance with the operating rules; if the operational criterion is not fulfilled, carrying out the ghost train detection in a normal mode, wherein the railway vehicle travels at a normal speed; and if the operational criterion is fulfilled, carrying out the ghost train detection in a high-speed mode at an increased speed of the rail vehicle.

2. Railway vehicle system according to claim 1, wherein the operational criterion of the short vehicle has a predetermined time and / or a predetermined duration.

3. Railway vehicle system according to claim 2, wherein the predetermined time has a night mode, so that the ghost train detection is carried out in high-speed mode during the day and in normal mode at night.

4. Railway vehicle system according to any one of the preceding claims, wherein the operational criterion of the short vehicle has a predetermined local area.

5. Railway vehicle system according to claim 4, wherein the predetermined local area has a depot operation.

6. Railway vehicle system according to any one of the preceding claims, wherein the length of the short vehicle is shorter than the length of the railway vehicle by half or less, in particular by a quarter or less, further in particular by an eighth or less.

7. Railway vehicle system according to any one of the preceding claims, having: a plurality of railway vehicles, wherein the length of the short vehicle is half or less, in particular a quarter or less, further in particular an eighth or less of the average value of the lengths of the plurality of railway vehicles in the railway vehicle system.

8. Railway vehicle system according to any one of the preceding claims, wherein the short vehicle has precisely one vehicle unit, in particular precisely one carriage.

9. Railway vehicle system according to any one of the preceding claims, wherein the short vehicle is a maintenance vehicle.

10. Method for operating a railway vehicle system with at least two sections of track, the method having: monitoring a state of the respective sections of track, wherein the state denotes a free and an occupied state of the sections of track; carrying out a ghost train detection in one of the sections of track using a railway vehicle, which passes one of the track sections in a forward and / or backward manner, wherein short vehicles are permitted to be operated in the system in accordance with operating rules, and the states; characterised by determining whether one of the short vehicles, the position of which is not detected, fulfils an operational criterion which specifies, at least with a predominant likelihood, whether the short vehicle is being operated in accordance with the operating rules; carrying out the ghost train detection in a normal mode, wherein the rail vehicle travels at a normal speed, if the operational criterion is not fulfilled; carrying out the ghost train detection in a high-speed mode at an increased speed of the railway vehicle, if the operational criterion is fulfilled.

11. Method according to claim 10, further having: switching between the high-speed mode and a normal mode at a reduced speed, as soon as the operational criterion is not fulfilled.

12. Method according to claim 10 or 11, further having: carrying out a moving-block mode, once the ghost train detection has been carried out.

13. Method according to claim 11 or 12, further having: carrying out the high-speed mode during the day and / or outside of a depot area; and / or carrying out the normal mode at night and / or within a depot area.

14. Use of a ghost train detection in a method according to claim 10 in a high-speed mode when a short vehicle with an undetected position with respect to a track section fulfils an operational criterion in order as a result to increase the travel speed of a rail vehicle during the ghost train detection.