Safe operation method of rail traffic system and rail traffic system

Abstract

A method for safely operating a rail traffic system (1), comprising the steps of: transmitting, between a first rail traffic information (31) and an infrastructure facility (2) and / or a second rail traffic information (4), a second rail traffic information (32, 42) which correlates to a state variable of the rail traffic system (1), determining a comparison result using the first rail traffic information (31) and the second rail traffic information (32, 42), checking the validity of the first rail traffic information (31) and / or the second rail traffic information (32, 42) using the comparison result, and controlling the rail traffic system (1) using a result of the validity check.

Description

[Technical field]

[0001] The present invention relates to a method for safely operating a rail transportation system. [Background technology]

[0002] The European Train Control System (ETCS) aims to standardise train control systems which are not harmonised in Europe. Furthermore, it lays the groundwork for a particularly efficient use of existing rail traffic systems. However, such rail traffic systems must fulfil high technical requirements. These in particular concern the sensory monitoring of the rail traffic systems, for example by means of measuring devices as disclosed in DE 101 14 13 563 A1. To achieve the required level of technological expansion, large investments are required in particular in existing rail traffic systems, the economic benefits of which only emerge after a large part of the rail traffic systems has been modernised. As a result, the corresponding modernisation is often carried out too haltingly.

[0003] Patent document 2 describes a method for determining the position of a railway vehicle using an optical measurement system, in particular a stereo camera system, and a radio-based measurement system, whereby position data from both measurement systems are generated on board the railway vehicle and compared with each other.

[0004] A warning system for warning people of the approach of a rail vehicle is known from US Pat. No. 5,399,636. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] WO2020 / 108873A1 [Patent Document 2] WO2021 / 121854A1 [Patent Document 3] WO2021 / 121853A1 Summary of the Invention [Problem to be solved by the invention]

[0006] The object of the invention is to create an improved method for the safe operation of rail transport systems which is particularly very economical and flexible to use. [Means for solving the problem]

[0007] This object is achieved by a method having the features of claim 1. According to the invention, it has been realized that a method for the safe operation of a rail traffic system can be used in a particularly economical and flexible manner if the plausibility of the rail traffic information is checked using a comparison result based on the first and second rail traffic information and the result of the plausibility check is used to control the rail traffic system. By determining the comparison result based on the first and second rail traffic information, inaccurate rail traffic information can be particularly reliably recognized and / or compensated for. In particular, possible defects in the collection and / or processing of the rail traffic information can be compensated for by determining the result of the plausibility check. In this way, the usefulness of the collected rail traffic information for controlling the rail traffic system can be increased. If the plausibility of the rail traffic information is confirmed, it can be estimated with a particularly high probability that this information is correct. Controlling the rail traffic system using the result of the plausibility check therefore leads to a particularly high level of operational safety. In particular, this makes it possible to overcome the reliability threshold required for a particularly efficient utilization of the rail network, in particular for higher traffic densities. A higher traffic capacity of the rail traffic system can be achieved with less investment. Both the modernization of existing rail traffic systems and the construction of new rail traffic systems can therefore be carried out in a particularly economical and flexible manner.

[0008] The rail transport system preferably comprises an infrastructure facility and at least one rail vehicle, in particular a plurality of rail vehicles. The infrastructure facility may comprise a rail network with a plurality of, in particular interconnected, tracks, which rail network is preferably subdivided into a plurality of rail lines. Each of the infrastructure facilities, in particular the rail lines, may comprise one or more control centers for controlling the infrastructure facility.

[0009] The at least one rail car may have at least one, in particular at least two, in particular at least five, in particular at least 10 running trailers. Preferably, the at least one rail car comprises at least one powered wagon equipped with a drive unit for providing the propulsive force required to move the rail car along the track.

[0010] A correlation between the state variables and the rail traffic information is understood to mean that the rail traffic information depends on the state variables, in particular that they have a constant, in particular linear, relationship to one another.

[0011] The state variables of the rail traffic system may be, for example, state variables correlated with the position, and / or the speed, and / or the driving force, and / or the braking force, and / or the presence of a mechanical coupling between two moving trailers, and / or state variables correlated with objects located in the area of ​​the track, in particular obstacles causing hazards.

[0012] The second rail traffic information is preferably based on a source that is independent of the source of the first rail traffic information, in particular the second rail traffic information is not determined by the first rail vehicle.

[0013] The second rail vehicle may be designed according to the first rail vehicle or may have a higher or lower technological enhancement level.

[0014] Controlling the rail traffic system using the result of the plausibility check can comprise, if the rail traffic information is of insufficient validity, continuing to operate the rail vehicle with a reduced kilometre performance, in particular a reduced running speed, and / or stopping the rail vehicle and / or carrying out maintenance measures on the rail vehicle. Advantageously, this allows the rail traffic system to be operated in a particularly safe manner.

[0015] The determination of the validation result and / or its further processing can be performed using a consensus mechanism, in this way the validation result can be obtained and processed in a particularly secure and reliable way.

[0016] The different rail traffic information can be weighted uniformly or differently, in particular based on the reliability of the underlying information sources, in particular sensors. For example, rail traffic information originating from infrastructure facilities may have a higher weighting than rail traffic information originating from rail vehicles. Rail traffic information with a lower weighting can be corrected, in particular replaced, by rail traffic information with a higher weighting if its validity is insufficient, in particular due to differences between the two rail traffic information. This makes the method particularly reliable.

[0017] Preferably, the first and / or the second rail traffic information is determined by at least one sensor, in particular a position detection module, in particular a GPS receiver for detecting the position of at least one rail vehicle in the rail network, and / or an optical sensor, in particular a camera, for capturing objects on the rail track, and / or an integrity monitoring device for monitoring the presence of a mechanical coupling between two trailers while in motion. Similarly, the second rail traffic information can be determined by a second rail vehicle. Alternatively or additionally, the second rail traffic information can be determined by infrastructure equipment, in particular a rail sensor.

[0018] The transmission of the second rail traffic information can be performed wired or wirelessly. Preferably, the second rail traffic information is transmitted in particular via a wireless signal connection between a vehicle radio module of the first rail vehicle and a control center radio module of a control center of the infrastructure facility and / or a vehicle radio module of the second rail vehicle. The wireless signal connection may comprise a WiFi signal connection and / or a 5G signal connection. The signal connection is preferably designed as a peer-to-peer connection.

[0019] Preferably, the transmission of data via the radio signal connection is encrypted, which makes the method operate particularly securely.

[0020] According to a further aspect of the invention, the at least one rail traffic information, in particular the first rail traffic information and the second rail traffic information, in particular the rail traffic information on which the comparison result is based, comprises information on whether there are objects, in particular people, in the area of ​​the track. To warn people of the approach of the rail vehicle, a signal box controlled crew warning system can be provided. Such a warning system is for example disclosed in WO 2005 / 023361, the disclosure content of which is incorporated herein by reference. This rail traffic information can be detected for example by an optical sensor. The optical sensor can be a component of an infrastructure installation and / or of at least one rail vehicle.

[0021] The first and / or second rail traffic information may comprise the position of at least one rail vehicle, in particular along the track. Preferably, the position of the rail vehicle is determined by a lateration method, in particular by radio trilateration, in particular by WiFi trilateration. For this purpose, the rail vehicle may have a tracking module, in particular a radio tracking module for determining the position by radio trilateration. The tracking module is also called an anchor module. The tracking module may be designed to detect signals from fixed and / or mobile tracking markers, in particular transponders. The fixed tracking markers may be attached to infrastructure elements. By means of the fixed tracking markers, in particular arranged at fixed points whose positions are known, the position of the rail vehicle, in particular along the track, may be determined. The mobile tracking markers may for example be carried by persons, in particular railway maintenance workers. Thereby, the position of the persons relative to the rail vehicle and / or in and / or along the track may be determined. With regard to the method for determining the position of a rail vehicle and / or a person, reference is made to US Pat. No. 5,399,433, the disclosure content of which is incorporated herein by reference.

[0022] The method according to claim 2 ensures the operation of the rail traffic system in a particularly economical and flexible manner. The second rail traffic information is preferably collected by the second rail vehicle and / or by an infrastructure installation, in particular by a sensor. The comparison result and / or the result of the plausibility check can be determined by the first rail vehicle, in particular by a vehicle control unit. By making the first and second rail traffic information available to the first rail vehicle, the comparison result and / or the result of the plausibility check can be determined by the first rail vehicle. In this way, the rail traffic information available to the first rail vehicle, in particular to a vehicle control unit of the rail vehicle, can be determined with particularly high reliability. Thus, thresholds of the technological expansion level of the rail vehicle, which are necessary for operating the rail traffic system at a particularly high traffic capacity, can be reached particularly easily. The reliability of the measured values ​​which can be detected with an existing sensor system of the rail vehicle can be increased by means of the comparison result. For example, a safety integrity level (SIL) required for achieving a correspondingly high traffic capacity can be reached by determining the result of the plausibility check. The effort required for implementing a corresponding sensor system can thus be reduced, making the method particularly flexible to use and economical to operate.

[0023] The method according to claim 3 allows the operation of the rail traffic system in a particularly safe and economical way. The second rail traffic information is preferably collected by the first rail vehicle. The result of the comparison and / or the result of the plausibility check can be determined by the infrastructure equipment, in particular by a control centre control unit. In this way, the rail traffic information received by the first rail vehicle can be regarded as correct with a particularly high probability. The rail traffic information received by the rail vehicle can be used to determine the plausibility of the rail traffic information collected by the infrastructure equipment. In this way, infrastructure equipment of a given technological extension level can be operated in a particularly safe and economical way. In particular, by controlling the rail traffic system with the result of the plausibility check, a threshold for operating the rail traffic system at a higher traffic capacity can be exceeded.

[0024] The method according to claim 4 ensures the operation of the rail traffic system in a particularly safe and economical way. For the sensory detection of the at least one measured value, the at least one rail vehicle can have an optical sensor and / or a position detection module and / or an integrity monitoring device. For the sensory detection of the at least one measured value, the infrastructure can have rail sensors for detecting the passing rail vehicles, in particular for determining the number of running trailers of the rail vehicle and / or the position and / or the speed of the rail vehicle. The at least one rail sensor can comprise point-like rail sensors, such as axle counters, and / or linear rail sensors, such as light guide sensors, in particular glass fiber sensors. Such rail sensors can be part of a balise or can be designed in the form of a sensor coupled to the rail or to the overhead wire. Such light guide sensors are disclosed, for example, in US Pat. No. 5,399,433, the disclosure of which is incorporated herein by reference. By determining the result of the plausibility check, a higher safety integrity level can be easily achieved for the corresponding sensor.

[0025] The method according to claim 5 allows the operation of the rail traffic system in a particularly safe manner. Preferably, the determination of the result of the plausibility check is performed repeatedly, in particular at time intervals in the range of 0.01 seconds to 300 seconds, in particular at time intervals in the range of 0.1 seconds to 60 seconds, in particular at time intervals in the range of 0.5 seconds to 30 seconds, in particular at time intervals in the range of 1 second to 10 seconds. For this purpose, the transmission of the second rail traffic information can be performed at time intervals in the same range, in particular at the same time intervals.

[0026] According to a further aspect of the invention, it is monitored whether the transmission of the second rail traffic information takes place within a predefined time range, in particular within the above-mentioned range. In case of a delayed or failed transmission, safety measures can be taken. These safety measures can for example consist in reducing the running speed and / or stopping the rail vehicle and / or prohibiting it from entering another section of track. This makes the method particularly safe to operate.

[0027] The method according to claim 6 ensures the operation of the rail traffic system in a particularly safe manner. In case of diverging rail traffic information, the original rail traffic information with a low level of safety integrity, in particular the rail traffic information based on measurements from sensors with a low level of safety integrity, can be corrected with the original rail traffic information with a high level of safety integrity, in particular the rail traffic information based on measurements from sensors with a high level of safety integrity. Alternatively, both rail traffic information can be modified and / or discarded, in particular replaced by other rail traffic information, in particular predetermined information. Preferably, correction data for modifying the diverging rail traffic information is transmitted, in particular wirelessly, between the first rail vehicle and the infrastructure installation and / or the second rail vehicle.

[0028] For example, the running speed of a first rail vehicle is determined based on a diameter of the rail wheels, based on measurements correlating to the speed of the rail wheels. As the diameter of the rail wheels decreases with increasing wear, the measured running speed deviates from the actual running speed. The running speed can be accurately measured by rail sensors spaced along the track. The running speed detected by the rail vehicle can be transmitted to an infrastructure facility. A comparison result is determined by the infrastructure facility as the difference between this running speed and the actual running speed. The infrastructure facility can transmit correction data to the rail vehicle, in particular a corrected diameter of the rail wheels, so that the actual running speed can be determined by the rail vehicle.

[0029] The method according to claim 7 ensures the operation of the rail traffic system in a particularly safe manner. Calibration can be performed using locally determined and / or transmitted comparison results and / or correction data. Calibration can be performed automatically at regular time intervals or manually.

[0030] The method according to claim 8 ensures the operation of the rail traffic system in a particularly flexible way. The control capability class of a rail vehicle is understood to be a measure of its technical equipment. For example, the control capability class may in particular be correlated with an ETCS classification which corresponds to a certain ETCS level. The technical equipment of the rail vehicle and the corresponding control capability class may be decisive for the train control system on which basis the control of the rail vehicle is based, in particular on which traffic capacity can be achieved, in particular to what extent the rail vehicle can move autonomously in the rail network. The control capability class functions according to the safety integrity level. By controlling rail vehicles of different control capability classes in different ways, the traffic capacity can be increased. Rail vehicles with a high control capability class, in particular with a high level of technological expansion, can run on the rail network, in particular on the rail line, at a higher density than rail vehicles with a low control capability class. For example, rail vehicles with a high control capability class can be controlled on the basis of a moving clearance distance. Rail vehicles with a low control capability class can be controlled on the basis of a fixed clearance distance. A higher control capability class is preferably achieved by a higher sensory and / or processor performance. Processor performance is understood to mean the capacity to process data, in particular the processing speed and / or the performance of the functions underlying the data processing.

[0031] The method according to claim 9 ensures the operation of the rail traffic system in a particularly economical and flexible manner. By controlling the rail traffic system using the result of the plausibility check, the rail traffic system can be controlled on a particularly reliable information basis. If the result of the plausibility check confirms the validity of the rail traffic information, the at least one rail vehicle can be classified into a higher controllability class. In case of a plausibility check result which is contrary to the validity of the rail traffic information, the controllability class of the at least one rail vehicle can be reduced, in particular if the result of the plausibility check indicates a contradiction to the validity of the rail traffic information several times, in particular several times in succession.

[0032] The method according to claim 10 ensures the operation of the rail traffic system in a particularly safe and economical manner. By continuously receiving and processing the rail traffic information, the results of the comparison and / or the plausibility check can be determined continuously. This ensures a particularly high reliability of the rail traffic information and allows the rail vehicles to be classified into a higher control capability class. Alternatively or additionally, the infrastructure installations can be classified into a higher control capability class due to the continuous reception of rail traffic information from the rail vehicles.

[0033] The method according to claim 11 ensures the operation of the rail traffic system in a particularly safe manner. If the result of the plausibility check is positive, the control capability class is upgraded or kept unchanged at a high level. If the result of the plausibility check is negative, the control capability class is downgraded or kept unchanged at a low level. If the result of the plausibility check is bad, the rail vehicle can continue to operate at a reduced maximum speed or can remain stopped and / or rail vehicle maintenance measures can be carried out.

[0034] The method according to claim 12 ensures the operation of the rail traffic system in a particularly economical way. Preferably, rail vehicles of a high control class are transferred to areas of the rail network, in particular to rail sections with high utilization. Rail vehicles of a low control class can be removed from these areas. This is advantageous in that areas of the rail network with high utilization can be operated at a particularly high density. In this way, the traffic capacity of the rail traffic system can be increased in these areas. In areas of the rail network where only rail vehicles of a high control class are located, they can be operated, for example, based on spatial displacement and / or autonomous control, in particular without control commands from the infrastructure.

[0035] The method according to claim 13 ensures the operation of a rail traffic system in a particularly safe manner. For example, travel parameter ranges such as maximum traction drive power and / or maximum running speed and / or maximum braking power can be controlled, in particular limited, based on the result of the plausibility check. Rail sections can be opened or closed using the result of the plausibility check. For example, heavily used rail sections can be closed to rail vehicles which give a negative result of the plausibility check and which do not generate particularly valid rail traffic information.

[0036] The method according to claim 14 can be implemented particularly economically. Traveling with a moving clearance ensures a particularly high traffic capacity. Preferably, the control of the rail traffic system is performed either with a moving clearance or with a fixed clearance as a function of the result of the plausibility check and / or the control capability class. In the rail traffic system, in particular in different railway sections, the control of the rail traffic system can be performed uniformly or non-uniformly, in particular with a moving clearance and / or with a fixed clearance.

[0037] The method according to claim 15 ensures the operation of the rail traffic system in a particularly safe and economical manner. Preferably, the at least one rail vehicle can travel through the infrastructure installations, in particular the rail network, fully autonomously, in particular without control commands from the infrastructure installations. For this purpose, the rail vehicle can control the infrastructure installations, in particular the rail signals and / or the switches, in particular the rail adjustment means and / or the rail supply means, in particular the power supplied via the overhead lines. For this purpose, the rail vehicle can receive sensor data collected by the infrastructure installations or can be controlled exclusively by sensor data collected by the rail vehicle itself.

[0038] A further object of the invention is to create an improved rail transport system which is particularly safe, economical and flexible in operation.

[0039] This object is achieved by a rail traffic system with the features of claim 16. The advantages of the rail traffic system according to the invention correspond to the advantages of the method described above. Preferably, the rail traffic system is further developed with at least one of the features described above in connection with the method. The infrastructure facility and / or at least one rail vehicle may comprise at least one control unit, in particular a vehicle control unit and / or a control centre control unit, for implementing the above-mentioned method.

[0040] The invention also relates to a computer program product for carrying out the method as described above. The advantages of the computer program product correspond to the advantages of the method as described above. Preferably, the computer program product is further developed with at least one of the features as described above in relation to the method. The computer program product can be stored in a storage unit of the at least one control unit and / or in a portable storage unit.

[0041] Further features, details and advantages of the invention emerge from the following description of embodiments based on the drawings, to which reference is made with reference to the following drawings, in which: [Brief description of the drawings]

[0042] [Figure 1] 1 is a schematic diagram of a rail transportation system including an infrastructure facility having a first rail section, a first rail vehicle entering the first rail section, and a second rail vehicle departing the first rail section. [Diagram 2] FIG. 2 is a side view of the first railcar of FIG. 1. [Diagram 3] 2 is a schematic diagram of the rail traffic system of FIG. 1, showing in further detail the means for collecting and transmitting rail traffic information; [Figure 4] 2 is a block diagram of railroad traffic information exchanged between each railroad vehicle and infrastructure facilities in the railroad traffic system of FIG. 1. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0043] 1 to 4 illustrate one embodiment of a rail transportation system 1. The rail transportation system 1 includes an infrastructure facility 2 and a plurality of rail vehicles 3 and 4, in particular a first rail vehicle 3 and a second rail vehicle 4.

[0044] The infrastructure 2 comprises a rail network 5. The rail network 5 is divided into a number of rail sections 6, 7, 8. The rail sections 6, 7, 8 overlap one another. In such overlapping areas 9, 10 there are tracks 11 that are assigned to the rail sections 6, 7, 8. Alternatively, at least individual, and in particular all, of the rail sections 6, 7, 8 can also be designed without overlapping, in particular directly adjacent to one another.

[0045] The infrastructure 2 comprises rail sensors 12a, 12b, rail adjustment means 13, rail signals 14a and rail supply means 15 along the track 11. The rail sensors 12a, 12b can be designed to detect measured values ​​that correlate to the passing rail vehicles 3, 4. Detection of measured values ​​is understood to mean measuring measured values. The rail sensors 12a, 12b can be designed as point rail sensors 12a or as linear rail sensors 12b. The point rail sensor 12a is understood to be, for example, an axle counter. The linear rail sensor 12b is understood to be a rail sensor 12b that is in particular based on light conducted in a fiber, in particular an optical fiber. The rail adjustment means 13 can be designed as a switch drive. The rail signal 14a can be a switchable light signal or a movable, in particular switchable semaphore signal. A light marking 14b, also called a fixed point marker, is mounted near the track 11. Furthermore, a person 14c, in particular a track worker, is located near the track 11. Preferably, the light marking 14b is in the form of a QR code.The rail supply means 15 may be an overhead line for supplying the rail cars 3,4 with electrical power.

[0046] Furthermore, the infrastructure 2 comprises a control centre 16, 17, 18 for each railway section 6, 7, 8. Each control centre 16, 17, 18 controls the rail traffic in the assigned railway section 6, 7, 8. For this purpose, each control centre 16, 17, 18 is connected in a signal transmission manner with rail sensors 12a, 12b, regulating means 13, rail signals 14a and rail supply means 15 assigned to the respective railway section 6, 7, 8, which in particular can be controlled and / or read out by the respective control centre 16, 17, 18.

[0047] FIG. 2 shows the rail section 8 of the rail traffic system 1 in more detail. A first rail vehicle 3 is arranged on the track 11. The first rail vehicle 3 is supplied with power via an overhead line 15. The first rail vehicle 3 comprises a vehicle radio module 19 in the form of a 5G radio module, a tracking module 19a, in particular a radio tracking module for wireless trilateration, a position detection module 20 and a first optical sensor 21a in the form of a camera. Furthermore, the first rail vehicle 3 comprises a vehicle control unit 22 for processing digital data. The vehicle control unit 22 is connected to the vehicle radio module 19, the tracking module 19a, the position detection module 20 and the first optical sensor 21a in a signal transmission manner, in particular by wired connection. The position detection module 20 is preferably designed as a GPS module and serves to detect the position of the second rail vehicle 4. The first optical sensor 21a is designed, in particular together with the vehicle control unit 22, to automatically recognize the rail signal 14a and / or objects in the area of ​​the track, in particular people 14c and / or fixed point markers 14b on the track. The second optical sensor 21b can be designed according to the first optical sensor for detecting objects and / or optical markings 14b on the track.

[0048] The management center 18 comprises a management center radio module 23 designed as a 5G radio module. Furthermore, the management center 18 comprises a management center control unit 24 for processing digital data. The management center 18, in particular the management center control unit 24, is connected in a signal transmission manner, in particular by wire, to the rail sensors 12a, 12b, the rail adjustment means 13, the rail signal 14a and the rail supply means 15. For the operating mode of the rail sensor 12b based on light propagating in an optical fiber, see US Pat. No. 5,399,991. The management center control unit 24 is further connected in a signal transmission manner with the management center radio module 23.

[0049] The first railcar 3 is connected to the third control center 18 in a signal transmission manner, in particular wirelessly, via the vehicle radio module 19 and the control center radio module 23. The wireless signal connection 25 is shown in the figure by a dashed line. The wired signal connection 26 is shown in the figure by a dashed line.

[0050] The second railcar 4 leaving the first rail section 6 is connected to the first control centre 16 in a radio signal transmission manner, in particular via a vehicle radio module 19. The railcars 3, 4 located in the overlapping areas 9, 10 can be simultaneously signal connected to the control centres 16, 17, 18 of several rail sections 6, 7, 8.

[0051] In FIG. 3 the rail transport system 1 is shown in more detail with two rail vehicles 3, 4 arranged on a first rail section 6.

[0052] In addition to the above-mentioned sensors 20, 21a, the first railcar 3 further comprises a second optical sensor 21b (in particular a front camera) and an integrity monitoring device 27 for monitoring the integrity of the first railcar 3 (in particular the presence or absence of a mechanical connection between two running trailers 28a, 28b which are mechanically coupled to each other). Furthermore, the first railcar 3 comprises a drive device 29 and a brake device 30. The integrity monitoring device 27, the drive device 29 and the brake device 30 are connected to the vehicle control unit 22 via a wired signal connection 26.

[0053] The second railcar 4 has a vehicle radio module 19, a drive unit 29, a brake unit 30, and a vehicle control unit 22. The second railcar 4 does not have sensors for determining the presence or absence of an existing mechanical connection between its traveling trailers 28a, 28b, 28c, for detecting its position, for detecting objects in the track, etc. Therefore, the first railcar 3 is grouped into a class with higher controllability than the second railcar 4.

[0054] The infrastructure installation 2 comprises a first rail sensor 12a designed to detect the passing rail vehicles 3, 4, in particular to detect the number of traveling trailers 28a, 28b, 28c coupled to one another. A second rail sensor 12b designed in the form of an optical fiber sensor also allows the detection of the rail vehicles 3, 4 transported on the track 11 on which it is provided.

[0055] The mode of operation of the rail transportation system 1, and in particular the control units 22, 24, is as follows.

[0056] The first railcar 3 is located on the third rail section 8. The second railcar 4 is located on the first rail section 6. A radio signal connection 25 exists between the first railcar 3 and the third control center 18. There is also a radio signal connection 25 between the first control center 16 and the second railcar 4.

[0057] Rail traffic information is collected, in particular continuously, by the respective vehicle control units 22 of the rail vehicles 3, 4 and the sensors 20, 21a, 21b, 27 connected thereto. Further rail traffic information is determined by the infrastructure installations 2, in particular the first control centre 16, in particular the control centre control unit 24, and the sensors 12a, 12b connected thereto. The rail traffic information describes the current state of the rail traffic system 1, in particular the infrastructure installations 2, in particular the state of the rail signals 14a and the state of the rail regulating means 13, as well as the state of the rail vehicles 3, 4, in particular their positions, speeds, braking curves, integrity and / or their driving and braking forces.

[0058] The two rail vehicles 3, 4 are classified into different controllability classes. Determining for this classification is the ability of the rail vehicles 3, 4 to move safely through the rail network 5 with some degree of (in particular complete) independence from the infrastructure 2. In particular, it is crucial whether the respective rail vehicle 3, 4 has the necessary sensory and / or processing capabilities for this purpose. The first rail vehicle 3 is classified into a high controllability class since it can collect and process more rail traffic information than the second rail vehicle 4. Furthermore, the safety integrity level (SIL) of each rail vehicle 3, 4, in particular of the sensors 20, 21a, 21b, 27, is decisive. The safety integrity level of a sensor is higher the more accurate and robust the measurements it detects, in particular the lower the probability of failure.

[0059] 4 shows the exchange of rail traffic information 31, 32 between a first rail vehicle 3 and a first control center 16. When a second rail vehicle 4 enters the first rail section 6, in particular the first overlap area 10, a connection 33a is established between the first rail vehicle 3 and the first control center 16.

[0060] By the first rail vehicle 3, a first rail traffic information 31 is determined, in particular continuously. By means of the position detection module 20, the position of the first rail vehicle 3, in particular along the track 11 in the rail network 5, is determined. By means of the optical sensors 21a, 21b, it is determined whether objects that may disrupt rail traffic are in the area of ​​the track 11. Furthermore, the rail signal 14a is automatically recognized by the optical sensors 21a, 21b and the vehicle control unit 22. By means of at least one optical sensor 21a, 21b, the optical marking 14b can be further detected, in particular in order to determine the position of the rail vehicle 3 along the track 11. The position of the rail vehicle 3 can be determined on the basis of the fixed markers 14b and by the optical sensors 21a, 21b. A signal from the integrity monitoring device 27 is used to detect whether all the traveling trailers 28a, 28b are coupled to one another or not. This data detected sensorily by the rail vehicle 3 is called vehicle sensor data 34. Furthermore, the vehicle control unit 22 determines running parameters 35 representative of the running state of the first rail vehicle 3. The running parameters 35 include the driving force provided by the driving device 29 and the braking force generated by the braking device 30. The first rail traffic information 31 may further include adjustment commands 36 and vehicle correction information 37.

[0061] The position of the rail vehicle 3, in particular along the track 11, is determined by a tracking module 19a, which can be designed in particular in the form of an anchor module. The tracking module 19b can be designed identically to the vehicle radio module 19 or as a separate component. The tracking module 19a allows the detection of tracking markers 19b, 19c, which can be designed to be stationary as part of the infrastructure installation 2 or to be mobile. The fixed tracking markers 19b can be attached, for example, to infrastructure elements, in particular near the track 11. The mobile tracking markers 19c can be carried, for example, by a person 14c, such as a track construction worker. For the mode of operation of the monitoring system for determining the position of the rail vehicle 3 and / or person 14c by the tracking module 19a, reference is made to US Pat. No. 5,399,433. The position of the rail vehicle 3 and / or person 14c is determined by a trilateration method, in particular wireless trilateration, in particular WiFi trilateration. A warning signal is preferably transmitted to the person 14c in the danger zone, in particular by the rail vehicle 3, in particular via a wireless connection 25 and / or an optical signal and / or an acoustic signal.

[0062] The second rail traffic information 32 is determined by the infrastructure facility 2, in particular the first control centre 16, in particular the control centre control unit 24. The second rail traffic information 32 comprises control centre sensor data 38 determined on the basis of the rail sensors 12a, 12b and regulation parameters 39 comprising information on the regulation state of the rail regulation means 13, the rail signal 14a and the rail supply means 15. Furthermore, the second rail traffic information 32 may comprise running orders 40 and control centre correction information 41.

[0063] Via a radio signal connection 25, rail traffic information 31, 32 is exchanged between the first rail vehicle 3 and the infrastructure 2. To determine the comparison result, a comparison 33b of the first rail traffic information 31 and the second rail traffic information 32 is made, in particular information parts of the rail traffic information 31, 32 which correlate to the same state variables of the rail traffic system 1 are compared with each other. For example, it is compared whether the rail sensors 12a, 12b detect the same position and speed of the rail vehicle 4 as the position detection means 20. Furthermore, it can be compared whether the number of mechanically coupled traveling trailers 28a, 28b detected by the integrity monitoring device 27 coincides with the number of mechanically coupled traveling trailers 28a, 28b detected by the rail sensors 12a, 12b. Furthermore, it is possible to compare whether the rail signal 14a automatically detected by the optical sensors 21a, 21b coincides with the rail signal 14a actually preset by the infrastructure 2, in particular with regard to the adjustment parameters 39.

[0064] Using the result of this comparison, a result of the plausibility check is determined as a value indicative of the plausibility of the first rail traffic information 31. The first rail traffic information 31 is considered to be valid and thus correct if it matches the second rail traffic information 32. For example, the position of the first rail vehicle 3 determined by the position detection module 20 is considered to be valid if it matches the position determined by the rail sensors 12a, 12b.

[0065] The rail traffic system 1 is preferably controlled using the result of the plausibility check. The travel command 40 may comprise position information if the position detection by the position detection module 20 provides data that matches valid vehicle sensor data 34, in particular the position information of the infrastructure equipment 2. In particular, the travel command 40 may comprise a relative position (in particular a distance) with respect to the first rail vehicle 3 traveling ahead. Based on the validity of the position information, the rail vehicles 3, 4 can be safely controlled by the travel command 40 and in particular moved at a certain safe distance from each other in the rail network 5.

[0066] Deviations (deviations) may exist between the first rail traffic information 31 and the second rail traffic information 32, in particular with regard to at least one state variable of the rail traffic system 1. Such deviations are recognized when determining the result of a plausibility check using a comparison result based on the rail traffic information 31, 32. This comparison result can be used to correct the first rail traffic information 31. In particular, the rail traffic system 1 can be controlled based on the corrected first rail traffic information 31. For example, the position determined by the second rail vehicle 4 can be corrected to match the position of the rail vehicle 4 determined by one of the rail sensors 12a, 12b.

[0067] Preferably, the collection of the first rail traffic information 31 is calibrated using the comparison result, in particular the sensors 20, 21a, 21b, 27 can be calibrated using the comparison result. For example, the speed of the rail vehicle 4 detected by the position detection module 20 and the vehicle control unit 22 can be calibrated according to the time interval determined by the rail sensors 12a, 12b that elapses between the passage of two successive rail sensors 12a, 12b of known distance along the track.

[0068] The result of the validity check is preferably determined at regular time intervals, for example at one second intervals.

[0069] By determining the comparison results, in particular the results of the plausibility check, the possibility arises to check, in particular continuously, the reliability of the rail traffic information 31 determined by the respective rail vehicle 3, 4 and to increase the reliability with regard to its plausibility. This allows the sensors 20, 21a, 21b, 27 of the respective rail vehicle 3, 4 to be classified into a higher safety integrity level. Furthermore, the rail vehicles 3, 4 can be classified into a higher control capability class. By using the comparison results appropriately, measurement errors can be reliably recognized and in particular corrected.

[0070] The determination of the corresponding correction information can be performed by the control centers 16, 17, 18 in order to compensate for measurement errors on the part of the rail vehicles 3, 4. The corresponding control center correction information 41 can be transmitted to the rail vehicles 3, 4 in order to correct the vehicle sensor data 34.

[0071] In the case of a particularly high controllability class, in particular in the case of a high safety integrity level of the rail vehicles 3, 4, the second rail traffic information 32 can alternatively or additionally be corrected by the first rail traffic information 31 using the comparison result. In particular, the second rail traffic information 32 can be corrected by the comparison result, in particular on the basis of the vehicle correction information 37.

[0072] The further rail traffic information 42 is preferably transmitted from the second rail vehicle 4 to the first rail vehicle 3, in particular directly via a radio signal connection 25 or via the first control centre 16. A comparison result can be determined on the basis of the first rail traffic information 31 and the second and / or further rail traffic information 32, 42. Advantageously, this means that the further rail traffic information 42 is available to assess the plausibility of the first rail traffic information 31 and can be used for an even more reliable result of the plausibility check. Alternatively, the further rail traffic information 42 of the second rail vehicle 4 can replace the second rail traffic information 32, in particular for determining the comparison result.

[0073] The control of the rail vehicles 3, 4 is preferably performed based on their control capability class. Rail vehicles 3, 4 of different control capability classes can be controlled in different ways within the same rail traffic system 1. For example, a first rail vehicle 3 with a higher control capability class can provide itself the necessary running commands 40 for running on the rail network 5 and / or can provide regulating commands 36 for controlling the infrastructure facilities 2, in particular the control centres 16, 17, 18, in particular the rail supply means 15, the rail signals 14a and the rail regulating means 13. A second rail vehicle 4 can be exclusively controlled by the running commands 40 of the infrastructure facilities 2.

[0074] Preferably, the control of the first railway vehicle 3 in the railway network 5 is performed according to the principle of travel with a moving spatial distance and / or the control of the second railway vehicle 4 is performed according to the principle of travel with a fixed spatial distance.

[0075] Using the result of the plausibility check and / or based on the control capability class, it can be determined which driving parameter range, in particular which driving speed and / or which driving distance to the preceding rail vehicle 3 must be maintained and / or which maximum driving force must be maintained by the rail vehicle 3, 4 and / or which railway section 6, 7, 8 can be traveled. For example, the maximum permitted driving speed of the rail vehicle 3, 4 can be reduced due to a lack of plausibility with respect to the determined rail traffic information 31.

[0076] The traffic capacity, and in particular the density of rail vehicles 3,4 that can travel on a rail section 6,7,8, is determined by how large the travel distance between two successive rail vehicles 3,4 must be to ensure the safe operation of the rail traffic system 1. The required minimum travel distance decreases as the control capacity class of the respective rail vehicles 3,4 increases. To increase the traffic capacity of a rail section 6,7,8 with a high utilization rate, rail vehicles 3,4 can be transferred from a rail section 6,7,8 with a low utilization rate, in particular, to a rail section 6,7,8 with a high utilization rate, based on their control capacity class. Rail vehicles 3,4 with a low control capacity class can be transferred from a rail section 6,7,8 with a high utilization rate to a rail section 6,7,8 with a low utilization rate.

[0077] By controlling the rail traffic system 1 using the results of the plausibility check, a particularly safe operation of the rail traffic system 1 is advantageously achieved. The comparison 33b of the different traffic information 31, 32 increases the reliability of the information base for controlling the rail vehicles 3, 4 and the infrastructure 2. This increased reliability of the rail traffic information 31, 32 allows the control capacity class of the rail vehicles 3, 4 to be increased. The traffic capacity of the rail network 5 can be increased, in particular on certain rail sections 6, 7, 8 with high utilization. The method is suitable for a safe operation of the rail traffic system 1 with rail vehicles 3, 4 equipped with identical or different sensors and processors. In particular, the rail traffic system 1 can be used for mixed operation with rail vehicles of different control capacity classes. This method makes it possible to operate the rail traffic system 1 in a particularly safe, economical and flexible manner. [Explanation of symbols]

[0078] 1. Rail transport system 2. Infrastructure 3. First rail car 4. Second Railway Car 5. Railway Network Railway sections 6, 7, and 8 9, 10 Overlapping area 11 railroad tracks 12a Point rail sensor 12b Linear rail sensor 13 Rail adjustment means 14a Rail Signal 14b Optical marking 14c people 15 Rail supply means 16, 17, 18 Management Center 19 Vehicle Radio Module 19a Tracking Module 19b Fixed tracking marker 19c Tracking Marker 20 Position detection module 21a, 21b Optical sensor 22 Vehicle Control Unit 23 Control Center Wireless Module 24 Management Center Control Unit 25 Wireless signal connection 26 Wired signal connection 27 Integrity monitoring device 28a, 28b, 28c Travel trailer 29 Drive unit 30 Brake device 31 First Railway Traffic Information 32 Second Railway Traffic Information 33a Connection 33b comparison 34 Vehicle Sensor Data 35 Driving parameters 36 Adjustment command 37 Vehicle correction information 38 Control Center Sensor Data 39 Adjustment parameters 40 Driving Command 41 Management Center Correction Information 42 Railway Traffic Information

Claims

1. A method for safely operating a rail transport system (1), comprising: 1.

1. Collecting first rail traffic information (31) that correlates with state variables of the rail traffic system (1); 1.

2. Transmitting second rail traffic information (32, 42) correlated to state variables of the rail traffic system (1) between the first rail vehicle (3) and the infrastructure installation (2) and / or the second rail vehicle (4); 1.

3. determining a comparison result based on the first railway traffic information (31) and the second railway traffic information (32, 42); 1.

4. checking the validity of the first railway traffic information (31) and / or the second railway traffic information (32, 42) using the comparison result; 1.

5. Controlling the rail transportation system (1) using the result of the validity check; 1.

6. Method, wherein the first rail traffic information (31) and / or the second rail traffic information (32, 42) are based on measurements detected by linear rail sensors (12b) of an infrastructure installation (2) for detecting passing rail vehicles (3, 4), e.g. light guide sensors, in particular glass fibre sensors.

2. The first rail traffic information (31) is collected by the first rail vehicle (3); and 2. The method according to claim 1, characterized in that the second rail traffic information (32, 42) is transmitted to the first rail vehicle (3).

3. the first rail traffic information (31) is detected by a GPS receiver (20) for detecting the position of rail vehicles (3, 4) in a rail network (5); and 2. The method according to claim 1, characterized in that the second rail traffic information (32, 42) is based on measurements detected by linear rail sensors (12b) of the infrastructure (2) for detecting the position of the rail vehicles (3, 4).

4. A method as described in claim 2 or 3, characterized in that the linear rail sensor (12b) is coupled to a rail.

5. The method of claim 1, wherein the step of checking validity is performed at regular time intervals.

6. 2. The method according to claim 1, characterized in that the rail traffic system (1) is controlled by at least one rail traffic information (31, 32) modified by means of the result of the comparison.

7. 2. Method according to claim 1, characterized in that the result of the comparison is used to calibrate the collection of the first rail traffic information (31) and / or the second rail traffic information (32, 42).

8. 2. The method according to claim 1, characterized in that within the same rail transport system (1), rail vehicles (3, 4) of different control capacity classes are controlled in different ways.

9. 2. The method according to claim 1, characterized in that the result of the plausibility check is used to control the rail traffic system (1) to classify the at least one rail vehicle (3, 4) into a higher control capability class.

10. 2. The method according to claim 1, characterized in that the continuous transmission of the second rail traffic information (31, 32) results in the classification of the at least one rail vehicle (3, 4) into a higher controllability class.

11. 2. A method according to claim 1, characterized in that the at least one rail vehicle (3, 4) is classified depending on the result of the plausibility check.

12. 2. The method according to claim 1, characterized in that the at least one rail vehicle (3, 4) is transferred to a highly utilized rail section (6, 7, 8) based on its control capacity class in order to increase traffic capacity.

13. 2. The method according to claim 1, characterized in that controlling the rail traffic system (1) using the result of the plausibility check comprises determining driving parameter ranges to be observed and / or driveable railway sections (6, 7, 8).

14. 2. The method of claim 1, wherein controlling the rail traffic system (1) is based at least in part on a running of traveled spatial distances.

15. 2. The method according to claim 1, characterized in that the infrastructure installation (2) is controlled by control commands of the at least one rail vehicle (3, 4).

16. A railway transportation system (1), comprising: 16.

1. Infrastructure (2) and / or 16.

2. At least one rail vehicle (3, 4), 16.

3. A rail transport system (1), wherein the infrastructure (2) and / or the at least one rail vehicle (3, 4) comprises at least one control unit (22, 24) for carrying out the method according to claim 1.

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