Method of determining and presetting the desired speed value in rail bound vehicles

(42) Start of patent term: 15. 3.1999 (45) Date of issue: 25.11.1999 (51) Int.Cl.⁶ : G05D 3/20

<td>(56) Documents:</td><td>(73) Patent owner:</td>

<td>0E 4222333A1 OE 4226230A1 EP 537499A1 EP 544403A1</td><td>ELIN EBG TRACTION GMBH</td>

<td>US 5311197A</td><td>A-1141 VIENNA (AT).</td>

<td></td><td>(72) Inventor:</td>

<td></td><td>LICENIK HERBERT ING.</td>

<td></td><td>VIENNA (AT).</td>

(54) PROCEDURE FOR DETERMINING AND SPECIFYING TEMPERATURE MATERIAL IN RAIL-LINKED VEHICLES

CQ

AT 405 769 (57) In a method for determining and specifying the speed setpoint for rail vehicles, the distance traveled from the point of origin is determined by integrating the detected actual speed of the vehicle. The maximum permissible speed for link sections and the distance of route points from the starting point are stored in a route database (4). The LAngonund degrees of latitude to points on the distance determined by distance measurement are stored in Skier another database (3). After time intervals, the position of the vehicle is detected by satellite navigation (7). Then, with this detected latitude and longitude to a position, the measured long and longitudes to individual points on the route, and the distance between adjacent longitude and latitude cartographic degrees, the distance between the position and the closest stored is measured via a search loop with minimum algorithm Determined waypoint. This adjusts (Be Integration (8) for the distance traveled from the starting point. This actual distance from the starting point sM of the route database (4) fed and determined the maximum speed in this section wW and the vehicle control specified. By dtoses method, the actual position is always adjusted to the target position, whereby the exact position of the vehicle is known. Thus, the route timetable can be maintained with the greatest possible accuracy and maximum utilization of the permissible maximum speed.

<img file="AT405769B_D0001.tif" />

DVR 0078018

AT 405 769 Β

The invention relates to a method for determining and specifying the speed setpoint in rail vehicles, preferably trains with traction vehicles, wherein the position of the vehicle is detected by satellite navigation.

Tighter timetables and the desire for shorter travel times of public transport bring the desire for higher speeds with it. In regions that do not allow the construction of high-speed lines due to topographical conditions is the travel times by other measures such as to shorten the use of trains with body tilt. In this case, the exact adherence to the maximum distance-sensitive speed becomes more and more important.

In DE 42 22 333 A1 a method for determining the deviations of the actual position of a track with respect to the desired position is described. In this case, a movable on the track first measuring unit and a further second measuring unit are set up at both end points of a track section to be measured and defined their positions as the actual track position relative to track fixed points. The second measuring unit is moved stepwise from a starting point in the direction of the first measuring unit to the end point, wherein a comparison of the measured data of the actual track position with the measured data of the target position is performed at each break for performing a measurement and a corresponding difference value is calculated and stored. In this case, the position of the two measuring units relative to one another in a coordinate system is determined by receiving a position telegram from surveying satellites. Each time the second measuring unit is interrupted, the respective relative change in position is determined by the respective receiving of a further position telegram from the surveying satellite. With this method, the respective difference between the actual position and the desired position of a track section is detected by means of satellite navigation.

In DE 42 26 230 A1 a device for the navigation of a non-rail motor vehicle is proposed, which serves to guide the motor vehicle along an optimal route, which includes the driver desired side roads and secondary destinations, but does not include a high traffic road. When the motor vehicle deviates from the optimal route, an optimum route is again determined based on the current position of the vehicle. This navigation device is intended exclusively for motor vehicles.

EP 537 499 A1, EP 544 403 A1 and US Pat. No. 5,311,197 A describe methods and systems for determining the position and navigation of vehicles, all of which, however, relate only to motor vehicles.

The object of the invention is to determine the position of the train on the track and to readjust continuously by satellite navigation.

This is solved by the invention, which is characterized that the distance covered by the starting point is determined by continuous integration of the actual speed of the vehicle detected via an axle of the traction vehicle, the maximum permissible speed for individual sections of the route and the distance of route points from the starting point in a route database, as well as the corresponding latitude and longitude to individual points on the route, which is approximately the same distance, eg 100 m, have each other, in a further database, stored that after constant time intervals, eg every 5 seconds, the position of the vehicle is detected by satellite navigation (GPS), in each case with the latitude and longitude detected by satellite navigation (GPS) to a position the distance between the position and the nearest stored measured distance point is determined from the measured longitude and latitude at individual points on the route and the distance between adjacent longitude and latitude maps via a search algorithm with minimum-value algorithm; and thus the integration adjusted for the distance traveled from the starting point or synchronized and that this new distance traveled from the place of departure or actual position of the track database is supplied and determines the currently permitted maximum speed for the traction unit in this section and the vehicle control is specified as a target value. It can thus be adhered to the route timetable with the greatest possible accuracy and maximum utilization of the respective maximum speed. When passing through stops, the maximum permissible speed is reached at the very beginning of the platform. In the case of a manual speed setting by the driver, the corresponding permissible speed is reached much earlier, whereby no optimal utilization of the timetable takes place.

Furthermore, in conjunction with route data and speed limit data, actions can be taken in a timely manner to simplify and monitor the driver's work.

AT 405 769 Β

It is advantageous that, for increases in the permissible maximum speed between adjacent sections of line stored in the route database, the train length is taken into account in the determination of the currently permissible maximum speed. This ensures that even the last

Wagon leaves the appropriate Steckenabschnitt at the prescribed speed.

A further advantage is that, for subsidences of the permissible maximum speed between adjacent sections of line stored in the route database, a braking advance and a braking distance are taken into account in the determination of the currently permissible maximum speed.

According to one embodiment, for a transit in a holding station a Bremsvorhalte-, a brake, a Bahnhofsvorhalte- and a Bahnhofsnachlaufweg taken into account in the determination of the currently permissible maximum speed.

A further embodiment of the invention is that for a passage at low-speed stations, which are transmitted for example via the route database, a Bremsvorhalte-, a braking distance, the length of the slow driving and the train length is taken into account in the determination of the maximum speed.

Furthermore, it is advantageous that the stored data of maximum speed, distance and distance from the starting point, as well as the current position of the train are visualized in a section. As a result, the driver always receives the information required for him.

Another advantage of the invention is that, as is known per se, the actual vehicle speed is determined and compared with the measured axle speeds via the positions detected with the satellite navigation system (GPS) at constant time intervals, and that the traction force of the corresponding driven axle is reduced if a certain deviation is exceeded, until the axle speed again coincides with the actual vehicle speed. As a result, sliding and skidding processes are immediately recognized and quickly remedied.

An arrangement for carrying out the method is characterized in that in that a main computer and a second computer are provided in the locomotive, that the module in the second computer contains the satellite navigation device attached to the locomotive, which consists of an antenna and a satellite receiver, receives received signals of latitude and longitude at certain time intervals, that a route database is provided in this computer, are stored at distances from the point of departure to route points and maximum speed for sections of the route, which can be displayed on a connected screen, that in this computer further a Bremswegberechnungsmodul is provided, which is connected to the route database, that a path integrator is provided in the host computer, which is connected on the input side to the module in the second computer and on the output side to the route database, and that the braking distance calculation module sets the speed setpoint to the maximum permissible maximum speed and forwards it to the setpoint specification in the master computer, soft · connected to a speed controller. This is a possible realization of the method according to the invention, which can be adapted relatively easily to the guidance system of the traction vehicle.

The invention will now be explained in more detail with reference to the drawings.

Fig. 1 shows a possible arrangement variant for carrying out the method and in Fig. 2 is entered in a latitude and longitude diagram a fictitious route with waypoints.

The arrangement in FIG. 1 is installed in Trtebfahrzeug the train and consists of a host computer 2, another computer 1 and a satellite navigation device 7 for receiving data. The satellite navigation device 7 is connected to a module 3 in the computer 1. Furthermore, in the computer 1, the route database 4, which is visualized on a screen 6, is provided. The computer 1 also has a Bremswegberechnungsmodul 5, which can receive data on slow-speed traffic, which is connected to the route database 4 and to the setpoint input 10 in the control computer 2 specifies the maximum possible suppleness. The setpoint input 10 is connected to a speed controller 9, to which the actual speed is supplied.

The path integrator 8 in the host computer 2, which determines the distance from the starting point by the actual speed of the train, is readjusted by the satellite navigation via the module 3 to the actual distance from the starting point. This distance is then supplied to the timetable database 4.

After a certain time, the geographical position of the train is determined by the satellite navigation system. This data record is used to retrieve the data record with the associated distance value from the route data.

In FIG. 2, the points S1 to S5 represent those which are stored in the route database. The position point determined by the satellite navigation is Sa. Now the minimum distance algorithm determines the point on the route which has the smallest distance to Sa. In the figure, this is S2. The distance value associated with S2 is then loaded into the path integrator 8, thereby

AT 405 769 Β the path error is compensated by wheel wear, etc.

The calculation of the distance of the point Sa with latitude and longitude La and Ba to

Point Sn with the latitude and longitude Ln and Bn is given by the formula dn = y / [(La - Ln) 'Kip + [(Sa - Bn) * Kbf

It is simplified assuming that the latitude and longitude not on one

Spherical surface, but lie on a flat surface, where Kl and Kb mean the number of kilometers per degree. In the area of ​​Austria, Kl results in about 74 km / · and Kb about 111 km / ·. If the route is kept within a limited geographic area, this simplification is no problem.

A search loop with minimum-value algorithm is used to find the distance-nearest waypoint. The index (pointer to the individual route data points) is increased as long as the distance to the previously examined point decreases. If the distance increases, the search direction (index increment) is reversed. If the distance of the currently examined route point increases to the previous one, whereby previously a reduction was to be determined, then the last examined point is the sought route point.