EP4126633A1 - Method for monitoring the position of a parked rail vehicle, and computer program, in particular for a train safety system - Google Patents

Abstract

The invention relates to a method for monitoring the position of a vehicle (FZ) parked on a track (GL) - also known as a cold movement detection. The vehicle (FZ) is equipped with a vehicle-side device (FE) of an automatic train safety system, and the vehicle-side device (FE) is deactivated when the vehicle (FZ) is parked. Prior to deactivating the vehicle-side device (FE), a first positional value (POS1) is determined from the position of the vehicle (FZ) by the automatic train safety system, and independently thereof a second positional value (POS2) is determined by another localization system (LS1). The second positional value (POS2) is assigned to the vehicle (FZ), and when the vehicle-side device (FE) is deactivated, the actual position (IPOS) of the vehicle (FZ) is monitored by the other localization system (LS1) by determining additional positional values (POSN). The second positional value (POS2) is used as the target position (SPOS) of the vehicle (FZ), and the additional positional values and/or a deviation of the actual position (IPOS) from the target position (SPOS) is transmitted to the track-side device (SE) of the train safety system. After the vehicle-side device (FE) is activated, the track-side device (SE) transmits a positional value which represents the actual position (IPOS) of the vehicle (FZ) to the vehicle-side device (FE). The automatic train conducting system can immediately assume the monitoring process starting from the first position (POS1) at least in the event the vehicle has not moved. The invention additionally relates to a computer program product, a preparation device for the computer program product, and an automatic train conducting system.

Description

description

Method for position monitoring of a parked rail vehicle and computer program, in particular for train protection systems

The invention relates to a method for monitoring the position of a vehicle parked on a track, wherein

• the vehicle is equipped with an on-board device for an automatic train protection system,

• the on-board device is switched off when the vehicle is parked.

The invention also relates to a computer program product and a provision device for the same

Computer program product, the computer program product being equipped with program instructions for carrying out this method. The invention also relates to an automatic train track system with an installed computer program.

Automatic train protection systems enable partially or fully automated operation of rail vehicles. In order to make this possible, the train protection systems are equipped in such a way that the vehicles can be located at any time with the required accuracy Depot.

In local rail transport, for example, vehicles are serviced and parked in depots. For safe operation, the vehicles are equipped with an onboard train protection device (so-called Onboard ATP = Automatic Train Protection), which secures the vehicles in regular operation and can trigger braking if the safety framework is exceeded. Modern, radio-based systems also include a trackside device of the train control system, which reports the train movements via position received from the vehicles sure tracked. One example is CBTC (Communication-Based Train Control).

During decommissioning, the vehicles (trains) and the train protection device should be switched off on the one hand in order to save energy. On the other hand, the vehicles should return to the most comfortable operating mode (e.g. CTC, Continuous Train Control, without fixed) as quickly as possible

Speed limit of 25 km / h). However, if the train protection device on the vehicle is switched off, the safely measured and stored vehicle position is lost. This reliable location must be established by a cumbersome, driver-operated slow drive using location marks (balises) and driving in the mode without fixed speed limit is only possible for a while, typically after 250 m or 1 to 2 minutes.

"Cold Movement Detection" (hereinafter referred to as CMD) is understood to mean the detection of the movement of the vehicle while the vehicle is switched off. Such monitoring can be used to get the train back into operation more quickly has not moved, the train position can be assumed to be that which the vehicle showed when it was parked. The vehicle position only needs to be corrected appropriately if a movement of the vehicle has been detected. There are various technical approaches for a CMD.

The method proposed according to DE 102011 077 760 DE for the safety-relevant determination of a change in position of a switched-off rail vehicle, in particular a locomotive, is used in rail vehicles which have at least one axle encoder for generating an electrical signal depending on the angular position of a wheel axle of the rail vehicle and with a system for Determination of the absolute position, ie equipped to locate the rail vehicle, the insufficient accuracy of which is made risk-free by the proposed method. This can in particular be a satellite navigation system. A CMD is implemented in that the axis encoder is connected to a State memory interacts, which stores the movements of the axis until the train is switched on.

EP 3240718 B1 relates to a device for detecting a cold movement of a rail vehicle with a display device and with an actuation device for activating the display device. Any movement of the vehicle is determined mechanically so that the vehicle can do without a power supply when it is stationary.

The processes described for a CMD, however, mean that there is an additional need for components in the vehicle, which results in additional costs for both original equipment and operation, which are incurred in every vehicle.

According to DE 102013 219 812 A1, a different approach is taken. Here, a detector device in the form of a radar is installed on the track side, with a vehicle located in the effective area of the radar being able to be monitored for movement. The vehicle can also be equipped with a suitable reflection device for radar location. However, the vehicle must then be parked in the effective area of the detector device. In addition, this also results in an additional outlay on components that must be provided for each track-side parking position for vehicles.

The object of the invention is therefore to provide a method for monitoring a vehicle parked on a track, which, with the lowest possible cost of additional components, enables sufficiently reliable monitoring even when the vehicle is switched off. In addition, the object of the invention is to specify a computer program product and a provision device for such a product with which the method can be carried out. Finally, it is the object of the invention to specify an automatic train control system with which the above-mentioned method can be carried out. This task is matched with the one stated at the beginning

The subject matter of the claim (method) is achieved according to the invention in that

• before switching off the on-board device from the position of the vehicle with the automatic train control system, a first position value and, independently of this, a second position value is determined with a further localization system,

• the second position value is assigned to the vehicle,

• When the vehicle-side device is switched off, the actual position of the vehicle is monitored by the further localization system by determining further position values, the second position value being used as the target position of the vehicle,

• the other position values and / or a deviation of the actual position from the target position are transmitted to the trackside device of the train protection system,

• after the device on the vehicle has been switched on, the device on the track transmits a position value representing the actual position of the vehicle to the device on the vehicle.

The first position value is created by the automatic train protection system as long as the vehicle is still in operation. This is advantageously a value with an accuracy that can be determined, for example, while the vehicle is driving over a balise. For the second position value, a further localization system is used, which can be, for example, a so-called depot management system and which is anyway is installed in a train system for its reliable operation. Advantageously, there is no expenditure for the installation of a localization system for the determination of the second position value. However, the second position value is normally less precise with regard to the reliability of the localization of the vehicle. In no case does the second position value meet the requirements that apply to the automatic safety system. Since the first position value and the second position value can differ from one another due to the measurement inaccuracies of the two position values, the second position value must first be assigned to the vehicle. The first position value that was determined by the automatic train protection system already has an assignment to the vehicle in question. The assignment of the second position value can take place, for example, by means of a plausibility check. Regardless of a possible discrepancy between the two position values, an assignment of the second position value is possible, for example, if there are no other vehicles in the vicinity of the relevant vehicle that could be considered for an assignment. Alternatively or additionally, a confidence interval for the deviations of the second position value from the first position value can be defined for the assignment.

When the vehicle is switched off, the position of the vehicle is monitored by the additional localization system. The second position value assigned to the vehicle is used, which is defined as the actual position during the CMD regardless of any deviation from the first (and more precise) position value. For the CMD, the accuracy of the determination of further position values is sufficient, with a sufficiently large deviation from the actual position being interpreted as meaning that the vehicle has moved. By transmitting the further position values or the deviations of the respective position values from the second position value determined by the further localization system to the trackside device of the train protection system, the vehicle remains visible to the automatic train protection system, so to speak, even when it is completely switched off.

This is the reason why, after the vehicle has been switched on, the trackside device of the train protection system can immediately transmit a position value representing the actual position of the vehicle to the vehicle. This is done according to the standard applicable to the train protection system, so that all of the required releases are advantageously connected to the said position value that are required for operation of the vehicle.

Which position value is used to represent the actual position depends on the course of the monitoring of the parking position by the additional localization system.

If the monitoring of the parking position has shown that the vehicle has not moved (i.e. that the deviations of the further position values from the second position value were small), the train protection system uses the first position value, since this has a higher accuracy.

However, if the monitoring of the parking position has shown that the vehicle has moved (i.e. that the deviations of the further position values from the second position value were so significant that a relative movement of the vehicle must be assumed), the first position value is unusable. Instead, the most recent of the other position values is transmitted. If the train protection system has not received position values from the further localization system but the deviations of the further position values from the second position value, a position value is determined taking into account the first position value and the transmitted deviations and transferred as the position value representing the position. Only in these cases is a subsequent control run necessary in order to again determine a more precise position value required for the operation of the train protection system.

The advantage of the invention lies in the utilization of normally external, unused because unsafe location information for the train protection system. With the present invention, the vehicle can therefore be completely switched off (no energy consumption in the parking position) and is immediately available again to the train control system with precise location information (the first position value) after being switched on again, which means that operations can normally be started without prior manual location travel. A tracking trip is therefore only required if a movement of the vehicle has been determined by monitoring the second position value (comparison with the other position values).

A sequence of the method according to the invention can, for example, run as follows through a depot management system in a depot for vehicles. The location server of the depot management system, i.e. the local location system (e.g. Simatic RTLS) regularly determines the current parking position of each vehicle (in this example without restricting the generality of one) using installed reference points (anchor points), radio and triangulation methods by determining additional position values every move) in the depot. According to the invention, this parking position of each train is made available to the track-side device of the train protection system. Before switching off, it compares the measured second position value with the train position tracked by the automatic train protection system, the first position value (in the CBTC system, Trainguard MT with the OPR onboard position reports of the trains) in order to rule out systematic errors.

After the train has been switched off, the trackside device of the train protection system, according to the invention, permanently monitors the position obtained from the further localization system. The position determined by the further localization system is determined again and again at a fixed interval by means of radio and triangulation methods and is also communicated to the trackside device of the train protection system in this fixed interval. A data volume of location information is therefore available in the trackside device of the train protection system. A relative movement of the train can be determined from this amount of data, a measurement error resulting from a deviation of the second position value from the first position value having already been neutralized by comparing these two position values. After switching on, the trackside device of the train protection system can, according to the invention, inform the train of its position. Unless otherwise stated in the following description, the terms “create”, “calculate”, “calculate”, “determine”, “generate”, “configure”, “modify” and the like preferably refer to actions and / or Processes and / or processing steps that change and / or generate data and / or convert the data into other data. The data are in particular in the form of physical quantities, for example as electrical impulses or also as measured values. The required instructions / program commands are in one Furthermore, the terms “receive” “send”, “import”, “read”, “transmit” and the like refer to the interaction of individual hardware components and / or software components via interfaces as a radio link, and / or in terms of software, for example as an interaction between egg Individual program modules or program parts of one or more computer programs can be implemented.

In connection with the invention, “computer-aided” or “computer-implemented” can be understood to mean, for example, an implementation of the method in which one or more computers executes or executes at least one method step of the method. The term "computer" is to be interpreted broadly; it covers all electronic devices with data processing properties. Computers can thus, for example, be personal computers, servers,

Handheld computer systems, pocket PC devices, mobile radio devices and other communication devices that process data with the aid of a computer, processors and other electronic devices for data processing, which can preferably also be connected to a network. In connection with the invention, a “memory unit” can be understood to mean, for example, a computer-readable memory in the form of a random access memory (RAM) or data memory (hard disk or a data carrier).

In connection with the invention, a “processor” can mean, for example, a machine, for example a sensor for Generation of measured values or an electronic circuit. A processor can in particular be a central processing unit (CPU), a microprocessor or a microcontroller, for example an application-specific integrated circuit or a digital signal processor, possibly in combination with a memory unit for storing program commands, etc. . A processor can also be, for example, an IC (integrated circuit), in particular an FPGA (field programmable gate array) or an ASIC (application-specific integrated circuit), or act as a DSP (digital signal processor). A processor can also be understood to be a virtualized processor or a soft CPU. For example, it can also be a programmable processor that is equipped with a configuration for executing a computer-aided method.

According to one embodiment of the invention, it is provided that a tolerance range is defined for the deviation of the actual position from the target position, the train protection system excluding movement of the vehicle as an evaluation result as long as the actual position is within the tolerance range.

Establishing a tolerance range for deciding whether the vehicle has moved is advantageously a particularly simple way of monitoring the actual position of the vehicle. Alternatively, there are other options. For example, the development of the further position values can be tracked in order to determine whether a progressive movement of the vehicle can be determined. This can be assumed if a drift of the other position values is determined. In this way, it can be excluded, for example, that individual measured values, so-called outliers, which suggest movement of the vehicle, lead to a measurement drive having to take place after the vehicle has been put into operation, although this would not be necessary at all. According to one embodiment of the invention, it is provided that the target position is a parking position for the vehicle

This type of monitoring is particularly advantageous when vehicles are parked in a depot for a longer period of time. The depot has different parking positions for the vehicles, which can be approached in order to put the vehicles out of operation (switch off). For the parking positions, it is particularly advantageous that a tolerance for the further position values is established in such a way that vehicles standing one behind the other on a track cannot collide. A safety distance must be maintained for this, whereby the tolerance range must be smaller than this safety distance. The tolerance range can preferably be selected to be less than 50%, preferably less than 30% and even more preferably less than 25% of the safety distance between parking positions of neighboring vehicles.

According to one embodiment of the invention, it is provided that the tolerance range allows a deviation from the target position of less than 100 cm, preferably less than 50 cm and most preferably less than 20 cm.

With such a definition of the tolerance range, it is taken into account that it must be sufficiently precise so that the vehicle can be put into operation again taking into account the first position value. If this is the case, the confidence interval within which the vehicle could have moved must not be too large, since the automatic train control system does not know any positional deviation associated with a movement within the tolerance range. It should be noted that the first position value is corrected by the automatic train protection system as soon as it determines a more current position value, for example when crossing a balise.

According to one embodiment of the invention it is provided that the train control system refuses to control the departure of the vehicle when a comparison of the actual position with the The desired position shows that the vehicle has moved in the switched-off state of the vehicle-side device.

The refusal of a control for the departure of the vehicle advantageously represents a safety gain. This ensures that the vehicle is not accidentally started with the train control system, although it has left its target position during the standstill. The train protection system can only be activated again after a control drive, the control drive serving to reliably determine the position of the vehicle.

According to one embodiment of the invention, it is provided that the train protection system enables a manual control drive, the train protection system taking over control of the vehicle as soon as the train protection system has located it.

A manual inspection drive is carried out by trained operating personnel. The control drive is used to reliably determine your position. The operating staff can use certain position marks or be supported by technical devices of the train control system. In any case, it is possible for the operating staff to check the plausibility of a position determination before they approve the handover of the vehicle to the train protection system. In addition, it is possible for the operating personnel to determine the cause of why a vehicle has moved from its parking position during the standstill.

According to one embodiment of the invention, it is accordingly provided that the train protection system can only take over control if a manual release has previously taken place, the train protection system waiting for a relevant release signal. For this purpose, for example, a so-called ATO start button can be provided.

According to one embodiment of the invention it is provided that the train control system takes over the control for the departure of the vehicle in a safe mode when a comparison of the The actual position with the setpoint position shows that the vehicle has moved in the switched-off state of the vehicle-side device, the actual position being used as the basis for the control as the position value.

The safe mode contains safety measures that are intended to avoid an accident, for example a low permissible maximum speed of, for example, 25 km / h. Automatic operation in a safe mode (without manual inspection drive) can advantageously be selected if the risk of an accident is very low. This is the case, for example, if the vehicle was parked in a depot when leaving the depot after overcoming a comparatively short distance (e.g. less than 100 m, preferably less than 50 m, even more preferably less than 25 m), a trackside location device such as a balise provides a reliable position value for the automatic train protection system.

According to one embodiment of the invention, it is therefore provided that the train protection system takes over a current position value as soon as this has been determined by passing a trackside locating device of the train protection system, and the train protection system then ends the safe mode. The automatic train protection system can then take full control again.

According to one embodiment of the invention, it is provided that after the device on the vehicle is switched on, the actual position of the vehicle or a deviation of the actual position from the target position of the vehicle is displayed in a display device in the vehicle.

The display in the vehicle advantageously facilitates a manual inspection drive in particular. The amount of the deviation can be assessed as a measure of the hazard potential.

According to one embodiment of the invention, it is provided that after the device on the vehicle is switched on, the actual position of the vehicle or a suggestion of a calculated one Position of the vehicle is displayed, with an input device being able to enter a confirmation which confirms the correspondence of the actual position or the suggested position of the calculated position with the true position of the vehicle.

The output of the actual position in the vehicle enables qualified train personnel to compare the displayed location with reality during a manual inspection. In the event that the train crew can confirm that the vehicle has been reliably located (for example using the ATO start button mentioned above, the automatic train control system can take over control again.

According to one embodiment of the invention, it is provided that the further localization system is formed by a satellite-supported navigation system and / or a local positioning system installed at the location where the vehicle is switched off.

The local positioning system installed at the place where the vehicle is switched off is the equipment that is already provided as an infrastructure for positioning in a depot for vehicles (already mentioned above), for example. There is therefore advantageously no additional expenditure on components to implement the method according to the invention.

As an alternative to this, however, a satellite-based navigation system, such as GPS, can also be used. In this case it is necessary that the vehicle has a GPS receiver. Compared to the other functional components of the vehicle, this requires significantly less energy, so that energy consumption is saved even if a GPS receiver in the vehicle remains in operation while the vehicle is switched off. In addition, a GPS receiver is inexpensive to purchase and easy to assemble, so that the additional effort resulting from GPS localization is kept within narrow limits. Furthermore, a computer program product with program instructions for carrying out the mentioned method according to the invention and / or its exemplary embodiments is claimed, the method according to the invention and / or its exemplary embodiments being able to be carried out in each case by means of the computer program product.

In addition, a provision device for storing and / or providing the computer program product is claimed. The provision device is, for example, a data carrier that stores and / or provides the computer program product. Alternatively and / or additionally, the provision device is, for example, a network service, a computer system, a server system, in particular a distributed computer system, a cloud-based computer system and / or virtual computer system, which the computer program product preferably stores and / or provides in the form of a data stream.

The provision takes place, for example, as a download in the form of a program data block and / or command data block, preferably as a file, in particular as a download file, or as a data stream, in particular as a download data stream, of the complete computer program product. This provision can, for example, also take place as a partial download, which consists of several parts and is downloaded in particular via a peer-to-peer network or made available as a data stream. Such a computer program product is read into a system using the supply device in the form of the data carrier, for example, and executes the program commands so that the method according to the invention is carried out on a computer.

Inset

The stated object is alternatively achieved according to the invention with the initially specified subject matter (automatic train control system) in that a computer program product of the type described above is in the track-side device or both in the track-side Device is stored as well as in the vehicle-side device.

This advantageously enables the automatic train control system to carry out the described method automatically or at least partially automatically. The advantages described above are achieved in this way.

At least the trackside facility is equipped with the computer program. This variant has the advantage that not all vehicles have to be retrofitted with the program if they are already in use. In the case of new vehicles, the vehicles can also be equipped with the computer program. This has the advantage that the method can run automatically to its full extent and is also supported by the vehicle itself.

Further details of the invention are described below with reference to the drawing. The same or corresponding drawing elements are each provided with the same reference numerals and are only explained several times insofar as there are differences between the individual figures.

The exemplary embodiments explained below are preferred embodiments of the invention. In the exemplary embodiments, the described components of the embodiments each represent individual features of the invention that are to be considered independently of one another, which also develop the invention independently of one another and are thus also to be regarded as part of the invention individually or in a combination other than the one shown. Furthermore, the described embodiments can also be supplemented by further features of the invention that have already been described.

Show it:

Figure 1 shows an embodiment of the automatic train protection system according to the invention (track-side device) in the execution of a Embodiment of the method according to the invention as a schematic drawing,

FIG. 2 shows an exemplary embodiment of the method according to the invention as a flow chart.

In Figure 1, a track GL is shown on which a vehicle FZ is. This is parked in a target position SPOS in a depot DP. The vehicle also has an on-board device FE of an automatic train control system (for example CBTC). This can communicate with a trackside device SE of the automatic train control system when the vehicle FZ is in operation. The trackside device SE of the automatic train control system is represented by a control center LZ and a trackside locating device in the form of a balise BL.

In the position shown, a parking position, the vehicle FZ is monitored by a further localization system LSI, which is housed locally in the depot DP, and / or by a further localization system LS2, which is formed by a satellite that represents a satellite-supported navigation system.

All of the functional units mentioned in accordance with FIG. 1 communicate with a cloud CLD (with the exception of the further localization system LS2 in the form of a satellite, which is only used for satellite-supported localization of the vehicle FZ). The method according to the invention according to FIG. 1 is thus supported by cloud computing. However, this is only one possible variant. The functional units can also communicate directly with one another in a manner not shown through wired interfaces or radio interfaces.

A “cloud” is to be understood as an environment for “cloud computing” (German computer cloud or data cloud). What is meant is an IT infrastructure that is made available via a network such as the Internet. It usually includes storage space, computing power or application software as a service, without that these must be installed on the local computer using the cloud. These services are offered and used exclusively through technical interfaces and protocols, such as a web browser. The range of services offered in the context of cloud computing covers the entire spectrum of information technology and includes infrastructure, platforms and software, among other things.

According to FIG. 1, the method according to the invention can proceed as follows. When the vehicle FZ enters via the track GL, it drives over the trackside locating device BL, whereby a position value POSO is determined as a reference. The vehicle FZ then moves into its target position SPOS in the depot DP. The automatic train protection system can determine the first position value POS1 on the basis of the position value POSO. This is done with an accuracy that is given by the technical requirements of the automatic train protection system.

At the same time, at least one of the other

Locating systems LSI, LS2 determine a second position value POS2, both the first position value POS1 and the second position value POS2 representing the target position SPOS of the vehicle FZ, but being able to differ due to possible measurement errors. Regardless of deviations, the second position value POS2 is assigned to the vehicle FZ.

The vehicle FZ is then switched off, so that the device FE on the vehicle can no longer be used and thus localization by the trackside device SE of the automatic train protection system is no longer possible. For this purpose, the further localization system LSI, LS2 takes over the localization of the vehicle FZ. It is monitored whether this leaves the intended setpoint position SPOS and is thus in reality at an actual position IPOS.

As long as the determined actual position IPOS is within a tolerance range TB, it is assumed that the vehicle FZ has not moved (deviations from the other Position values POSN are then based on measurement inaccuracies) or that the vehicle has moved so little that this is harmless for commissioning with the automatic train protection system. However, if the measured actual position IPOS is outside the tolerance range TB, it is assumed that the vehicle FZ has moved. The measured positions POS1, POS2, POSN or their deviations from the second position POS2 are also transmitted to the control center LZ by the further localization system LSI, LS2, so that the automatic train protection system can register at least on the track side that the target position SPOS has been left.

If the vehicle FZ is switched on again, the control of the vehicle FZ by the trackside device SE of the automatic train protection system depends on the monitoring result of the further localization system LSI, LS2. If no movement of the vehicle FZ could be determined, the automatic control by the automatic train protection system can begin immediately, starting from the first position POS1. However, if a movement of the vehicle FZ has been determined, a further position value POSN, which represents the actual position IPOS, is used as a basis in order to move the vehicle FZ either in a safe mode by the train protection system or manually by the train crew.

As soon as the vehicle FZ drives over the trackside locating device BL, a more precise current position value POSA is generated as a reference, with which the automatic train protection system works from now on. This enables normal operation to be resumed.

The following process steps can be taken from FIG. 2 for the course of the process. Dashed lines indicate in which functional units according to FIG. 1 the different method steps can preferably run. The numbering of the following steps is also illustrated in FIG. 1) Entrance to the DP depot. The trackside device SE of the train protection system determines the first position POS1 and the local positioning system LSI, LS2 starts tracking by determining the second position value POS2.

2) Train comes to a standstill: Mapping of the two known position values POS1, POS2 by the trackside device SE of the train shear system. In other words, the second position value POS2 is assigned to the first position value POS1 and thereby to the vehicle FZ.

3) The vehicle is switched off (OFF in Figure 2). The train protection system no longer receives its own onboard position reports, but instead constantly monitors the further position values POSN received from the further localization system LSI, LS2. The further position values POSN are then checked to determine whether they are within the tolerance range POS2 (TB) specified by the second position value. If so, an output value MOVE of the vehicle FZ indicating a movement is set to positive.

4) The vehicle FZ is switched on again, the vehicle-side device FE of the train protection system logs on to the track-side device SE. A query as to whether the vehicle FZ has been switched on no longer leads (as before) to a repetition of the determination of further position values POSN (N = N + 1 in FIG. 2), but the method is continued.

5) If the output value MOVE is negative, the trackside device SE transmits the first position value POS1 as the original vehicle position to the vehicle-side device of the train protection system. If the output value MOVE is positive, the current position POSN is transmitted.

If desired or necessary for security experts, the driver could, if available, confirm a suggested location shown in the driver's display with an acknowledgment button (not shown). 6) The device FE on the vehicle puts the vehicle FZ into the most comfortable operating mode. This is the automatic mode CRL MOD of the train control system if the output value MOVE is negative and only if the output value MOVE is positive, a safe mode SEC MOD is set.

7) If desired or necessary for security experts, when the vehicle passes the first regular balise (trackside location device), it will compare the location information, i.e. the current position value POSA, from the balise with the previously received and further calculated position. By pressing (optional) the ATO start button (manual actuation step CONF) or a command from the control center LZ, the vehicle FZ then starts moving and can then be operated in the automatic mode CRL MOD.

List of reference symbols

GL track

BL locating device (balise) on the plug-in side

DP depot

LZ control center

FZ vehicle

FE on-board setup of the automatic

Train protection system AV display device

EV input device

SE trackside setup of the automatic

Train protection system

LSI further localization system (local)

LS2 further localization system (satellite-supported)

TB tolerance range

SPOS target position

IPOS actual position

POS1 first position value

POS2 second position value

POSN further position value

POSA current position value

OFF shutdown step

ON switch-on step

SEC MOD secured mode of the train protection system CRL MOD automatic mode of the train protection system CONF Manual confirmation step (optional)

Claims

Claims 1. Method for monitoring the position of a vehicle (FZ) parked on a track (GL), wherein • the vehicle (FZ) is equipped with an on-board device (FE) of an automatic train protection system, • the on-board device (FE) is switched off when the vehicle (FZ) is parked, characterized in that • Before switching off the on-board device (FE) from the position of the vehicle (FZ) with the automatic train control system, a first position value (POS1) and independently of this with another Localization system (LSI) a second position value (POS2) is determined, • the second position value (POS2) is assigned to the vehicle (FZ), • When the vehicle-side device (FE) is switched off, the actual position (IPOS) of the vehicle (FZ) is monitored by the further localization system (LSI) by determining further position values (POSN), the second position value (POS2) being the set position (SPOS) of the Vehicle (FZ) is used, • the other position values and / or a deviation of the actual position (IPOS) from the target position (SPOS) are transmitted to the trackside device (SE) of the train protection system, • after the vehicle-side device (FE) has been switched on, the track-side device (SE) transmits a position value representing the actual position (IPOS) of the vehicle (FZ) to the vehicle-side device (FE). 2. The method according to claim 1, characterized in that a tolerance range (TB) is set for the deviation of the actual position (IPOS) from the target position (SPOS), the train protection system as a movement of the vehicle (FZ) Evaluation result is excluded as long as the actual position (IPOS) is in the tolerance range (TB). 3. The method according to any one of the preceding claims, characterized in that the target position (SPOS) is a parking position for the vehicle (FZ). 4. The method according to any one of claims 2 or 3, characterized in that the tolerance range (TB) allows a deviation from the target position (SPOS) of less than 100 cm, preferably less than 50 cm and most preferably less than 20 cm. 5. The method according to any one of the preceding claims, characterized in that the train control system refuses to control the departure of the vehicle (FZ) if a comparison of the actual position (IPOS) with the target position (SPOS) shows that the vehicle (FZ) has moved in the switched-off state of the on-board device (FE). 6. The method according to any one of the preceding claims, characterized in that the train control system enables a manual control drive, the train control system taking over control of the vehicle (FZ) as soon as the train control system has located it. 7. The method according to any one of the preceding claims, characterized in that the train protection system can only take over the control if a manual release has previously taken place, wherein the train protection system waits for a relevant release signal. 8. The method according to any one of claims 1 - 5, characterized in, that the train control system takes over the control for the departure of the vehicle (FZ) in a safe mode (SEC MOD) if a comparison of the actual position (IPOS) with the target position (SPOS) shows that the vehicle (FZ) is switched off The vehicle-side device (FE) has moved, with the actual position (IPOS) being used as the position value for the control. 9. The method according to any one of the preceding claims, characterized in that the train protection system takes over a current position value as soon as this has been determined by passing a trackside locating device (SE) of the train protection system, and the train protection system then terminates the safe mode (SEC MOD). 10. The method according to any one of the preceding claims, characterized in that after switching on (ON) the vehicle-side device (FE) the actual position (IPOS) of the vehicle (FZ) or a deviation of the actual position (IPOS) from the target position (SPOS) of the vehicle (FZ) is displayed in a display device (AV) in the vehicle (FZ). 11. The method according to any one of the preceding claims, characterized in that after switching on (ON) the vehicle-side device (FE) the actual position (IPOS) of the vehicle (FZ) or a proposal for a calculated position of the vehicle (FZ) is displayed, wherein a confirmation can be entered with an input device (EV) which confirms the correspondence of the actual position (IPOS) or the suggested position of the calculated position with the true position of the vehicle (FZ). 12. The method according to any one of the preceding claims, characterized in that the further localization system by a satellite-based navigation system and / or at the location of the Shutting down the vehicle installed local positioning system is formed. 13. Computer program product with program instructions for performing the method according to one of claims 1-12. 14. Provision device for the computer program product according to claim 13, wherein the provision device stores and / or provides the computer program product. 15. Automatic train control system, characterized in that a computer program product according to claim 14 • is stored in the track-side device (SE) or · both in the track-side device (SE) and in the vehicle-side device (FE).