EP3036146B1 - Operation of a rail vehicle - Google Patents

Description

The invention relates to a method for operating a rail vehicle, a corresponding rail vehicle and a corresponding station monitoring system.

Routes of Metrostadtbahnen or metro systems (such as suburban or underground trains) are often located in urban areas underground in tunnels. In the event of a disruption of occupied with passengers or passengers rail vehicle (also known as train), an evacuation of passengers in the usually very narrow tunnels to be avoided. For operational and safety reasons, in the event of incidents, it is attempted to steer the rail vehicle to a next station (for example, station or bus stop) ("safe-haven principle").

In an operation of the metro system in a companion or driverless mode (also referred to as "GoA4 operation") is for a rail vehicle, the entry into the station only possible if the entrance has been approved by the station and if the information representing the permission the incoming rail vehicle was successfully transmitted via a communication link. A station, controlled by safety devices, may change its status, for example in the identification of opened platform doors and the associated danger of persons possibly being in the track area.

In case of failure of the communication link between a track-side route monitoring system and a train-side train control unit (ie, for example, between the track monitoring and the rail vehicle), the rail vehicle can not be informed about possible dangerous situations. Therefore, if the communication link fails, the rail vehicle will only continue to travel still possible until the end of a currently valid "Movement Authority" (MA), that is, until the end of an area for which the state can not be changed by another event. For example, the rail vehicle is controlled so that it is stopped immediately before entering the station. An entry of the rail vehicle into the station is then not possible (even if there is no dangerous situation) until either the communication connection is restored or personnel arrives at the rail vehicle, which drives the rail vehicle manually on sight into the station. Both events can take considerable time.

Since the passengers may have the opportunity to leave the rail vehicle on their own after it has come to a standstill, the likelihood that the passengers want to leave the rail vehicle will increase, especially with longer-term standstill. However, passengers traveling around in the track area are undesirable, in particular because safe operation of rail vehicles on the route concerned is then no longer possible. Rather, then the train operation in the vicinity of the stopped rail vehicle must be at least temporarily adjusted to avoid endangering the passengers. Thus, a technical failure of the communication link between the rail vehicle and the route monitoring system for both the passengers and for the current train operation have a safety-critical situation result, leading to a significant delay in the course of train operation.

From German Auslegeschrift DT 26 28 942 B1 a train protection and control system is known. The latter has at least one transmitter provided on a route for monitoring train commands and for the wireless exchange of general messages between a line center and trains traveling in the associated route area. In the line center are a data processing device for cyclically determining the commands and a test device for monitoring the operational readiness of the data processing device is provided. For a given readiness for operation of the data processing device, the test device constantly turns on a pilot tone generator whose signals are passed over the same transmission path of the transmitter as the commands for the traction vehicles. An output of the commands to a controller on the traction units takes place in response to the receipt of the pilot tone. On the locomotives a buffer is provided for the pilot tone, at its reset input two monitoring devices are connected, each output after the return of a predetermined distance or after a predetermined time interval without the receipt of the pilot tone a reset signal. This ensures that short-term disturbances in the transmission are not evaluated as such.

The object of the invention is to avoid the above-mentioned disadvantages and to ensure an efficient train operation in particular in case of failure of the communication link between rail vehicle and track monitoring system.

This object is achieved according to the features of independent claims 1 and 7. Preferred embodiments are in particular the dependent claims.

• bei dem ein Ausfall einer Kommunikationsverbindung zwischen einem Streckenüberwachungssystem und dem Schienenfahrzeug von dem Streckenüberwachungssystem und von dem Schienenfahrzeug festgestellt wird,
• bei dem eine Weiterfahrt des Schienenfahrzeugs auch bei ausgefallener Kommunikationsverbindung durchgeführt wird, solange von dem Streckenüberwachungssystem und von dem Schienenfahrzeug kein Gefahrenzustand ermittelt wird, und
• bei dem eine Verarbeitungseinheit des Schienenfahrzeugs einen Bremsvorgang des Schienenfahrzeugs einleitet, falls ein Gefahrenzustand ermittelt wird,
• wobei von dem Streckenüberwachungssystem eine Stromversorgung zu dem Schienenfahrzeug unterbrochen wird, falls von dem Streckenüberwachungssystem der Gefahrenzustand bestimmt wird, und
• wobei die Verarbeitungseinheit des Schienenfahrzeugs den Bremsvorgang des Schienenfahrzeugs einleitet, falls von dem Schienenfahrzeug der Gefahrenzustand bestimmt oder die Unterbrechung der Stromversorgung zu dem Schienenfahrzeug feststellt wird.

To achieve the object, a method for operating a rail vehicle is proposed,

• determining a failure of a communication link between a route monitoring system and the rail vehicle from the track monitoring system and from the rail vehicle,
• in which a continuation of the rail vehicle is carried out even if the communication connection fails, as long as no hazardous condition is determined by the track monitoring system and the rail vehicle, and
• in which a processing unit of the rail vehicle initiates a braking operation of the rail vehicle, if a dangerous condition is determined,
• wherein a power supply to the rail vehicle is interrupted by the track monitoring system if the hazardous condition is determined by the track monitoring system, and
• wherein the processing unit of the rail vehicle initiates the braking operation of the rail vehicle if the hazardous condition is determined by the rail vehicle or the interruption of the power supply to the rail vehicle is determined.

In particular, the hazardous state is a condition of the line or the rail vehicle that is considered to be unfavorable, hazardous to safety or inadmissible or predetermined (operating). The dangerous condition can be determined, for example, by means of sensors of the track or of the rail vehicle. It is also possible that the danger state can be deduced from information or data supplied by sensors.

As long as no hazardous condition is determined by both the route monitoring system and the rail vehicle, the rail vehicle can continue.

A further development consists in that the danger state is determined by the route monitoring system by means of at least one route sensor and / or by means of at least one station monitoring system.

A next development is that the dangerous condition of the rail vehicle by means of sensors and / or information available in the rail vehicle is determined.

• einen Defekt des Schienenfahrzeugs,
• einen Defekt oder eine Behinderung auf der zu befahrenden Strecke,
• einen Defekt der anzufahrenden Station,
• eine Gefahrensituation in der anzufahrenden Station.

An embodiment is that the hazard state comprises at least one of the following events:

• a defect of the rail vehicle,
• a defect or disability on the route to be traveled,
• a defect of the approaching station,
• a dangerous situation in the approaching station.

An alternative embodiment is that the continued travel of the rail vehicle is carried out at least partially at reduced speed, even if the communication connection fails, as long as no hazardous condition is determined by the track monitoring system and by the rail vehicle.

A next embodiment is that the communication link is a wireless communication link.

In particular, the communication connection can be any radio connection between the rail vehicle and the route monitoring system.

• zur Detektion eines Ausfalls einer Kommunikationsverbindung zwischen dem Streckenüberwachungssystem und dem Schienenfahrzeug und
• zur Unterbrechung einer Stromversorgung zu dem Schienenfahrzeug, falls von dem Streckenüberwachungssystem ein Gefahrenzustand ermittelt wird,

und wobei die Verarbeitungseinheit des Schienenfahrzeugs eingerichtet ist

• zur Detektion des Ausfalls der Kommunikationsverbindung zwischen dem Streckenüberwachungssystem und dem Schienenfahrzeug,
• zur Fortsetzung der Fahrt des Schienenfahrzeugs auch bei ausgefallener Kommunikationsverbindung, solange von dem Schienenfahrzeug kein Gefahrenzustand ermittelt und keine Unterbrechung der Stromversorgung zu dem Schienenfahrzeug feststellt wird, und
• zur Einleitung eines Bremsvorgang des Schienenfahrzeugs, falls der Gefahrenzustand von dem Schienenfahrzeug ermittelt wird oder falls die Unterbrechung der Stromversorgung zu dem Schienenfahrzeug feststellt wird.

In order to achieve the above object, there is also proposed a system configuration including a route monitoring system having a processing unit and a communication unit, and a rail vehicle having a processing unit and a communication unit.
wherein the processing unit of the route monitoring system is set up

• for detecting a failure of a communication link between the route monitoring system and the rail vehicle and
• for interrupting a power supply to the rail vehicle, if a hazardous condition is detected by the track monitoring system,

and wherein the processing unit of the rail vehicle is set up

• for detecting the failure of the communication link between the route monitoring system and the rail vehicle,
• to continue the journey of the rail vehicle even in the event of a failed communication connection, as long as no hazardous condition is determined by the rail vehicle and no interruption of the power supply to the rail vehicle is determined, and
• for initiating a braking operation of the rail vehicle, if the hazardous condition is determined by the rail vehicle or if the interruption of the power supply to the rail vehicle is detected.

An additional refinement is that the processing unit of the rail vehicle is set up to continue the travel of the rail vehicle even if the communication connection fails, at least partially at reduced speed, as long as no hazardous condition is detected by the rail vehicle and no interruption of the power supply to the rail vehicle is detected.

The processing unit mentioned here may in particular be embodied as a processor unit and / or an at least partially hard-wired or logical circuit arrangement, which is set up, for example, in such a way that the method can be carried out as described herein. Said processing unit may be or include any type of processor or computer or computer with correspondingly necessary peripherals (memory, input / output interfaces, input / output devices, etc.). The processing unit may be part of a control unit of the rail vehicle or the route monitoring system.

The above-described characteristics, features, and advantages of this invention, as well as the manner in which they will be achieved, will become clearer and more clearly understood in connection with the following schematic description of exemplary embodiments which will be described in detail in conjunction with the drawings. It can for clarity the same or equivalent elements may be provided with the same reference numerals.

Fig.1

ein Schaubild eines Fahrprofils zur Veranschaulichung des Ablaufs eines effizienten Betriebsverfahrens für ein Schienenfahrzeug auch nach Ausfall einer Kommunikationsverbindung zu einem Streckenüberwachungssystem;

Fig.2

eine beispielhafte Systemkonfiguration für die Steuerung des Schienenfahrzeugs.

Show it:

Fig.1

a diagram of a driving profile to illustrate the flow of an efficient operating method for a rail vehicle even after failure of a communication link to a route monitoring system;

Fig.2

an exemplary system configuration for the control of the rail vehicle.

Fig.1 FIG. 12 is a schematic diagram illustrating the flow of an efficient operating procedure for a rail vehicle even after failure of a communication link to a link monitoring system. FIG.

The driving profile 100 shows an exemplary portion of a route 101 on which a rail vehicle 130 (e.g., in a driverless mode) is traveling in a direction of travel 140 through a tunnel 110 to a station 120.

It should be noted that the rail vehicle (also referred to as "train") has at least one car, the car may be a traction vehicle, a travel car, a freight car or a combination of such compartments or functions. The traction unit has a driver's cab (also referred to as an operator station) and can be designed with or without drive. The traction vehicle may in particular be a locomotive. In driverless operation, the traction unit may have an emergency operating console, which is arranged, for example, in the passenger compartment behind a closable flap.

Furthermore, in Fig.1 a speed diagram 102 adapted to the route 101 is shown, which represents the profile of a speed v (in [km / h]) of the rail vehicle 130 as a function of a position s (in [km]) on the route 101.

Fig.2 FIG. 12 shows an exemplary system configuration 200 for the proposed control of the rail vehicle 130.

The rail vehicle 130 comprises a train control unit 220 with a radio-based communication unit 225. The train control unit 220 is connected to a brake system 215 of the rail vehicle 130 via an interface 221. Furthermore, the Zugsteuergerät 220 is connected via an interface 222 to a current collector 216, which is guided in a along the route 101 arranged busbar 240.

Further shows Fig.2 a route monitoring system 250. The route monitoring system 250 includes a radio-based communication unit 255 and an interface 251, via which a switch 261 of a traction current system 260 can be controlled. Via the switch 261, the bus bar 240 can be coupled to the traction current system 260, so that an electrical energy required for operating the rail vehicle 130 can be provided.

Via a further interface 252, the route monitoring system 250 is connected to a station monitoring system 270. By the station monitoring system 270, e.g. station-side conditions such as components and functions (e.g., the status of doors) of a station.

Via at least one further optional interface 253 of the route monitoring system 250, one or more route sensors 275 (e.g., route monitoring sensors) optionally along the route 101 may be connected, through which trackside conditions are detected and e.g. on the proper functioning of trackside components can be deduced. Alternatively or additionally, trackside conditions may be detected or determined directly by the track monitoring system 250.

Accordingly, a line 280 symbolically separates the station from the rest of the route, ie, to the left of line 280 logically the station and to the right of the line the route outside the station. The route sensors 275 thus provide data regarding the route outside the station, and the station monitoring system 270 provides data of the station to the route monitoring system 250.

Information (e.g., position and status information) between the rail vehicle 130 and the track monitoring system 250 may be exchanged via a wireless communication link 217 (radio link) established by the communication units 225, 255.

Functionality:

First assume a normal operation or trouble-free operation of the rail vehicle 130, in which all track and rail vehicle side conditions are met, ie active and required functions for the operation of the rail vehicle 130 required track and rail vehicle side systems or components. In normal operation, the rail vehicle 130 travels to the next station 120 at a predetermined speed (in speed diagram 102, the normal speed profile is illustrated by a curve 160), with the position and status of the rail vehicle 130 via the wireless communication link 217 to the link monitoring system 250 are transmitted. In normal operation, the rail vehicle 130 is assigned a valid driving permission 165 ("Movement Authority") until it stops at the station 120. When the station 120 is ready for entry of the rail vehicle 130, it is indicated by the station monitoring system 270 to the route monitoring system 250. The switch 261 is or remains closed, the busbar 240 and thus the rail vehicle 130 are powered by the traction current system 260 and the rail vehicle 130 can enter the station 120. The rail vehicle 130 is decelerated in accordance with the course of the curve 160 in the station 120 and stops at the intended location.

For the following explanations, it is assumed that the communication link 217 between the route monitoring system 250 and the rail vehicle 130 is interrupted, for example, by a technical defect. In Fig.1 is such an interruption 170 of the communication link 217 when driving the rail vehicle 130 in the tunnel 110 indicated. The interruption 170 of the communication connection 217 is noticed both by the route monitoring system 250 and by the train control device 220 arranged in the rail vehicle 130.

• ein das ordnungsgemäße bzw. fehlerfreie Funktionieren aller relevanten Komponenten und Funktionen anzeigender Status (Variante A), oder
• ein eine fehlerbehaftete Komponente oder Funktion anzeigender Status (Variante B)

an das Streckenüberwachungssystem 250 gemeldet.If such an interruption 170 is detected, the trackside monitoring system 250 checks, for example with the aid of the track sensors 275, the trackside conditions, ie the status and the status of all trackside components and functions relevant to the current driver's license 165. As part of the review will be either

• a status indicating the correct or error-free functioning of all relevant components and functions (Variant A), or
• a status indicating an errored component or function (variant B)

reported to the route monitoring system 250.

In the case of variant B, switch 261 is opened by route monitoring system 250, i. the bus bar 240 is disconnected from the traction current system 260, the rail vehicle 130 can not continue.

Furthermore, the train control unit 220 checks the status and the status of all rail vehicle-side components and functions. In particular, it is checked via the interface 222 whether the traction current is still switched on, ie the busbar 240 and thus the rail vehicle 130 are connected to the traction current.

Here, it is an option to reduce the speed of the rail vehicle 130 to a predetermined speed 167 (this is indicated by a curve 161 in the speed diagram 102). In this case, the rail vehicle 130 is allocated, for example, a restricted driving permission 166 for continued travel at reduced speed. Alternatively, the speed may also be reduced stepwise as a function of the distance of the rail vehicle 130 from the station 120.

If a faulty or malfunctioning component or function of the rail vehicle 130 is detected by the train control unit 220, the driving permission 165, 166, even with limited speed, can not be used until the scheduled end. Rather, the train control unit 220 causes an immediate stop of the rail vehicle 130. Accordingly, a stop of the rail vehicle 130 is caused when a missing traction current is detected by the Zugsteuergerät 220.

In the case of variant A, it is ensured by the route monitoring system 250 that the currently assigned driving permission 165, 166 of the rail vehicle 130 can be used on the trackside. The route monitoring system 250 assumes that the train control unit 220 monitors the rail vehicle-related statuses with respect to the currently assigned driving license 165, 166 and controls the entry into the station 120, e.g. at a reduced speed.

Accordingly, on the rail vehicle 130 side, the train control unit 220 assumes that, even in the case of the interruption 170, the trackside conditions, optionally based on the reduced speed of the rail vehicle 130, are monitored by the track monitoring system 250. Specifically, the train controller 220 assumes that the track monitoring system 250 detects improper trackside conditions the switch 261 is opened, the traction current system 260 separated from the busbar 240 and thus the traction current for the rail vehicle 130 is turned off. In other words, as long as a switched-on traction current is detected at the interface 222, the movement of the rail vehicle 130 continues until the end of the currently allocated driving license 165, 166, possibly at reduced speed, even if the interruption 170 is present.

If the track monitoring system 250 detects an improper trackside condition according to variant B which does not justify or prohibit further travel of the rail vehicle 130, optionally by the track monitoring system 250, by driving the power switch 261 correspondingly, the traction current system 260 of FIG Busbar 240 disconnected and thus turned off the traction current. The switching off of the driving current is detected by the train control unit 220 by reading the interface 222 and a braking operation, e.g. initiated an immediate emergency braking of the rail vehicle 130. Thus, a secure state is achieved even in the presence of the interruption 170. After reaching standstill, passengers can leave the rail vehicle 130.

The solution proposed here thus makes it possible to continue driving even if the communication link 217 between the rail vehicle 130 and the route monitoring system 250 is interrupted, depending on the conditionally correct roadside condition and the proper vehicle-mounted state. Preferably, such a further travel takes place at least partially at reduced speed. If the track monitoring system 250 detects an undesirable condition, the power supply of the rail vehicle 130 is interrupted, the rail vehicle 130 detects this and brakes to a standstill. If an undesirable condition is detected by the rail vehicle, it brakes automatically (preferably to a standstill).

In this case, it is advantageous that an entry into the next station is still possible even when the communication connection 170 is interrupted. Thus, the train operation does not come to a standstill merely because of such an interruption 170 of the communication link and it is avoided that passengers enter the track area, although there is no reason for this and the passengers would be much safer in the rail vehicle.

The approach thus makes it possible, in particular, to continue train operation until a safe state for passengers and train operation has been achieved (safe-haven principle), in particular in the event of failure of the communication link between rail vehicle and route or route monitoring system.

By using the traction current system as fail-safe, unidirectional (from the route monitoring system towards the rail vehicle), secondary communication system, the route monitoring system is given a correspondingly secure way of transmitting information to the rail vehicle, if the trackside conditions no longer allow further travel of the rail vehicle. In this case, the fail-safe secondary communication system is designed, for example, such that exactly one information unit (also referred to as "bit") is transmitted by means of the traction current system, by which the permission for the further travel of the rail vehicle is displayed or not.

For the fail-safe communication system, a secure control contact between the route monitoring system and the traction current system or power switch is used on the track side to ensure safe turning off of the traction current in the relevant track area and thus safe deceleration of the rail vehicle in the event of a hazard.

Furthermore, on the side of the rail vehicle, a secure contact between the busbar and the Zugsteuergerät used via the pantograph to safely detect the information transmitted by the route monitoring system information unit (eg existing or disconnected traction current).

Other advantages:

One advantage is that the train operation can be continued even with a disturbed communication link of a rail vehicle. It is not necessary to block the entire route since there is no risk of passengers possibly staying in the rail area.

Another advantage is that an evacuation of the passengers can be controlled on the platform of the next station. Switching off the traction current is not required here because the rail vehicle and the route monitoring system have corresponding information to the effect that the rail vehicle is in a station and the passengers can open the doors only to the platform side.

It is also an advantage that no additional technical facilities are required for the safe station entrance in case of failure of the communication link. The existing contact or the connection between the route monitoring system and the traction current system and between the train control device and the current collector are used. These are preferably designed fail-safe.

• ermöglicht ein schnelleres Anhalten des Schienenfahrzeugs nach Fahrstromabschaltung durch das Streckenüberwachungssystem;
• verhindert eine mögliche Selbstevakuierung der Fahrgäste, da eine Selbstevakuierung nur im Stillstand des Schienenfahrzeugs möglich ist;
• führt zu einem Zeitgewinn, um einen erneuten Aufbau der Kommunikationsverbindung zu versuchen bzw. zu erreichen;
• führt zu einem Zeitgewinn, um Personal in die Station und den eventuellen Evakuierungsbereich zu delegieren, so dass weitere Behinderungen des Zugbetriebes verhindert bzw. gering gehalten werden;
• verringert die Anforderungen an die Weiterfahrt des Schienenfahrzeugs maßgeblich (z.B. Bremswege, Ortungsgenauigkeit, Systemreaktionszeiten).

In addition, it is advantageous that a further travel of the rail vehicle is carried out at a reduced speed. This

• allows for faster stopping of the rail vehicle after power cut-off by the track monitoring system;
• Prevents a possible self-evacuation of the passengers, since self-evacuation is only possible when the rail vehicle is at a standstill;
• leads to a gain of time to attempt a re-establishment of the communication link;
• saves time to delegate staff to the station and the eventual evacuation area so that further obstacles to train operation are prevented or minimized;
• Significantly reduces the requirements for continued travel of the rail vehicle (eg braking distances, positioning accuracy, system reaction times).

While the invention has been further illustrated and described in detail by the at least one embodiment shown, the invention is not so limited and other variations can be derived therefrom by those skilled in the art without departing from the scope of the invention.

Claims (8)

1. Method for operating a rail vehicle (130),

   - wherein a failure of a communication link (217) between a track monitoring system (250) and the rail vehicle (130) is detected by the track monitoring system (250) and by the rail vehicle (130),

   - wherein the rail vehicle (130) continues in motion even in the event of a failed communication link (217) as long as no hazard state is identified by the track monitoring system (250) and by the rail vehicle (130), and

   - wherein a processing unit (220) of the rail vehicle (130) initiates a braking action on the part of the rail vehicle (130) if a hazard state is identified,

   - wherein a power supply (260) to the rail vehicle (130) is interrupted by the track monitoring system (250) if the hazard state is determined by the track monitoring system (250),

   - wherein the processing unit (220) of the rail vehicle (130) initiates a braking action on the part of the rail vehicle (130) if the hazard state is determined or the interruption (261) of the power supply (260) to the rail vehicle (130) is detected by the rail vehicle (130).
2. Method according to claim 1, wherein the hazard state is identified by the track monitoring system (250) by means of at least one track sensor (275) and/or by means of at least one station monitoring system (270).
3. Method according to one of the preceding claims, wherein the hazard state is identified by the rail vehicle (130) by means of sensors and/or information available in the rail vehicle.
4. Method according to one of the preceding claims, wherein the hazard state includes at least one of the following events:

   - a malfunction of the rail vehicle,

   - a malfunction or an obstruction on the section of track to be travelled on,

   - a malfunction of the station being approached,

   - a hazard situation in the station being approached.
5. Method according to one of the preceding claims, wherein the rail vehicle (130) continues in motion even in the event of a failed communication link (217) at least partially at reduced speed as long as no hazard state is identified by the track monitoring system (250) and by the rail vehicle (130).
6. Method according to one of the preceding claims, wherein the communication link (217) is a wireless communication link.
7. System configuration (200) with a track monitoring system (250) having a processing unit and a communication unit (255) and with a rail vehicle (130) having a processing unit (220) and having a communication unit (225), wherein the processing unit of the track monitoring system (250) is configured

   - to detect a failure of a communication link (217) between the track monitoring system (250) and the rail vehicle (130) and

   - to interrupt (261) a power supply (260) to the rail vehicle (130) if a hazard state is determined by the track monitoring system (250),

   and wherein the processing unit (220) of the rail vehicle (130) is configured

   - to detect the failure of the communication link (217) between the track monitoring system (250) and the rail vehicle (130),

   - to allow the continued movement of the rail vehicle (130) even in the event of failure of the communication link (217) as long as no hazard state is identified by the rail vehicle (130) and no interruption to the power supply to the rail vehicle (130) is detected, and

   - to initiate a braking action on the part of the rail vehicle (130) if the hazard state is identified by the rail vehicle (130) or if the interruption of the power supply to the rail vehicle (130) is detected.
8. System configuration (200) according to claim 7, wherein the processing unit (220) of the rail vehicle (130) is configured to allow the continued movement of the rail vehicle (130) even in the event of a failed communication link (217) at least partially at reduced speed as long as no hazard state is identified by the rail vehicle (130) and no interruption of the power supply to the rail vehicle (130) is detected.

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