EP3105102A1 - Method and device for standstill monitoring in rail vehicles - Google Patents

Method and device for standstill monitoring in rail vehicles

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Publication number
EP3105102A1
EP3105102A1 EP15712095.7A EP15712095A EP3105102A1 EP 3105102 A1 EP3105102 A1 EP 3105102A1 EP 15712095 A EP15712095 A EP 15712095A EP 3105102 A1 EP3105102 A1 EP 3105102A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
standstill
permanent magnets
rail vehicle
rail
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP15712095.7A
Other languages
German (de)
French (fr)
Other versions
EP3105102B1 (en
Inventor
Werner Friedrichs
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility GmbH
Original Assignee
Siemens AG
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Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP3105102A1 publication Critical patent/EP3105102A1/en
Application granted granted Critical
Publication of EP3105102B1 publication Critical patent/EP3105102B1/en
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/021—Measuring and recording of train speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates

Definitions

  • the invention relates to a method for standstill monitoring in rail vehicles with a train control device and a related device.
  • Modern train control devices require accurate Wegl. Location information of both parked and moving rail vehicles.
  • Conventional train control systems are increasingly supplemented or superseded by radio-based train control systems.
  • radio-based train control systems such. B. ETCS - European Train Control System - Level 2
  • driving licenses are determined in a trackside control center and the individual rail vehicles transmitted by radio.
  • the driving permit contains, among other information, the speed profile of the route and the distance between the current position and the next monitored stopping place.
  • a vehicle device determines the distance traveled and, by timely automatic control of the brake, prevents exceeding the permissible speed and driving past the monitored stopping place.
  • the precondition for the safe functioning of these train control systems is that the actual current position of the rail vehicle is known in the trackside control center, so that the distance to the stop location for the travel permit to be transmitted can be calculated.
  • the vehicle position is usually determined by means of track-side reference points, for example locating beacons.
  • a path measuring device of the vehicle continuously determines the relative position of the vehicle to the reference point and transmits the position data to the line center.
  • the rail vehicle stores its fuse-technical position before switching off and this position is used after restarting as initialization position.
  • Necessary securing technical condition for the usability of the stored vehicle position is that the vehicle has not been moved when the vehicle equipment is switched off - Cold Movement Detection - CMD. Nevertheless, if a movement of the rail vehicle, for example by towing, the use of the original position for initialization purposes by staff must be prevented. This non-technical solution is often not feasible in reality.
  • additional reference points are often installed at the planned depots. These reference points must first be passed to confirm the correctness of the stored position. The disadvantage here is above all the need to keep a considerable track length between the reference point and the actual starting point.
  • Sidings may need to be extended for longer vehicles or the vehicle length may need to be limited.
  • Another disadvantage is that the journey must take place up to the reference point, that is, up to the position detection, under driver responsibility. Only after the passage of the reference point can a driving permit be issued on the basis of the position initialization by radio, while previously there is no technical backup and the vehicle speed must be very low.
  • ETCS ETCS Level 1 balises
  • the vehicle facility when entering the balise, the vehicle facility will initially receive an ETCS Level 1 Driving Permit.
  • the radio control center then issues an ETCS Level 2 driving license.
  • the disadvantage is above all the considerable expense, since, inter alia, a Baiisenmaschine réelle including cable routing to the balise and a connection circuit for transmitting an optical signal term for Baiisen Stahl réelle are required.
  • the acceptance of the ETCS in Level 1 configuration is often low for infrastructure managers.
  • the invention is therefore an object of the invention to provide a method and apparatus for standstill monitoring in rail vehicles, which allow a complete shutdown of all electrical components of the rail vehicle during the standstill phase, the required security for moving out of the standstill position without staffing or additional location points are guaranteed can.
  • the object is achieved in that the standstill position of the rail vehicle and switch positions are detected at least one vehicle-mounted inertia detector.
  • the object is achieved according to claim 4 also by an apparatus in which an inertia detector is provided on the vehicle side having two consecutively arranged in the direction of travel permanent magnets whose magnetic field is compensated in the still - stationary position of the rail vehicle by means of energizable coils, whereby a pendulum between the permanent magnets Metal body occupies a middle position between the permanent magnets and is attracted to inertia of one of the two permanent magnets during movement of the rail vehicle and thereby actuates a switch.
  • an inertia detector is provided on the vehicle side having two consecutively arranged in the direction of travel permanent magnets whose magnetic field is compensated in the still - stationary position of the rail vehicle by means of energizable coils, whereby a pendulum between the permanent magnets Metal body occupies a middle position between the permanent magnets and is attracted to inertia of one of the two permanent magnets during movement of the rail vehicle and thereby actuates a switch.
  • the rail vehicle Before switching off the vehicle device, the rail vehicle stores its safety-related standstill position. In addition, the switch positions of the inertial sensor are monitored. After the vehicle device is switched back on, the current switch positions, which depend on whether the metal body has actuated the switch or not, are detected and compared either manually or automatically with the expected value, namely no change in the switch positions. If the latter is the case, during the off state no movement of the rail vehicle has taken place and the stored vehicle position can be used for safety purposes. Consequently, the rail vehicle is already reliably located or initialized before departure, that is to say still at a standstill.
  • the stored vehicle position is assessed by an additional criterion fuse technology.
  • a technical solution is available through which the stored vehicle location is plausibility-proofed personnel is not required to ensure safety.
  • a movable metal - body which remains at vehicle standstill between two permanent magnets, is attracted to inertia by one of the two permanent magnets during vehicle movement and thereby actuates the switch.
  • Figure 1 shows a detector for detecting a movement
  • Figure 2 shows the detector according to Figure 1 with detected movement.
  • a metal body 1 is mounted in a housing 2 such that it is freely movable on a fixed path 3 between two permanent magnets 4.
  • the housing 2 is fixed in or on a rail vehicle, wherein the orientation of the housing 2 allows movement of the metal body 1 parallel to the direction of movement of the rail vehicle.
  • the metal body 1 is attached to a pendulum 5 with a pivot point 6.
  • the permanent magnets 4 are each surrounded by a current-carrying coil 7, which is dimensioned so that at current flow, the magnetic field of the permanent magnet 4 is canceled by the magnetic field of the coil 7.
  • the current flow of the coils 7 can be switched on and off by the vehicle device.
  • the operation of the illustrated inertia detector for standstill monitoring a rail vehicle based on the following procedure: After the rail vehicle has reached the standstill position, the vehicle device is shut down. During shutdown, the vehicle device stores the standstill position in a remanent memory. In addition, the vehicle device generates a short-term current flow through the coils 7 of the inertia detector, whereby the metal body 1 occupies a central position between the two permanent magnets 4. After switching off the current flow in the coil 7, the vehicle device checks whether the metal body 1 is in the intended center position by the contact position of the switch 8 is detected. This ensures that the metal body 1 has actually taken the middle position and thus the inertial detector is active before the vehicle device is completely shut down.
  • Switch 8 is detected. Corresponds to the contact position of stored contact position at the beginning of the standstill phase, the remanently stored standstill position is evaluated as a valid position of the rail vehicle. However, if the metal body 1 is in an end position, which is shown in FIG. 2, the retentively stored standstill position is evaluated as invalid.
  • the vehicle-side inertia detector increases the performance for the initialization of parked rail vehicles, for example in a vehicle depot, since the standstill position can be reliably verified by signal technology, so that the rail vehicle can be taken immediately after the startup of the vehicle equipment in the fully monitored operation. In the standstill position, the rail vehicle can be completely switched off, so that the energy requirement decreases and still immediate fully monitored operation is possible after restarting.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention relates to a method for monitoring standstill in rail vehicles using a train control device, and to a corresponding device. To be able to turn off the rail vehicle completely during a standstill phase, and to be able to resume fully monitored operations without the need for staff immediately after the rail vehicle has been turned back on, the invention provides for the detection of the standstill position of the rail vehicle and of a switch position of at least one vehicle-side inertial sensor.

Description

Beschreibung description
Verfahren und Vorrichtung zur Stillstandsüberwachung bei Schienenfahrzeugen Method and device for standstill monitoring in rail vehicles
Die Erfindung betrifft ein Verfahren zur Stillstandsüberwachung bei Schienenfahrzeugen mit einer Zugbeeinflussungseinrichtung sowie eine diesbezügliche Vorrichtung. Moderne Zugbeeinflussungseinrichtungen benötigen genaue Wegbzw. Ortsinformationen sowohl abgestellter als auch fahrender Schienenfahrzeuge. Konventionelle Zugbeeinflussungssysteme werden zunehmend durch funkbasierte Zugbeeinflussungssysteme ergänzt oder abgelöst. Bei funkbasierten Zugbeeinflussungs- Systemen, wie z. B. ETCS - European Train Control System - Level 2, werden Fahrterlaubnisse in einer streckenseitigen Steuerzentrale ermittelt und den einzelnen Schienenfahrzeugen per Funk übermittelt. Die Fahrterlaubnis enthält neben anderen Informationen das Geschwindigkeitsprofil der Strecke und die Distanz zwischen der aktuellen Position und dem nächsten überwachten Halteort. Während der Fahrt ermittelt eine Fahrzeugeinrichtung die zurückgelegte Entfernung und verhindert durch rechtzeitige automatische Ansteuerung der Bremse das Überschreiten der zulässigen Geschwindigkeit und das Vorbei - fahren an dem überwachten Halteort. Voraussetzung für die sichere Funktionsweise dieser Zugbeeinflussungssysteme ist, dass in der streckenseitigen Steuerzentrale die tatsächliche momentane Position des Schienenfahrzeuges bekannt ist, damit die Distanz bis zum Halteort für die zu übermittelnde Fahrt- erlaubnis berechnet werden kann. Üblicherweise wird die Fahrzeugposition mittels streckenseitiger Referenzpunkte, zum Beispiel Ortungsbaiisen, ermittelt. Eine Wegmesseinrichtung des Fahrzeuges ermittelt kontinuierlich die relative Position des Fahrzeuges zu dem Referenzpunkt und übermittelt die Posi- tionsdaten an die Streckenzentrale. The invention relates to a method for standstill monitoring in rail vehicles with a train control device and a related device. Modern train control devices require accurate Wegbzw. Location information of both parked and moving rail vehicles. Conventional train control systems are increasingly supplemented or superseded by radio-based train control systems. For radio-based train control systems, such. B. ETCS - European Train Control System - Level 2, driving licenses are determined in a trackside control center and the individual rail vehicles transmitted by radio. The driving permit contains, among other information, the speed profile of the route and the distance between the current position and the next monitored stopping place. During the journey, a vehicle device determines the distance traveled and, by timely automatic control of the brake, prevents exceeding the permissible speed and driving past the monitored stopping place. The precondition for the safe functioning of these train control systems is that the actual current position of the rail vehicle is known in the trackside control center, so that the distance to the stop location for the travel permit to be transmitted can be calculated. The vehicle position is usually determined by means of track-side reference points, for example locating beacons. A path measuring device of the vehicle continuously determines the relative position of the vehicle to the reference point and transmits the position data to the line center.
Bisher ist es jedoch nicht möglich, auch bei ausgeschalteter Fahrzeugeinrichtung festzustellen, ob der bei diesem Be- triebszustand vorausgesetzte Stillstand des Schienenfahrzeuges tatsächlich eingehalten wurde. Werden Schienenfahrzeuge zum Betriebsende an Parkpositionen komplett ausgeschaltet, geht für die Zugbeeinflussung die genaue sicherungstechnische Zugposition verloren. Nach dem Wiedereinschalten des Schienenfahrzeuges ist die sicherungstechnische Position des Fahrzeuges nicht bekannt und die Initialisierung der Fahrzeugposition kann erst durch das Überfahren von mindestens zwei Ortsreferenzpunkten, zum Beispiel Balisen, ermittelt werden. Erst danach kann das Fahrzeug aus Zugbeeinflussungssicht in Betrieb genommen werden. Das bedeutet, dass Fahrzeuge in Parkpositionen nicht komplett ausgeschaltet werden dürfen; zumindest die Zugbeeinflussung muss aktiv bleiben. Nachteilig ist vor allem der dazu erforderliche erhebliche Energiebe- darf. So far, however, it has not been possible to determine, even with the vehicle operating state of the rail vehicle was actually complied with. If rail vehicles are completely switched off at the end of operation at parking positions, the exact safety-related traction position is lost for the train control. After restarting the rail vehicle, the safety-technical position of the vehicle is not known and the initialization of the vehicle position can only be determined by driving over at least two location reference points, for example, balises. Only then can the vehicle be put into operation from the train control viewpoint. This means that vehicles in parking positions may not be switched off completely; at least the train control must remain active. The main disadvantage is the considerable energy requirement required for this purpose.
Eine andere Möglichkeit besteht darin, dass das Schienenfahrzeug seine sicherungstechnische Position vor dem Abschalten abspeichert und diese Position nach dem Wiedereinschalten als Initialisierungsposition verwendet wird. Notwendige sicherungstechnische Voraussetzung für die Verwendbarkeit der gespeicherten Fahrzeugposition ist, dass das Fahrzeug bei ausgeschalteter Fahrzeugeinrichtung nicht bewegt wurde - Cold Movement Detection - CMD. Erfolgt dennoch eine Bewegung des Schienenfahrzeuges, beispielsweise durch Abschleppen, muss die Verwendung der ursprünglichen Position für Initialisierungszwecke durch Personal verhindert werden. Diese nicht technische Lösung ist in der Realität oft nicht umsetzbar. Zur Lösung des Problems werden derzeit häufig zusätzliche Referenzpunkte an den geplanten Abstellorten installiert. Diese Referenzpunkte müssen zur Bestätigung der Korrektheit der abgespeicherten Position zunächst passiert werden. Nachteilig dabei ist vor allem die Notwendigkeit, eine erhebliche Gleis- länge zwischen dem Referenzpunkt und dem eigentlichen Startpunkt freizuhalten. Abstellgleise müssen gegebenenfalls für längere Fahrzeuge verlängert werden oder die Fahrzeuglänge muss eingeschränkt werden. Nachteilig ist darüber hinaus, dass die Fahrt bis zu dem Referenzpunkt, das heißt bis zur Positionserkennung, unter Fahrerverantwortung erfolgen muss. Erst nach der Passage des Referenzpunktes kann eine Fahrterlaubnis aufgrund der Positionsinitialisierung per Funk er- teilt werden, während zuvor keine technische Sicherung besteht und die Fahrzeuggeschwindigkeit sehr niedrig sein muss. Another possibility is that the rail vehicle stores its fuse-technical position before switching off and this position is used after restarting as initialization position. Necessary securing technical condition for the usability of the stored vehicle position is that the vehicle has not been moved when the vehicle equipment is switched off - Cold Movement Detection - CMD. Nevertheless, if a movement of the rail vehicle, for example by towing, the use of the original position for initialization purposes by staff must be prevented. This non-technical solution is often not feasible in reality. To solve the problem, additional reference points are often installed at the planned depots. These reference points must first be passed to confirm the correctness of the stored position. The disadvantage here is above all the need to keep a considerable track length between the reference point and the actual starting point. Sidings may need to be extended for longer vehicles or the vehicle length may need to be limited. Another disadvantage is that the journey must take place up to the reference point, that is, up to the position detection, under driver responsibility. Only after the passage of the reference point can a driving permit be issued on the basis of the position initialization by radio, while previously there is no technical backup and the vehicle speed must be very low.
Bei ETCS besteht eine weitere streckenseitige Lösung in der Installation von schaltbaren ETCS-Level 1-Balisen. In diesem Fall erhält die Fahrzeugeinrichtung beim Passieren der Balise zunächst eine ETCS-Level 1-Fahrterlaubnis . Anschließend erteilt die Funksteuerzentrale eine ETCS-Level 2 -Fahrterlaubnis. Nachteilig ist vor allem der erhebliche Aufwand, da unter anderem ein Baiisensteuergerät inklusive Kabelverlegung zur Balise und eine Verbindungsschaltung zur Übertragung eines optischen Signalbegriffs zum Baiisensteuergerät erforderlich sind. Darüber hinaus ist die Akzeptanz des ETCS in der Ausbaustufe Level 1 bei Infrastrukturbetreibern häufig gering . At ETCS, another trackside solution is the installation of switchable ETCS Level 1 balises. In this case, when entering the balise, the vehicle facility will initially receive an ETCS Level 1 Driving Permit. The radio control center then issues an ETCS Level 2 driving license. The disadvantage is above all the considerable expense, since, inter alia, a Baiisensteuergerät including cable routing to the balise and a connection circuit for transmitting an optical signal term for Baiisensteuergerät are required. In addition, the acceptance of the ETCS in Level 1 configuration is often low for infrastructure managers.
Möglich wäre die Nutzung von GPS - Global Positioning System -, um den Abstellort vor dem Ausschalten der Fahrzeugeinrichtung zu ermitteln und remanent abzuspeichern und nach dem Wiedereinschalten den aktuellen Ort zu ermitteln und mit dem abgespeicherten Ort zu vergleichen. Problematisch dabei ist jedoch, dass bei einer Vielzahl von Abstellorten kein ausreichend starkes Satellitensignal zur Verfügung steht, beispielsweise in Wartungshallen und überdachten oder unterirdischen Bahnhöfen. It would be possible to use the GPS - Global Positioning System - to determine the parking place before switching off the vehicle equipment and store retentive and after switching on the current location to determine and compare with the stored location. The problem with this is, however, that in a large number of Abstellorten no sufficiently strong satellite signal is available, for example in maintenance halls and covered or underground stations.
Der Erfindung liegt demgemäß die Aufgabe zugrunde, ein Verfahren und eine Vorrichtung zur Stillstandsüberwachung bei Schienenfahrzeugen anzugeben, die eine vollständige Abschaltung aller elektrischen Komponenten des Schienenfahrzeuges während der Stillstandsphase ermöglichen, wobei die erforderliche Sicherheit für das Herausfahren aus der Stillstandsposition ohne Personaleinsatz beziehungsweise zusätzlicher Ortungspunkte gewährleistet werden kann. Verfahrensgemäß wird die Aufgabe dadurch gelöst, dass die Stillstandsposition des Schienenfahrzeugs und Schalterstellungen mindestens eines fahrzeugseitigen Trägheitsdetektors festgestellt werden. The invention is therefore an object of the invention to provide a method and apparatus for standstill monitoring in rail vehicles, which allow a complete shutdown of all electrical components of the rail vehicle during the standstill phase, the required security for moving out of the standstill position without staffing or additional location points are guaranteed can. According to the method, the object is achieved in that the standstill position of the rail vehicle and switch positions are detected at least one vehicle-mounted inertia detector.
Die Aufgabe wird gemäß Anspruch 4 auch durch eine Vorrichtung gelöst, bei der fahrzeugseitig ein Trägheitsdetektor vorgesehen ist, der zwei in Fahrtrichtung hintereinander angeordnete Permanentmagnete aufweist, deren Magnetfeld in der Still - Standsposition des Schienenfahrzeuges mittels bestrombarer Spulen kompensierbar ist, wodurch ein zwischen den Permanentmagneten pendelnder Metallkörper eine Mittelstellung zwischen den Permanentmagneten einnimmt und bei Bewegung des Schienen- fahrzeuges trägheitsbedingt von einem der beiden Permanentmagnete angezogen wird und dabei einen Schalter betätigt. The object is achieved according to claim 4 also by an apparatus in which an inertia detector is provided on the vehicle side having two consecutively arranged in the direction of travel permanent magnets whose magnetic field is compensated in the still - stationary position of the rail vehicle by means of energizable coils, whereby a pendulum between the permanent magnets Metal body occupies a middle position between the permanent magnets and is attracted to inertia of one of the two permanent magnets during movement of the rail vehicle and thereby actuates a switch.
Das Schienenfahrzeug speichert vor dem Abschalten der Fahrzeugeinrichtung seine sicherungstechnische Stillstandspo- sition ab. Zusätzlich werden die Schalterstellungen des Trägheitssensors überwacht. Nach dem Wiedereinschalten der Fahrzeugeinrichtung werden die aktuellen Schalterstellungen, die davon abhängig sind, ob der Metallkörper den Schalter betätigt hat oder nicht, festgestellt und entweder manuell oder automatisch mit dem Erwartungswert, nämlich keine Änderung der Schalterstellungen, verglichen. Wenn letzteres der Fall ist, hat während des Ausschaltzustandes keine Bewegung des Schienenfahrzeuges stattgefunden und die gespeicherte Fahrzeugposition kann sicherungstechnisch verwendet werden. Das Schienenfahrzeug ist folglich bereits vor der Abfahrt, das heißt noch im Stillstand, signaltechnisch sicher lokalisiert beziehungsweise initialisiert. Before switching off the vehicle device, the rail vehicle stores its safety-related standstill position. In addition, the switch positions of the inertial sensor are monitored. After the vehicle device is switched back on, the current switch positions, which depend on whether the metal body has actuated the switch or not, are detected and compared either manually or automatically with the expected value, namely no change in the switch positions. If the latter is the case, during the off state no movement of the rail vehicle has taken place and the stored vehicle position can be used for safety purposes. Consequently, the rail vehicle is already reliably located or initialized before departure, that is to say still at a standstill.
Auf diese Weise wird die gespeicherte Fahrzeugposition durch ein zusätzliches Kriterium sicherungstechnisch bewertet. Damit steht eine technische Lösung zur Verfügung, durch die der gespeicherte Fahrzeugort sicherungstechnisch plausibilisiert werden kann, so dass Personaleinsatz zur Gewährleistung der Sicherheit nicht erforderlich ist. In this way, the stored vehicle position is assessed by an additional criterion fuse technology. Thus, a technical solution is available through which the stored vehicle location is plausibility-proofed personnel is not required to ensure safety.
Gemäß Anspruch 2 ist vorgesehen, dass ein beweglicher Metall - körper, der bei Fahrzeugstillstand zwischen zwei Permanentmagneten verharrt, bei Fahrzeugbewegung trägheitsbedingt von einem der beiden Permanentmagnete angezogen wird und dabei den Schalter betätigt. Durch die Ausnutzung der Trägheit des in einem Detektorgehäuse beweglich gelagerten Metallkörpers ist eine dauerhafte Registrierung einer festgestellten Bewegung des Schienenfahrzeuges möglich. Der Metallkörper wird durch einen der beiden Permanentmagnete in einer Endposition festgehalten, wobei der zugeordnete Schalter betätigt wird. Für diesen Registriervorgang wird keine elektrische Energie benötigt. Zwei Permanentmagnete sind erforderlich, damit eine Bewegungsfeststellung in beiden Fahrtrichtungen des Schienenfahrzeuges möglich ist. According to claim 2 it is provided that a movable metal - body, which remains at vehicle standstill between two permanent magnets, is attracted to inertia by one of the two permanent magnets during vehicle movement and thereby actuates the switch. By utilizing the inertia of the metal body movably mounted in a detector housing, a permanent registration of a detected movement of the rail vehicle is possible. The metal body is held by one of the two permanent magnets in an end position, wherein the associated switch is actuated. For this registration process no electrical energy is needed. Two permanent magnets are required so that a movement detection in both directions of travel of the rail vehicle is possible.
Zur Durchführung des Verfahrens zur Stillstandsüberwachung des Schienenfahrzeuges mit Trägheitsausnutzung nach Anspruch 2 sind gemäß Anspruch 3 folgende Schritte vorgesehen: For carrying out the method for standstill monitoring of the rail vehicle with inertia utilization according to claim 2, the following steps are provided according to claim 3:
1. Anhalten des Schienenfahrzeuges an der  1. stopping the rail vehicle at the
Stillstandsposition,  Standstill position,
2. remanentes Speichern der Stillstandsposition,  2. retentive storage of the standstill position,
3. kurzzeitiges Bestromen zweier den Permanentmagneten zugeordneter Spulen mittels einer Fahrzeugeinrichtung derart, dass der Metallkörper mittig zwischen den Permanentmagneten verharrt,  3. brief energization of two coils associated with the permanent magnets by means of a vehicle device such that the metal body remains in the middle between the permanent magnets,
4. Speichern der Schalterstellungen,  4. Save the switch positions,
5. Herunterfahren der Fahrzeugeinrichtung,  5. Shutting down the vehicle equipment,
6. Beenden der Stillstandsphase durch Hochfahren der Fahrzeugeinrichtung,  6. ending the standstill phase by starting up the vehicle equipment,
7. Vergleichen der aktuellen Schalterstellungen mit den gespeicherten Schalterstellungen und  7. Compare the current switch positions with the stored switch positions and
8. Bewerten der gespeicherten Stillstandsposition als gültig bei Gleichheitsfeststellung in Schritt 7 und als ungültig bei Ungleichheitsfeststellung in Schritt 7. Insbesondere für einen effizienten ETCS-Level 2-Betrieb ist es erforderlich, dass das ETCS-Fahrzeuggerät feststellen kann, ob das Schienenfahrzeug seit dem Ausschalten der ETCS- Fahrzeugeinrichtung bewegt wurde. Dafür bestehen sehr hohe Anforderungen an das Sicherheitsniveau. Ohne Stillstandsüberwachung muss das Schienenfahrzeug nach dem Einschalten der ETCS-Fahrzeugeinrichtung zunächst in Fahrerverantwortung fahren, bis aufgrund von Baiiseninformationen eine eindeutige Lokalisierung des Schienenfahrzeuges möglich ist und damit die Voraussetzung für den ETCS-Level 2-Betrieb gegeben ist.8. Evaluate the stored standstill position as valid for equality determination in step 7 and invalid for inequality determination in step 7. In particular, for efficient ETCS level 2 operation, it is necessary for the ETCS vehicle unit to be able to determine whether the rail vehicle has been moved since the ETCS vehicle device was powered off. There are very high demands on the security level. Without standstill monitoring, after the ETCS vehicle equipment has been switched on, the rail vehicle must first drive in driver's responsibility until a clear localization of the rail vehicle is possible on the basis of Baiisen information and thus the condition for the ETCS level 2 operation is met.
Eine sichere Betriebsweise ohne Baiisenüberfahrt bei Minimierung der Fahrerverantwortung ist erst durch die erfindungsgemäße Stillstandsüberwachung möglich. Die Erfindung wird nachfolgend anhand figürlicher Darstellungen näher erläutert. Es zeigen: A safe operation without Baiisenüberfahrt while minimizing driver responsibility is possible only by the standstill monitoring according to the invention. The invention will be explained in more detail with reference to figurative representations. Show it:
Figur 1 einen Detektor zur Feststellung einer Bewegung und Figur 2 den Detektor gemäß Figur 1 bei festgestellter Bewegung . 1 shows a detector for detecting a movement and Figure 2 shows the detector according to Figure 1 with detected movement.
Bei der dargestellten Detektorausführung ist ein Metallkörper 1 derart in einem Gehäuse 2 gelagert, dass er auf einer fest- gelegten Bahn 3 zwischen zwei Permanentmagneten 4 frei beweglich ist. Das Gehäuse 2 ist in oder an einem Schienenfahrzeug befestigt, wobei die Ausrichtung des Gehäuses 2 eine Bewegung des Metallkörpers 1 parallel zur Bewegungsrichtung des Schienenfahrzeuges ermöglicht. Dazu ist der Metallkörper 1 an ei- nem Pendel 5 mit Drehpunkt 6 befestigt. Die Permanentmagnete 4 sind jeweils von einer bestrombaren Spule 7 umgeben, die so bemessen ist, dass bei Stromdurchfluss das Magnetfeld des Permanentmagneten 4 durch das Magnetfeld der Spule 7 aufgehoben wird. Der Stromdurchfluss der Spulen 7 kann durch die Fahrzeugeinrichtung ein- und ausgeschaltet werden. Bei be- stromten Spulen 7 wird der Metallkörper 1 aufgrund des aufgehobenen Magnetfeldes von keinem der beiden Permanentmagnete 4 angezogen und somit durch die Schwerkraft selbsttätig in eine Mittellage bewegt, die in Figur 1 dargestellt ist. Die Entfernung dieser Mittellage zu den beiden Permanentmagneten 4 ist dabei so groß, dass die Kraft des Magnetfeldes der Permanentmagnete 4 nach dem Ausschalten des Stromflusses der Spu- len 7 nicht ausreicht, den Metallkörper 1 aus der Mittellage zu bewegen. Wird das Schienenfahrzeug in diesem Zustand des Detektors bewegt, führt die Massenträgheit zunächst dazu, dass der Metallkörper 1 in der Mittellage gemäß Figur 1 verharrt, aber gleichzeitig relativ zu dem Detektorgehäuse 2 ei- ne Bewegung des Metallkörpers 1 entlang der Bahn 3 erfolgt. Dadurch gerät der Metallkörper 1 in das Magnetfeld eines der beiden Permanentmagnete 4 und wird von diesem angezogen und festgehalten, wie Figur 2 zeigt. In dieser Position betätigt der Metallkörper 1 einen Schalter 8. In the illustrated detector embodiment, a metal body 1 is mounted in a housing 2 such that it is freely movable on a fixed path 3 between two permanent magnets 4. The housing 2 is fixed in or on a rail vehicle, wherein the orientation of the housing 2 allows movement of the metal body 1 parallel to the direction of movement of the rail vehicle. For this purpose, the metal body 1 is attached to a pendulum 5 with a pivot point 6. The permanent magnets 4 are each surrounded by a current-carrying coil 7, which is dimensioned so that at current flow, the magnetic field of the permanent magnet 4 is canceled by the magnetic field of the coil 7. The current flow of the coils 7 can be switched on and off by the vehicle device. When the coils 7 are energized, the metal body 1 is not attracted by either of the two permanent magnets 4 due to the canceled magnetic field and thus automatically by gravity into a Center position moves, which is shown in Figure 1. The distance of this central position to the two permanent magnets 4 is so great that the force of the magnetic field of the permanent magnets 4 len after switching off the current flow of the coils 7 is not sufficient to move the metal body 1 from the central position. If the rail vehicle is moved in this state of the detector, the inertia initially leads to the metal body 1 remaining in the central position according to FIG. 1, but at the same time moving relative to the detector housing 2 a movement of the metal body 1 along the track 3. As a result, the metal body 1 gets into the magnetic field of one of the two permanent magnets 4 and is attracted and held by this, as Figure 2 shows. In this position, the metal body 1 actuates a switch 8.
Die Funktionsweise des veranschaulichten Trägheitsdetektors zur Stillstandsüberwachung eines Schienenfahrzeuges basiert auf folgendem Verfahrensablauf : Nachdem das Schienenfahrzeug die Stillstandsposition erreicht hat, wird die Fahrzeugeinrichtung heruntergefahren. Während des Herunterfahrens speichert die Fahrzeugeinrichtung die Stillstandsposition in einem remanenten Speicher. Außerdem erzeugt die Fahrzeugeinrichtung einen kurzzeitigen Stromfluss durch die Spulen 7 des Trägheitsdetektors, wodurch der Metallkörper 1 eine Mittellage zwischen den beiden Permanentmagneten 4 einnimmt. Nach dem Abschalten des Stromflusses in den Spulen 7 überprüft die Fahrzeugeinrichtung, ob sich der Metallkörper 1 in der vorgesehenen Mittellage befindet, indem die Kontaktlage der Schalter 8 festgestellt wird. Dadurch wird sichergestellt, dass der Metallkörper 1 tatsächlich die Mittelstellung eingenommen hat und somit der Trägheitsdetektor aktiv ist, bevor die Fahrzeugeinrichtung komplett heruntergefahren wird. The operation of the illustrated inertia detector for standstill monitoring a rail vehicle based on the following procedure: After the rail vehicle has reached the standstill position, the vehicle device is shut down. During shutdown, the vehicle device stores the standstill position in a remanent memory. In addition, the vehicle device generates a short-term current flow through the coils 7 of the inertia detector, whereby the metal body 1 occupies a central position between the two permanent magnets 4. After switching off the current flow in the coil 7, the vehicle device checks whether the metal body 1 is in the intended center position by the contact position of the switch 8 is detected. This ensures that the metal body 1 has actually taken the middle position and thus the inertial detector is active before the vehicle device is completely shut down.
Nach Beendigung der Stillstandsphase wird die Fahrzeugeinrichtung wieder hochgefahren, wobei die Kontaktlage der After completion of the standstill phase, the vehicle device is raised again, the contact position of the
Schalter 8 festgestellt wird. Entspricht die Kontaktlage der bei Beginn der Stillstandsphase gespeicherten Kontaktlage, wird die remanent gespeicherte Stillstandsposition als gültige Position des Schienenfahrzeuges bewertet. Befindet sich der Metallkörper 1 jedoch in einer Endlage, die in Figur 2 dargestellt ist, wird die remanent gespeicherte Stillstandsposition als ungültig bewertet. Switch 8 is detected. Corresponds to the contact position of stored contact position at the beginning of the standstill phase, the remanently stored standstill position is evaluated as a valid position of the rail vehicle. However, if the metal body 1 is in an end position, which is shown in FIG. 2, the retentively stored standstill position is evaluated as invalid.
Durch den fahrzeugseitigen Trägheitsdetektor erhöht sich die Performance für das Initialisieren von abgestellten Schienenfahrzeugen, beispielsweise in einem Fahrzeugdepot, da die Stillstandsposition signaltechnisch sicher verifiziert werden kann, so dass das Schienenfahrzeug nach dem Hochfahren der Fahrzeugeinrichtung sofort in den voll überwachten Betrieb übernommen werden kann. In der Stillstandsposition kann das Schienenfahrzeug komplett ausgeschaltet werden, so dass der Energiebedarf sinkt und trotzdem nach dem Wiedereinschalten ein sofortiger voll überwachter Betrieb möglich ist. The vehicle-side inertia detector increases the performance for the initialization of parked rail vehicles, for example in a vehicle depot, since the standstill position can be reliably verified by signal technology, so that the rail vehicle can be taken immediately after the startup of the vehicle equipment in the fully monitored operation. In the standstill position, the rail vehicle can be completely switched off, so that the energy requirement decreases and still immediate fully monitored operation is possible after restarting.

Claims

Patentansprüche claims
1. Verfahren zur Stillstandsüberwachung bei Schienenfahrzeugen mit einer Zugbeeinflussungseinrichtung, 1. A method for standstill monitoring in rail vehicles with a train control device,
5 d a d u r c h g e k e n n z e i c h n e t , dass  5 d a n d u r c h e n c e s t e s that
die Stillstandsposition des Schienenfahrzeuges und eine  the standstill position of the rail vehicle and a
Schalterstellung mindestens eines fahrzeugseitigen Trägheitsdetektors festgestellt werden.  Switch position to be determined at least one vehicle-mounted inertia detector.
10 2. Verfahren nach Anspruch 1, 10 2. The method of claim 1,
d a d u r c h g e k e n n z e i c h n e t , dass  d a d u r c h e c e n c i n e s that
ein beweglicher Metallkörper (1) , der bei Fahrzeugstillstand zwischen zwei Permanentmagneten (4) verharrt, bei Fahrzeugbewegung trägheitsbedingt von einem der beiden Permanentmagnete a movable metal body (1), which remains at vehicle standstill between two permanent magnets (4), during vehicle motion inertia of one of the two permanent magnets
15 (4) angezogen wird und dabei den Schalter (8) betätigt. 15 (4) is tightened while the switch (8) is actuated.
3. Verfahren nach Anspruch 2 , 3. The method according to claim 2,
g e k e n n z e i c h n e t d u r c h  marked by
folgende Schritte:  following steps:
20 1. Anhalten des Schienenfahrzeuges an der  20 1. Stop the rail vehicle at the
Stillstandsposition,  Standstill position,
2. remanentes Speichern der Stillstandsposition,  2. retentive storage of the standstill position,
3. kurzzeitiges Bestromen zweier den Permanentmagneten (4) zugeordneter Spulen (7) mittels einer Fahrzeugeinrich- 3. brief energization of two permanent magnets (4) associated coils (7) by means of a vehicle
25 tung derart, dass der Metallkörper (1) mittig zwischen den Permanentmagneten (4) verharrt, 25 tion such that the metal body (1) remains in the middle between the permanent magnet (4),
4. Speichern der Schalterstellungen,  4. Save the switch positions,
5. Herunterfahren der Fahrzeugeinrichtung,  5. Shutting down the vehicle equipment,
6. Beenden der Stillstandsphase durch Hochfahren der Fahrzeugeinrichtung,  6. ending the standstill phase by starting up the vehicle equipment,
o O
7. Vergleichen der aktuellen Schalterstellungen mit den gespeicherten Schalterstellungen und  7. Compare the current switch positions with the stored switch positions and
o 8. Bewerten der gespeicherten Stillstandsposition als gültig bei Gleichheitsfeststellung in Schritt 7 und als8. Evaluate the stored standstill position as valid for equality determination in step 7 and as
Q Q
"35 ungültig bei Ungleichheitsfeststellung in Schritt 7. " 35 invalid in case of inequality determination in step 7.
4. Vorrichtung zur Durchführung des Verfahrens nach einem der vorangehenden Ansprüche, d a d u r c h g e k e n n z e i c h n e t , dass 4. Apparatus for carrying out the method according to one of the preceding claims, characterized in that
fahrzeugseitig ein Trägheitsdetektor vorgesehen ist, der zwei in Fahrtrichtung hintereinander angeordnete Permanentmagnete (4) aufweist, deren Magnetfeld in der Stillstandsposition des Schienenfahrzeuges mittels bestrombarer Spulen (7) kompensierbar ist, wodurch ein zwischen den Permanentmagneten (4) pendelnder Metallkörper (1) eine Mittelstellung zwischen den Permanentmagneten (4) einnimmt und bei Bewegung des Schienenfahrzeuges trägheitsbedingt von einem der beiden Permanent- magnete (4) angezogen wird und dabei einen Schalter (8) betätigt . An inertia detector is provided on the vehicle side, which has two permanent magnets (4) arranged one behind the other in the direction of travel, whose magnetic field can be compensated in the standstill position of the rail vehicle by means of energizable coils (7), whereby a metal body (1) oscillating between the permanent magnets (4) has a middle position between the permanent magnet (4) occupies and is attracted during movement of the rail vehicle due to inertia of one of the two permanent magnets (4) and thereby actuates a switch (8).
EP15712095.7A 2014-04-08 2015-03-17 Method and device for standstill monitoring in rail vehicles Not-in-force EP3105102B1 (en)

Applications Claiming Priority (2)

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DE102014206779.0A DE102014206779A1 (en) 2014-04-08 2014-04-08 Method and device for standstill monitoring in rail vehicles
PCT/EP2015/055504 WO2015154951A1 (en) 2014-04-08 2015-03-17 Method and device for standstill monitoring in rail vehicles

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EP3105102A1 true EP3105102A1 (en) 2016-12-21
EP3105102B1 EP3105102B1 (en) 2018-04-25

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DE102015203664A1 (en) * 2015-03-02 2016-09-08 Siemens Aktiengesellschaft Device and method for detecting a cold movement of a rail vehicle and rail vehicle with such a device
DE102015211975A1 (en) * 2015-06-26 2016-12-29 Siemens Aktiengesellschaft Train control system and method for operating a train protection system
US10210647B2 (en) 2017-03-02 2019-02-19 International Business Machines Corporation Generating a personal avatar and morphing the avatar in time

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DE566459C (en) * 1932-12-17 Ver Eisenbahn Signalwerke G M Train control device
US5736923A (en) * 1995-07-11 1998-04-07 Union Switch & Signal Inc. Apparatus and method for sensing motionlessness in a vehicle
EP2502800B1 (en) * 2011-03-25 2013-05-08 Thales Deutschland GmbH Detector for cold movement detection of a railway vehicle, and method for its operation
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DE102014206779A1 (en) 2015-10-08
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