SK9779Y1 - Device for remote supervision of at least one autonomously guided rail vehicle - Google Patents

Abstract

Device for remote supervision of at least one autonomously guided rail vehicle (100) equipped with sensors (120) and moving along the track (110) with the possibility of obstacles (200), while the remote supervision device is equipped with a connection of the rail vehicle (100) with the supervisory by the device (140) of the dispatcher (130) and the recording device (150), while the recording device (150) is connected to the monitoring device (140) and the monitoring device (140) is connected to the communication device (160) of the person in the rail vehicle ( 100).

Description

The field of technology

The presented technical solution relates to systems and processes intended for remote supervision of an autonomously guided rolling stock or a set consisting of these vehicles, for communication between the rolling stock and the dispatcher of autonomous operation, and for the control of the rolling stock to be taken over by the operator or the operator in the given rolling stock.

Current state of the art

Currently, railway transport operates on such a principle that the presence of a train driver is required in a railway vehicle, who drives the railway vehicle, supervises its movement and reacts to possible events.

In the case of operation in the degree of automation Grade of Automation (hereinafter GoA) 3 or GoA4 (defined by the International Association for Public Transport UITP: Union Internationale des Transports Publics), the rolling stock is controlled completely automatically without the presence of a driver or operator. In the case of GoA3, there is train accompanying staff in the rolling stock, in the case of GoA4 there is no staff in the rolling stock.

In both cases, it is advisable to ensure the supervision of an autonomously guided rolling stock at a remote workplace by means of a supervisory device, in which the dispatcher of autonomous operations supervises the autonomous rolling stock assigned to him and/or the autonomous train sets formed by these vehicles. If necessary, he is able to evaluate the situations that may arise and take appropriate actions, for example handing over control of the train in a reduced degree of automation to an operator who can control the train using a remote control device or a local control device. If necessary, the operator is also able to control the movement and coupling of the train through a remote control device or with a local control device.

Operator means a person assigned to an autonomous railway vehicle or a set of these vehicles, who is responsible for its driving and has the necessary authorizations and training to drive an autonomous railway vehicle in a given level of automation.

A certain degree of automation also exists in other modes of transport. These are mainly air transport, which uses the autopilot function, and rail transport on a special track such as the metro, which uses automatic train guidance. Compared to these two mentioned types of transport, however, the use of automation in rail transport on a conventional track is several times more demanding. Unlike an airplane that flies in the air and a set in a closed subway environment, a train on a conventional track in an open environment has to interact much more with the surrounding environment, and there is a several times higher probability of an emergency that an autonomous train has to deal with and solve . For this reason, it is necessary to submit a complex system for the functioning of an autonomous train, as well as a complex system for checking the correct functioning and communication. Therefore, existing solutions from other areas of transport cannot be used in this case of conventional tracks with an open environment. In addition to the aspect of an open environment, it is also necessary to take into account the fact that, unlike the metro, a heterogeneous fleet of different types of trains is operated in conventional rail transport - freight trains, passenger suburban trains, long-distance passenger trains, high-speed trains, etc., which have different requirements for operation and monitoring, while this must be reflected in the dispatch system.

Currently, in the field of conventional railway transport, there is a lack of a system ensuring supervisory activity over autonomous railway operations, which would enable constant supervision of individual trains and further enable intervention by personnel. The existing solutions do not solve the given problem, it is either a device working closely only with the infrastructure, or a security device, or providing a view of the railway operation from a purely traffic-operational point of view. The proposed solution has the prerequisites to combine resources from individual already existing systems for the supervision of autonomous train operation, whether it is parts of security or traffic-operational equipment, which are functionally expanded and supplemented with data suitable and necessary directly for autonomous operation on the railway. Integrating such functionality into current systems would be financially costly and lead to the need to maintain several versions of a given system for both autonomously operated railways and conventional conventional railways without autonomous operation. From an operational, economic and safety point of view, it is more appropriate to approach the given issue in a modular way by creating a new system for the supervision and resolution of events over autonomous railway operations, rather than carrying out integration into several existing systems.

The essence of the technical solution

The mentioned shortcomings are largely eliminated by the device for remote supervision of at least one autonomously guided rail vehicle equipped with sensors and moving along the track with the possibility of obstacles according to this technical solution. Its essence is that it is equipped with a permanent connection with the dispatcher's surveillance device and the recording device, while the recording device is connected to the surveillance device and the surveillance device is connected to the communication device of the person in the railway vehicle.

The rolling stock is advantageously equipped with remote control controlled by the operator.

In an advantageous embodiment, the rolling stock, the monitoring device and the remote control are connected to another rolling stock.

One aspect of the presented technical solution can provide a way to remotely supervise an autonomous rolling stock or a set of such vehicles. The method may include a surveillance device by which the autonomous operation dispatcher monitors the current status and location of the autonomous rolling stock and autonomous train sets. If necessary, he is able to evaluate the situations that may arise and take appropriate actions, for example handing over the train in a reduced degree of automation to the operator, who can control the train using a remote control device or a local control device. If necessary, the operator is also able to control the movement and coupling of the train through a remote control device or with a local control device.

Another aspect of the presented technical solution can provide a way to hand over control of an autonomous rail vehicle or a set of these vehicles to an operator. This handover is carried out by the autonomous operation dispatcher using a supervisory device, who will also further determine what type of control and level of automation will be transferred to the operator.

Compared to other existing patents dealing with the issue of autonomous train and operation, this patent offers a complex functioning of the system of autonomous operation, focusing not only on the autonomous train itself, but also on remote supervision and control of trains and on communication between the train and other objects with which interacts.

Thanks to the functioning system of the autonomous train, the dispatching environment and the activities of the operator, rail transport can get several new benefits. Thanks to sensors that can monitor the surroundings of the train while driving and an advanced intelligent decision-making system, the safety of the train will be increased, even in low-visibility situations when the driver has impaired conditions. For example, thanks to lidar and an infrared camera, an autonomous train can detect obstacles in the fog at a greater distance than the driver, and thus react more quickly to emerging circumstances and prevent a potentially dangerous situation. Also, dangerous situations arising due to inattentiveness or fatigue of the train driver are eliminated, e.g. overlooked "stop" signal. The constant supervision of the dispatcher over the autonomous trains also increases the safety of the autonomous operation, when a direct, continuous communication link with the autonomous train enables a quick and efficient response to an emergency situation. This also increases the efficiency of rail transport operation and can also help with a lack of qualified personnel. A functioning system of autonomous operation can lead to an increase in the attractiveness and interest of passengers in rail transport. A larger number of people transported by rail can then significantly reduce the overall burden on the environment, because rail transport is a very energy-efficient form of transport.

The advantage of the solution is the integration of data from individual autonomous train systems and data specific to autonomous operation into one system. The whole complex system consists of a supervisory terminal, a server data storage, an autonomous train mission planner, a remote control application and a communication device.

The server data storage makes it possible to store the necessary information about trains under supervision, securely stores operational data and operations related to autonomous operation, ensures authorization and authentication of users and operators, and manages individual trains between the supervisory workplace and operators.

Remote control application - enables remote control of the train if necessary.

Service application - enables service intervention in autonomous train systems, their diagnostics, calibration, configuration, reading of data and records.

Terminal - ensures supervision of individual trains for a given area or workplace. It allows the display of train operational data, communication between the control center and the train operator, and allows the control mode to be adjusted and transmitted safely to the operator. It also allows you to monitor the status

SK 9779 Υ1 of newly built infrastructure for autonomous operation - stationary camera systems, optical barriers, etc.

The mission planner - ensures the management of individual actions to be performed by the train, possibly associating the mission of the train with the timetable, etc.

Connection to existing systems: GTN - timetables, operational information, ETCS, connection to conventional security devices, e.g. diagnostic data about the security device.

Overview of images on drawings

The device for remote supervision of at least one autonomously guided rail vehicle according to this technical solution will be described in more detail using specific examples of implementations using the attached drawings, where in fig. 1 is a basic diagram of the connection between an autonomous rolling stock and a remote dispatching workplace and their mutual communication;

Fig. 2 is a diagram of the connection of the autonomous rolling stock, the remote dispatching workplace and the operator and their mutual communication and transfer of authority over the control of the rolling stock; and fig. 3 is a diagram of the interconnection of autonomous rolling stock, the remote dispatching workplace and the operator and their mutual communication and transfer of control powers when moving or connecting individual autonomous rolling stock.

It should be noted that for the sake of simplification and clarity of the illustrations, individual parts of the sketches do not have to be on the same scale. Descriptive numbers always have the same meaning on individual drawings when they indicate the same or analogous elements.

Implementation examples

Various aspects of the presented technical solution are specified in the following description. For the purpose of a thorough understanding of the presented technical solution, specific configurations of elements and specific details are given in the description. However, it will be apparent to one skilled in the art that the proposed technical solution may be practiced without the specific details provided herein. In addition, well-known elements may be omitted or simplified in order not to overwhelm and obscure the presented technical solutions. With reference to the attached sketches, it should be emphasized that the data shown are only exemplary, serving the purposes of an illustrative discussion of the technical solution presented and are presented for the purpose of providing what is considered to be the most useful and easily understandable description of the principles and conceptual aspects of the technical solution. In this regard, no attempt is made to show specific details of the technical solution in more detail, but only such details as are necessary for a basic understanding of the technical solution. The description of the technical solution, including sketches, corresponds to such a level of understanding that it is made clear to an expert in the field how parts of the technical solution can be used in practice.

Before at least one example of the implementation of the technical solution is explained in detail, it should be emphasized that the technical solution is not limited in its application to the details of the construction and arrangement of the components mentioned in the following description or shown in the sketches. The technical solution is applicable to other embodiments, which can be practiced in different ways, as well as in a combination of the described embodiments. It is also understood that the nomenclature and terminology used are for descriptive purposes only and should not be construed as limiting.

In fig. 1 is a schematic representation of the connection between an autonomous rolling stock and a remote dispatching workplace and their mutual communication.

A rail vehicle 100 is shown here located on a rail track 110. Sensors 120 are installed in the rail vehicle 100, which are used to enable the rail vehicle to drive autonomously without a driver or operator. These sensors 120 can be different types of cameras, e.g. high-resolution camera, thermal camera, stereo camera, but also other devices working on a different principle, e.g. lidar, sonar, ultrasound. The railway vehicle 100 monitors the situation on the railway track 110 and its surroundings using sensors 120 and subsequently evaluates the situation. The rolling stock 100 also sends information about its status to the dispatcher 130 at the dispatching station. This information is displayed through the surveillance device 140. The information sent may include the current position of the rolling stock 100, the current status and data from the sensors 120, the status of all systems of the rolling stock 100, information related to the operation of the rolling stock 100, and the like. The rolling stock 100 further sends important operational data to the recorder

SK 9779 Υ1 device 150, for example obstacle detection, vehicle stop, which can be requested at any time to be displayed by the dispatcher 130 through the surveillance device 140.

The dispatcher 130 can use the monitoring device 140 to communicate with the railway vehicle 100, or with the communication device (160) of the person in the given railway vehicle 100 and, based on this communication, can evaluate the state of the railway vehicle 100 and the operational situation on the railway line 110. The communication device ( 160) person means any personnel of the operator of the rolling stock 100 who meets the set conditions of the operator for the actions required by the dispatcher 130. If necessary, the dispatcher 130 can, for example, stop the rolling stock 100 using the surveillance device 140.

In fig. 2 is a diagrammatic representation of the connection of the autonomous rolling stock, the remote dispatching workplace and the operator, including their mutual communication and the transfer of authorizations over the control of the rolling stock.

If the rail vehicle 100 using the sensors 120 detects an obstacle 200 on the rail line 110 and it is necessary to stop it, or if the sensors 120 fail, or if there are any other circumstances requiring the evaluation of the situation in the rail vehicle 100 or its surroundings, the rail vehicle 100 immediately informs about the given fact to the dispatcher 130 at the dispatching workplace through the surveillance device 140 and at the same time the given event is recorded in the recording device 150. The dispatcher 130 then evaluates the situation using information from the sensors 120 and other data sent by the rolling stock 100 and decides whether the rolling stock 100 can continue autonomous driving. The dispatcher 130 has the opportunity to review the current data to evaluate the situation, or to request data back from the recording device 150.

In the event that the dispatcher 130 evaluates that the rolling stock 100 cannot continue autonomous driving, he must decide to transfer control of the rolling stock 100 to the operator 210. According to the situation, the dispatcher 130 first selects the type of remote control corresponding to the given level of automation through the monitoring device 140. He can choose to have the operator 210 in full control of the rolling stock 100, or he can grant the operator 210 only simplified control of the rolling stock 100. In this case, the rolling stock 100 operates in a semi-autonomous mode under the direct, continuous supervision of the operator 210.

After selecting the control method, the dispatcher 130 through the supervisory device 140 selects an available operator 210 with the corresponding authorization to control the rolling stock 100 at the given level of automation. After selecting a specific operator 210, the dispatcher 130 requests through the monitoring device 140 to take over control of the railway vehicle 100 of the selected operator 210. This takeover is only possible if the railway vehicle 100 is in a safe state, which is determined by the given legislation and operational regulations of the railway operator vehicle 100. When the operator 210 confirms taking control of the rolling stock 100, he can start controlling the assigned rolling stock 100 through the remote control device 220. The rolling stock 100 sends the necessary train control data to the remote control device 220 and simultaneously sends it to the supervisory device 140. The data sent to the remote control device 220 corresponds to the selected method of controlling the railway vehicle 100. The dispatcher 130 can use the supervisory device 140 to take control of the railway vehicle 100 from the operator 210. This action is possible if the circumstances leading to the assignment of the vehicle 100 to the operator 210 have passed and at the same time the rolling stock 100 is in a safe state defined by operating rules and decrees on withdrawal of authorizations. The dispatcher 130 then switches the train to the desired automation mode via the supervisory device 140.

In fig. 3 is a diagrammatic representation of the connection of rolling stock, the remote dispatching workplace and the operator and their mutual communication and the transfer of authority over control when moving or connecting individual autonomous rolling stock.

When it is necessary to connect the rail vehicle 100 equipped with sensors 120 to another rail vehicle 300, the dispatcher 130 assigns the rail vehicle 100 and another rail vehicle 300 to the operator 210 in a specific mode designed to move or couple the rail vehicles through the supervisory device 140.

The dispatcher 130, through the supervisory device 140, selects an available operator 210 authorized to shift or couple. After selecting a specific operator 210, the dispatcher 130 requests through the monitoring device 140 to take over control of the rolling stock 100 and another rolling stock 300. This takeover is only possible if the rolling stock 100 and other rolling stock 300 are in a safe state defined by the operating rules and decrees. When the operator 210 confirms taking control of the rolling stock 100 and the other rolling stock 300, the operator 210 can initiate a shift or coupling through the remote control device 220. The rolling stock 100 and the other rolling stock 300 send the data necessary for coupling or

SK 9779 Υ1 shift. After the end of the shift or coupling announced by the operator 210, the control over the rolling stock 100 and another rolling stock 300 is taken away from the operator 210 by the dispatcher 130 through the monitoring device 140. This action is only possible if the rolling stock 100 and the other rolling stock 300 are in a safe condition. The dispatcher 130 subsequently switches the train to the desired automation mode through the supervisory device 140.

Industrial applicability

The presented solution finds application mainly in railway transport for the remote supervision of an autonomously guided rolling stock or a set consisting of these vehicles, for communication between the rolling stock and the dispatcher of autonomous operation, and for taking over control of the rolling stock by the operator or the operator in the given rolling stock.

Claims (3)

1. A device for remote supervision of at least one autonomously guided rail vehicle (100) equipped with sensors (120) and moving along a rail track (110) with the possibility of obstacles (200), characterized in that it is equipped with a vehicle connection (100 ) with the monitoring device (140) of the dispatcher (130) and the recording device (150), while the recording device (150) is connected to the monitoring device (140) and the monitoring device (140) is connected to the communication device (160) of the person located in rail vehicle (100). 2. The device according to claim 1, characterized in that the rail vehicle (100) is equipped with 10 remote controls (220) controlled by an operator (210). 3. The device according to claim 2, characterized in that the rail vehicle (100), the monitoring device (140) and the remote control (220) are connected to another rail vehicle (300).