EP1391365B1 - Electronic coupling device - Google Patents

Abstract

The method involves transmitting a message containing propulsion and braking control information or ready signals for activating an electric drawbar to a following rail vehicle (Z2) from a rail vehicle (Z1) with zero speed or with a speed below a predetermined minimum speed. After reception of message, the following rail vehicle approaches the rail vehicle ahead up to a predetermined distance.

Description

The invention relates to a computer program for electronic coupling of rail vehicles in the area of breakpoints in rail-bound public transport. Such a computer program is known from FR 2572043.

In rail-bound public transport, the requirements for train follow-up times are high. In particular at breakpoints, e.g. Platforms of subway stations, the requirements are difficult to fulfill. By driving in absolute braking distance (mobile block) and short blocks is trying to minimize the train change times. Typical values for the follow-up time, also called train change time, were between 1 and 2 minutes; It contains a holding time of typically 0.5 minutes. The most significant variable that can be influenced is the time it takes for a train to move from the entry signal to the stop at the platform when moving up. An oncoming train is a train that follows or follows a stopping or preceding train. Previous methods always leave a gap between preceding vehicles and the following train, which includes at least the braking distance of the following train and additionally a safety distance.

The object of the invention is to minimize the train change times at stops in rail-bound public transport.

This problem is solved by a computer program according to claim 1.

The implementation of the electronic tiller requires investments only where they are necessary, namely at breakpoints where the turnaround time is insufficient.

By means of the electronic drawbar a time saving of approx. 10 seconds compared to the drive in the absolute braking distance is possible. The pull sequence time is thus shortened significantly e.g. from 1 minute to 50 seconds, which equates to a time saving of about 17%.

In particular, the reduction of the pull-following time speeds up the resolution of, e.g. caused by an operational disturbance congestion.

The electronic drawbar can be retrofitted, its subsequent implementation in an existing infrastructure is possible in a simple manner. Depending on the equipment level of the trains u.U. an implementation by means of a computer program is possible, which performs the special functions for the activation and deactivation of the electronic drawbar. This is particularly advantageous for increased passenger numbers, since the resulting longer holding times can be compensated by the time saved by means of electronic drawbar.

The risk of a rear-end collision is very low. Even if this happens, the expected damage is very low due to the low impact speed.

The electronic drawbar is realized by facilities in the trains and is therefore a decentralized system. The decentralized system has considerably shorter reaction times than a central system. The Trains communicate directly with each other without the interposition of a central office and are therefore in a tight temporal coupling.

The inventive computer program electronic coupling of rail vehicles in the area of breakpoints in rail-bound public transport and thus to implement an electronic drawbar is particularly characterized in that a rail vehicle at zero speed or at a speed below a predetermined minimum speed emits a telegram, which control information on the Driving and braking distance control or standby signals for activating the electronic drawbar for a subsequent rail vehicle includes that the subsequent rail vehicle after receiving the telegram of the preceding rail vehicle approaches the preceding rail vehicle to a predetermined distance.

If a rail vehicle, such as a S-Bahn or a subway stops at a platform of a stop, a subsequent can zoom up to a few meters to the stop. If the preceding vehicle detects a standing of the train, eg by evaluating the speedometer, a telegram is automatically generated and transmitted. The transmission takes place, for example, via line conductors, which are also installed in the area of a subsequent rail vehicle. The following rail vehicle detects the telegram via the line conductor, throttles its speed to a few km / h and approaches the preceding vehicle up to a few meters. The telegram contains, for example, standby signals for activating the electronic drawbar. The following rail vehicle communicates eg via the line conductor with the preceding rail vehicle for the purpose of tuning the activation and locking of the electronic drawbar. Communication proceeds, for example, as follows: The train ahead holds and transmits readiness signals to activate the electronic tiller. The following train detects the ready signals and sends signals to the train in front, which indicate its readiness for activation. The preceding train receives these signals and sends request signals to the following train. By means of these signals, the following train is to be asked to tell when it has reached the predetermined distance. The following train sends acknowledgment signals indicating that the distance has been reached. The preceding train transmits control information about the driving and braking distance control upon receipt of the confirmation signals. The following train receives the control information and controls it by itself. As soon as the preceding train starts, the following train also starts with the same driving control, with the same acceleration, at the same speed and at the same time as the preceding one. Both trains are at this time connected by a virtual drawbar and behave in terms of propulsion as a single train. If the train in front brakes, the following train also brakes at almost the same time. Only a safety distance of a few meters is maintained between the two trains. The distance is eg 5 to 20 meters.

Alternatively, a communication is running e.g. as follows: The preceding train holds and sends control information about the driving and braking distance control. The following train detects the control information and then moves up to the predetermined distance on the train in front and automatically switches on reaching the distance to the remote control of the subsequent train by the preceding. As soon as the distance is reached, the preceding train thus takes over the propulsion of the following train. The alternative does not require bidirectional communication between subsequent and preceding trains.

In order to further minimize train change times, it is particularly advantageous in the case of heavy traffic when the train in front already transmits telegrams while it is entering a stop and before it has come to a standstill. Telegrams are transmitted, for example, as soon as the speed of the preceding train is below a predetermined minimum speed. Advantageously, the telegrams are sent out only when an entry signal for the stop has been received and the area where line conductors have been laid is reached.

The area laid in the line conductor extends, for example, from the entry signal point to the exit signal point. Alternatively, it extends to an area in front of the entrance signal location. In a further variant, it also extends to an area after the Ausfahrsignalstelle. The location of the area also depends on the location on the trains to which the facilities for carrying out the process are attached.

Instead of line conductors also radio can be used. Advancing and succeeding trains communicate e.g. via Bluetooth or wireless LAN; LAN = Local Area Network.

After approaching the preceding rail vehicle up to the predetermined distance, the following rail vehicle can be operated by means of the control information received from the preceding rail vehicle on the driving and braking distance control.

The computer program for a control unit for the electronic coupling of rail vehicles in the area of stops in rail-bound public transport and for use in a preceding rail vehicle is particularly characterized in that at a speed of zero or a speed below a predetermined minimum speed, a telegram is generated, which control information via the driving and braking distance control or standby signals for activating an electronic drawbar for a subsequent rail vehicle contains. The computer program is implemented on the preceding vehicle in this embodiment.

The computer program for a control unit for the electronic coupling of rail vehicles in the area of stops in rail-bound public transport and for use in a subsequent rail vehicle is particularly characterized in that upon receipt of a telegram of a preceding rail vehicle including control information about the driving and braking distance control or standby signals for activation An electronic drawbar control signals are generated to control the subsequent rail vehicle such that it approaches the preceding rail vehicle to a predetermined distance. The computer program is implemented in this embodiment on the subsequent rail vehicle.

Both computer programs can be implemented on the same rail vehicle. For this purpose, one and the same control unit can be used or two or more control units can be used. The rail vehicle is thus able to act both as a preceding vehicle and as a subsequent rail vehicle. Likewise, it is cost-effective to provide only one transmitting / receiving unit per train, which can then be used, for example, both for the reception in a subsequent rail vehicle as well as when transmitting at a preceding rail vehicle.

Fig. 1

eine schematische Darstellung eines erfindungsgemäßen betrieblichen Ablaufs einer elektronischen Kopplung von zwei Zügen im Haltepunktbereich und

Fig. 2

einen schematisch dargestellten Aufbau von technischen Einrichtungen zur Durchführung der elektronischen Kopplung nach Fig. 1.

In the following the invention will be explained with reference to an embodiment with the aid of two figures. Show it:

Fig. 1

a schematic representation of an inventive operational sequence of an electronic coupling of two trains in the breakpoint area and

Fig. 2

a schematically illustrated construction of technical facilities for performing the electronic coupling of FIG. 1.

The embodiment will first be explained with the aid of Fig. 1. Fig. 1 shows the operational sequence of an electronic coupling of two trains in the breakpoint area.

The situation is considered at a breakpoint. The section on the platform is limited by the approach signal Esig and the extension signal Asig. To optimize the train following time, the distance between the preceding train Z1 and the following train Z2 should be minimized.

In a first period a) train Z1 has already entered the station, stops at the platform and transmits telegrams. Train Z2 approaches the station and brakes due to the entry signal Esig, which stops, stops red or continues driving.

In a second period b) train Z2 receives the telegrams from train Z1 and then activates the electronic drawbar. The continuation of train Z2 at slow speed is now allowed. The distance sensor on the train Z2 and a special computer program are activated, which monitor the determined distance to the train Z1. Instead of using a distance sensor on the train Z2, the onward journey may also be permitted up to a second entry signal directly in front of the platform, if in the telegram transmitted by the train Z1, for example, information is contained which states that the train Z1 is already in the prescribed position on the platform and thus does not protrude into the entry area. The train Z2 moves at a reduced speed until the second entry signal, knowing that train Z1 is already on the platform and thus the route to the platform is free. The second entry signal then specifies a minimum value of the approach to the train Z1.

In a third period c), train Z2 moves closer to train Z1.

In a fourth period of time d), train Z2 has the predetermined distance S, which can also be referred to as the minimum distance, or reaches the minimum value. Now the electronic drawbar is locked. Thus the virtual coupling of train Z2 to train Z1 has taken place; a mechanical coupling does not take place. This means that henceforth train Z2 is controlled by train Z1. Both trains behave like a train. They are connected by a virtual drawbar. As soon as train Z1 moves, train Z2 also moves due to the same drive signals. The distance between both moves is kept constant.

In a fifth period e) train Z1 begins to extend. Train Z2 follows train Z1 at a distance S.

In a sixth period f), train Z1 continues to travel. Train Z2 follows train Z1 further at a distance S. Train Z2 is already in the platform area.

In a seventh period g) train Z2 reaches the braking point on the breakpoint. The information about the brake application point receives train Z2, for example via the line conductor. The transmitting / receiving unit of the train Z2 is able to work in multicast mode, ie to receive driving signals from train Z1 and to receive brake application point signals simultaneously or as part of the time division multiplex. After receipt of the brake application point signals in train Z2 the electronic drawbar solved and the braking is initiated. The solution of the electronic drawbar can also be referred to as deactivation. Train Z2 regains control over its driving. Train Z1 continues unaffected. Also during operation of the electronic drawbar and after locking is provided to increase safety in an advantageous manner that train Z2 can intervene independently in their own driving. For example, by means of the distance sensor, the distance to the train Z1 in front is determined and braking is initiated independently and automatically when the distance S is undershot. Furthermore, a switchover to manual operation is possible as an option.

In an advantageous embodiment is provided to increase the security that the area are laid in the line conductor is designed so that telegrams from train Z1 to train Z2 no later than shortly after the braking point can not get to train Z2, because train Z1 already outside of the area. As a result, the electronic drawbar is controlled up to a predetermined time interrupted and thus disabled. When the electronic drawbar is deactivated, train Z2 initiates braking immediately, causing train Z2 to stop at the platform.

In an eighth period h), the distance between the trains Z1 and Z2 increases because train Z2 brakes and train Z1 continues to accelerate. Train Z1 has already left the platform. Train Z2 stops properly at the platform.

For a train Z2 following train the operational sequence is given by the periods a) to h). Train Z2 becomes the next train. If train Z2 has already left the platform before the next train approaches the breakpoint, the following train will drive in normally and without an electronic drawbar. The electronic drawbar is activated only when needed. The timetable can also be designed so, for example, at peak times that the Traction time is chosen so short that the electronic drawbar is usually activated and locked for each retracting train.

Instead of electronically coupling only two trains, more than two trains, e.g. three or four are coupled together electronically. A train in front then controls two or more consecutive trains via telegrams, each train keeping a distance S to its directly preceding train.

The embodiment will now be explained further with the aid of Fig. 2. FIG. 2 shows technical devices for carrying out the electronic coupling according to FIG. 1.

In a preceding train Z1, a control unit E1, a distance sensor S1 and a transmitting / receiving unit A1 are arranged in the direction of travel behind. In a subsequent train Z2, a control unit E2, a distance sensor S2 and a transmitting / receiving unit A2 are arranged in the direction of travel behind.

In the area of the stop, a scope is defined in which line conductors are laid and in which a trip with an electronic drawbar is permitted. The transmitting / receiving units A1 and A2 communicate with each other via the line conductors.

• Zug Z1 hält am Bahnsteig. Steuereinheit E1 detektiert eine Geschwindigkeit des Zuges von Null und sendet daraufhin Telegramme via Sende-/Empfangseinheit A1 in die Linienleiter.
• Zug Z2 empfängt die Telegramme von Zug Z2 über die Sende-/Empfangseinheit A2 und die Linienleiter leitet sie zur Steuereinheit E2.

The operational procedure for activating and deactivating the electronic tiller is as follows:

• Train Z1 stops at the platform. Control unit E1 detects a speed of the train from zero and then sends telegrams via the transmitting / receiving unit A1 in the line conductor.
• Train Z2 receives the telegrams from train Z2 via the transmitter / receiver unit A2 and the line conductor forwards them to the control unit E2.

Control unit E2 determines the speed of the train Z2. If it falls below a predetermined limit speed, e.g. 5 to 20 km / h, the activation of the electronic tiller is allowed. Control unit E2 initiates the activation and controls the train Z2 for the purpose of pulling up on train Z1. When moving up, distance sensor S2 is activated by control unit E2 in order to determine the distance to train Z1. Train Z2 moves to train Z1 with maximum limit speed on train Z1 up to a predefined distance S. Then the electronic drawbar is locked. To increase the signal safety, distance sensor S1 can be used before locking to verify the measurements of distance sensor S2.

After a stop, train Z1 leaves the platform and leaves. The electronic drawbar is locked at this time and the control unit E1 has access to the driving and braking control of train Z2 via the transmitting / receiving unit A1, the line conductors and the transmitting / receiving unit A2. By means of this access, control unit E1 drives train Z1 and train Z2 synchronously, i. Train Z2 approaches almost at the same time and with the same acceleration as train Z1 and follows it at a distance S.

If train Z1 leaves the line conductor area, and thus the validity range, control unit E2 no longer receives any telegrams and control unit E1 no longer has access to train Z2. At the latest at this time, the service brake of Zug Z2 is triggered. Train Z2 brakes and stops at the platform.

A device for an electronic drawbar may include both a control unit E1, a distance sensor S1 and a transmitting / receiving unit A1 as well as a control unit E2, a distance sensor S2 and a transmitting / receiving unit A2. The functionalities of the control units E1 and E2 can also be integrated in a control unit. The functionalities of the transceiver units A1 and A2 can also be integrated in a transceiver unit. Instead of two distance sensors S1 and S2, which are eg used simultaneously for the determination of the distance to the preceding train, only one distance sensor can be used; two, however, increase security. Such a device for an electronic drawbar is able to perform the control of the activation and deactivation of the electronic drawbar both for a preceding train and for a subsequent train. The device is arranged eg in the direction of travel forward. Ideally, the device is part of an already existing device of a traction vehicle. The upgrade of existing traction units is thus facilitated and is also inexpensive. Usually, a train is equipped both at the head and at the end of the train with a locomotive to allow the drive in both directions. Are now both vehicles of a train equipped with a device for an electronic drawbar or with their functionality, so the train can be operated in both directions by means of electronic drawbar.

Claims (6)

1. Computer program for a control unit for electronically coupling rail vehicles in the area of stops in short-distance rail transport systems, characterized in that on receiving a message from a rail vehicle ahead, propulsion and braking control information or ready signals for activating an electronic drawbar, control signals are generated for controlling the following rail vehicle in such a way that it approaches the rail vehicle ahead up to a predetermined distance (S), the message from the rail vehicle ahead being transmitted at zero speed or at a speed below a predetermined minimum speed.
2. Computer program for a control unit for electronically coupling rail vehicles according to Claim 1, characterized in that a signal of a distance sensor (S1), which measures the distance to a following rail vehicle, is generated, and the measurement result is communicated to the control unit (E1), the control unit (E1) comparing the measurement result with a maximum value and stopping the transmission of messages if the maximum value is exceeded.
3. Computer program for a control unit for electronically coupling rail vehicles according to Claim 1, characterized in that a signal of a distance sensor (S1), which measures the distance to a following rail vehicle, is generated, and the measurement result is communicated to the control unit (E1), the control unit comparing the measurement result with a minimum value or a predetermined or communicated distance (S), and stopping the transmission of messages if it is less than the minimum value or does not agree with the distance (S).
4. Computer program for a control unit for electronically coupling rail vehicles according to Claim 1, characterized in that the program of the transceiver unit (A1) communicates a platform exit signal to the control unit (E1), and that the control unit (E1), after receiving the platform exit signal, stops the transmission of messages.
5. Computer program for a control unit for electronically coupling rail vehicles according to Claim 1, characterized in that the program of the transceiver unit (A1) communicates a platform entry signal to the control unit (E1), and that the control unit (E1), after receiving the platform entry signal and in the case that the speed is determined to be zero, controls the transceiver unit (A1) to transmit a message which contains propulsion and braking control information or ready signals for activating an electronic drawbar for the other rail vehicle.
6. Computer program for a control unit for electronically coupling rail vehicles according to Claim 1, characterized in that the program of the transceiver unit (A1), when it receives a message from a following rail vehicle, communicates it or the information about it to the control unit (E1), and that the control unit (E1), after it receives the message from the following rail vehicle or the information about it, and in the case that the speed is determined to be zero or a speed below a predetermined minimum speed, controls the transceiver unit (A1) to transmit a message which contains propulsion and braking control information for the other rail vehicle.

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