EP2328791A1 - Procédé et dispositif de commande automatique de véhicules guidés et installation à piste magnétique - Google Patents

Procédé et dispositif de commande automatique de véhicules guidés et installation à piste magnétique

Info

Publication number
EP2328791A1
EP2328791A1 EP09782022A EP09782022A EP2328791A1 EP 2328791 A1 EP2328791 A1 EP 2328791A1 EP 09782022 A EP09782022 A EP 09782022A EP 09782022 A EP09782022 A EP 09782022A EP 2328791 A1 EP2328791 A1 EP 2328791A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
drive
speed
vehicles
track
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.)
Withdrawn
Application number
EP09782022A
Other languages
German (de)
English (en)
Inventor
Marian Dittmar
Markus Dymek
Rainer Hradetzky
Dirk Lotter
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 AG
Original Assignee
Siemens AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP2328791A1 publication Critical patent/EP2328791A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • B60L13/10—Combination of electric propulsion and magnetic suspension or levitation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2210/00—Vehicle systems
    • B61L2210/04—Magnetic elevation vehicles [maglev]

Definitions

  • the present invention relates to a method for automatically controlling lane-bound vehicles, in particular long-stator motor drive vehicles, traveling along a lane-equipped track, the track being divided into drive sections in which only one vehicle is driven at a time can be.
  • the present invention has for its object to provide a comparatively easy to implement yet powerful process of the type mentioned.
  • This object is achieved by a method for automatic control of track-bound vehicles, in particular of vehicles for magnetic trains with Langstatormoto- rantrieb, moving along a equipped with stopping places track, the route is divided into drive areas, in which at the same time only one Vehicle can be driven, with one in each case for the monitoring and control of the respective vehicle.
  • the speed of the respective vehicle with respect to a respective preselected stopping place is monitored and controlled such that the speed at any time between a minimum speed that allows the vehicle, in case of failure of his drive alone due to its kinetic energy preselected To reach stopping place, and a maximum speed, to which a braking of the vehicle is ensured to the preselected stopping place is, and in successive vehicles preselecting arranged in a still occupied by a preceding vehicle drive area holding station for monitoring and controlling the speed of the subsequent Vehicle is authorized, provided that this is ensured on the basis of the monitored minimum speed of the preceding vehicle and the monitored maximum speed of the following vehicle moving vehicle has cleared the relevant drive range before arrival of the following vehicle in this drive range.
  • the method according to the invention is advantageous in that it enables automatic control of the vehicles in such a way that the control of a following vehicle can already take place with reference to a stopping place which is arranged in a drive region which follows in the direction of travel and at the relevant time still by a preceding vehicle is occupied.
  • the speed of the vehicles is monitored and controlled in each case in relation to a preselected stopping place such that the speed of the vehicles is always between a minimum speed and a maximum speed.
  • the minimum speed is defined as the speed which allows the vehicle even under unfavorable circumstances, in the event of failure of its drive solely due to its movement gie to reach the following in the direction of travel, preselected stopping place.
  • the particular route profile is preferably taken into account.
  • the method according to the invention offers the fundamental advantage that control technology can already be used to hold and control the speed of the following vehicle, although the drive area in which this stop is located is still occupied by the preceding vehicle at the relevant time ,
  • a consideration of the times in which the preceding vehicle has left the respective drive range at the latest and at which the following vehicle will have reached this drive range at the earliest makes it possible, in spite of the already released or further switching of the following vehicle with respect to that in the Even occupied drive area arranged stopping place, that is, despite already successful monitoring and control of the following vehicle relative to this stop, to exclude that at any time both vehicles will be simultaneously in the respective drive range.
  • the method according to the invention is designed such that the automatic control of the vehicles is carried out by means of track-side train-influencing units.
  • track-side train control units are usually already used in the context of the automatic control of vehicles and thus also for the inventive method for
  • the track-side train-influencing units are advantageously designed for communication with train-influencing units on the vehicle.
  • the method according to the invention is configured in such a way that the automatic control of the vehicles is carried out by means of train-side influencing units assigned to a drive area and control data is transmitted at least between the train-influencing units of adjacent drive areas in the context of the automatic control.
  • a corresponding exchange of control data between the train control units of adjacent drive areas advantageously makes it possible in a particularly simple manner for information to be stored between the decentralized train control units, for example with regard to the respective monitored maximum and minimum speeds and, if appropriate, also the actual speeds of the vehicles. units can be exchanged and thus also used to control the vehicles.
  • the inventive method is configured such that upon reaching the minimum speed and / or the maximum speed of the drive in the drive range in which the vehicle in question is stopped. This is advantageous since switching off the drive in the relevant drive region ensures that further deceleration or further acceleration of the vehicle, for example due to a malfunction, which would lead to falling below the minimum speed or exceeding the maximum speed, is avoided or prevented becomes. Continued travel of the vehicle at least up to the preselected stopping place is ensured by the kinetic energy of the vehicle.
  • the described embodiment of the method according to the invention is suitable for any type of vehicle, i. for example, in a wheel-rail system, can be used; However, due to the lack of frictional losses in this case, the use of vehicles in the form of magnetic tracks is particularly preferred.
  • the invention further relates to a control device for the automatic control of track-bound vehicles, in particular vehicles for magnetic levitation long-stator motor drive, which move along a station equipped with stopping places, wherein the route is divided into drive areas, in which at the same time only one vehicle can be driven ,
  • the object of the present invention is to provide a control device of the present invention.
  • a control device for automatically controlling track-bound vehicles, in particular vehicles for long-stator motor drive maglevs, which move along a route equipped with stopping points, wherein the route is subdivided into drive areas in which only one at a time Can be driven vehicle, wherein the control device is formed such that in each case one following in the direction of travel stop position is preselected for the monitoring and control of the respective vehicle, wherein the speed of the respective vehicle is monitored and controlled based on the respectively selected stopping place such that the Speed at any time between a minimum speed, which allows the vehicle to reach the preselected stopping place in case of failure of his drive solely due to its kinetic energy, and a maximum speed, to which a deceleration of the vehicle is secured to the preselected stopping place, and in successive vehicles, preselecting a stopping place for monitoring and arranged in a driving area still occupied by a preceding vehicle
  • Controlling the speed of the following vehicle is allowed, provided that is guaranteed based on the monitored minimum speed of the vehicle ahead and the monitored maximum speed of the following vehicle that the preceding vehicle will have cleared the relevant drive range before the arrival of the following vehicle in this drive range.
  • control device configured such that it has track-side train-influencing units for the automatic control of the vehicles.
  • control device can advantageously also be developed in such a way that the track-side train control units are each assigned to a drive area and at least the train control units of adjacent drive areas are designed as part of the automatic control for the mutual transmission of control data.
  • control device is configured such that upon reaching the minimum speed and / or the maximum speed of the drive in the drive range in which the vehicle is located, is turned off.
  • the invention further comprises a magnetic track system with at least one control device according to the invention or at least one of the previously described preferred developments of the control device according to the invention.
  • a route for vehicles 20, 30 is shown in the form of magnetic levitation vehicles.
  • the route is subdivided into individual directly adjoining drive regions 1, 2, 3, of which the outer drive regions 1 and 3 are each only partially shown.
  • the individual drive regions 1, 2, 3 are separated from one another by drive range limits 4 and 5, wherein at the same time in each of the drive regions 1, 2, 3 only one vehicle 20, 30 can be driven.
  • other vehicles in the respective drive area 1, 2, 3 be turned off.
  • stops 6, 7 are indicated by a small vertical line and a stop symbol.
  • the holding stations 6, 7 are provided with at least means that allow emergency evacuation of passenger gas and access by auxiliary staff.
  • a stop of a magnetic levitation vehicle is usually allowed only in respective holding areas 6, 7, which are not necessarily regular stops, which are provided in normal driving for the removal and boarding of passengers.
  • the vehicles 20, 30 travel the route in the same direction of travel F.
  • the vehicles 20, 30 are each monitored and controlled such that their speed is always between a minimum speed and a maximum speed.
  • the minimum speed is defined by the fact that it is still possible under all circumstances for the vehicle to reach the presumed stopping position following failure of its drive solely on account of its kinetic energy, ie due to its kinetic energy.
  • the respective route profile is taken into account.
  • the maximum speed is defined as the speed to which it is ensured that a deceleration of the vehicle 20 or 30 to the preselected stopping place 6 or 7 is still possible under unfavorable circumstances. This means, for example, that a stop within the preselected stopping place 6 or 7 at the maximum speed, for example, even in unfavorable wind conditions is ensured.
  • the joint consideration of the time at which the vehicle 30 will have left the drive area 2 at the limit 5 at the latest and the time at which the vehicle 20 will have reached the limit 4 for the drive area 2 at the earliest exclude that both vehicles 20, 30 at the same time in the drive area 2.
  • Such a simultaneous stay of the vehicles 20, 30 in the drive region 2 can be advantageously excluded, although the vehicle 20 has already been released to the stopping place 6, ie although the monitoring and controlling the vehicle 20 already in terms of its minimum and maximum speed takes place based on the stopping place 6.
  • the method described has the advantage that it does not necessitate any changes or extensions to the hardware of the drive areas 1, 2, 3 or the hardware of the associated operating control technology, that is to say of control devices used in the context of the operating control technology.
  • This has the consequence that the described method is characterized by the fact that essentially only a control technology adaptation is required, which can be provided for example in the form of a corresponding software change or extension, with relatively little effort and therefore also particularly cost feasible.
  • the drive areas 2, 3, in which the holding stations 6, 7 are arranged, in relation to which the monitoring and control of the vehicles 20 and 30 takes place advantageously different.

Landscapes

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

Abstract

L'invention concerne un procédé de commande automatique de véhicules guidés (20, 30) qui se déplacent le long d'un parcours équipé de stations d'arrêt (6, 7), ledit parcours étant subdivisé en zones  d'entraînement(1, 2, 3) dans lesquelles, dans un même temps, un seul véhicule (20, 30) peut être entraîné. L'invention est caractérisée en ce que, pour le contrôle et la commande de chaque véhicule (20, 30), une station d'arrêt (6, 7) suivante, en direction de la circulation (F) est présélectionnée, en ce que la vitesse de chaque véhicule (20, 30), rapportée à la station d'arrêt respective présélectionnée (6, 7) est contrôlée et commandée de telle façon que la vitesse se situe, à tout instant, entre une vitesse mininale qui permet au véhicule (20, 30), d'atteindre, par perte de son entraînement, la station d'arrêt présélectionnée (6, 7), uniquement par son énergie cinétique, et une vitesse maximale jusqu'à laquelle, un freinage du véhicule (20, 30) soit assuré sur la station d'arrêt présélectionnée (6, 7), et en ce que pour les véhicules qui succèdent (20, 30), une présélection d'une station d'arrêt (6), prévue dans une zone d'entraînement (2) encore occupée par un véhicule  qui précède (30), est admise pour un contrôle et une commande de la vitesse du véhicule suivant (20), dans la mesure où il est garanti, en se basant sur la vitesse minimale contrôlée du véhicule précédent (30), et la vitesse maximale contrôlée du véhicule suivant (20), que le véhicule qui précède (30) ait libéré la zone d'entraînement considérée (2), avant que le véhicule suivant (20) ne survienne dans cette zone d'entraînement (2).
EP09782022A 2008-09-03 2009-08-20 Procédé et dispositif de commande automatique de véhicules guidés et installation à piste magnétique Withdrawn EP2328791A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200810045638 DE102008045638A1 (de) 2008-09-03 2008-09-03 Verfahren und Einrichtung zur automatischen Steuerung spurgebundener Fahrzeuge sowie Magnetbahnanlage
PCT/EP2009/060763 WO2010026051A1 (fr) 2008-09-03 2009-08-20 Procédé et dispositif de commande automatique de véhicules guidés et installation à piste magnétique

Publications (1)

Publication Number Publication Date
EP2328791A1 true EP2328791A1 (fr) 2011-06-08

Family

ID=41264299

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09782022A Withdrawn EP2328791A1 (fr) 2008-09-03 2009-08-20 Procédé et dispositif de commande automatique de véhicules guidés et installation à piste magnétique

Country Status (4)

Country Link
EP (1) EP2328791A1 (fr)
CN (1) CN102143876A (fr)
DE (1) DE102008045638A1 (fr)
WO (1) WO2010026051A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011081993A1 (de) * 2011-09-01 2013-03-07 Siemens Aktiengesellschaft Haltezeitberechnungsmodul
CN103529789A (zh) * 2013-10-17 2014-01-22 中国人民解放军国防科学技术大学 基于工业以太网通讯的悬浮列车悬浮监控方法及装置
JP6466116B2 (ja) * 2014-09-12 2019-02-06 株式会社東芝 運行制御システム
JP2017043171A (ja) * 2015-08-25 2017-03-02 トヨタ自動車株式会社 車速制御装置
DE102016220247A1 (de) * 2016-10-17 2018-04-19 Zf Friedrichshafen Ag Verfahren und Steuergerät zum Betreiben eines Fahrzeugs
CN107133428A (zh) * 2017-06-08 2017-09-05 湖南中车时代通信信号有限公司 一种控制车辆运行仿真的方法及装置
CN109664923B (zh) * 2017-10-17 2021-03-12 交控科技股份有限公司 基于车车通信的城市轨道交通列控系统
CN112373525B (zh) * 2020-11-27 2021-12-31 同济大学 一种磁浮交通辅助停车区布置方法

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3243049B2 (ja) * 1993-04-08 2002-01-07 東海旅客鉄道株式会社 列車運行制御装置
DE102004054918A1 (de) * 2004-11-10 2006-05-11 Transrapid International Gmbh & Co. Kg Vorrichtung mit wenigstens einem Langstator-Linearantrieb zum Betreiben von Magnetschwebefahrzeugen
DE102006026456A1 (de) * 2006-05-31 2007-12-06 Siemens Ag Anlage für ein sich auf einem Fahrweg bewegendes Fahrzeug, insbesondere ein Magnetschwebefahrzeug

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2010026051A1 *

Also Published As

Publication number Publication date
WO2010026051A1 (fr) 2010-03-11
DE102008045638A1 (de) 2010-03-04
CN102143876A (zh) 2011-08-03

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