EP2559603A2 - Method for testing a secure traction lock of a rail vehicle - Google Patents
Method for testing a secure traction lock of a rail vehicle Download PDFInfo
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- EP2559603A2 EP2559603A2 EP12175824A EP12175824A EP2559603A2 EP 2559603 A2 EP2559603 A2 EP 2559603A2 EP 12175824 A EP12175824 A EP 12175824A EP 12175824 A EP12175824 A EP 12175824A EP 2559603 A2 EP2559603 A2 EP 2559603A2
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- 238000012360 testing method Methods 0.000 title claims abstract description 42
- 238000000034 method Methods 0.000 title claims abstract description 18
- 230000000903 blocking effect Effects 0.000 claims description 17
- 230000003111 delayed effect Effects 0.000 claims description 4
- 230000001960 triggered effect Effects 0.000 claims description 4
- 230000004888 barrier function Effects 0.000 claims description 3
- 238000010586 diagram Methods 0.000 description 4
- 238000013459 approach Methods 0.000 description 3
- 230000002265 prevention Effects 0.000 description 3
- 239000004065 semiconductor Substances 0.000 description 3
- 230000005540 biological transmission Effects 0.000 description 2
- 230000015572 biosynthetic process Effects 0.000 description 2
- 230000002441 reversible effect Effects 0.000 description 2
- 238000007096 Glaser coupling reaction Methods 0.000 description 1
- 101000879675 Streptomyces lavendulae Subtilisin inhibitor-like protein 4 Proteins 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000001010 compromised effect Effects 0.000 description 1
- 230000036461 convulsion Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000011990 functional testing Methods 0.000 description 1
- 230000000977 initiatory effect Effects 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 230000001681 protective effect Effects 0.000 description 1
- 230000009897 systematic effect Effects 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C3/00—Electric locomotives or railcars
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
- B61C15/14—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels controlling distribution of tractive effort between driving wheels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0081—On-board diagnosis or maintenance
Definitions
- the present invention relates to a method for testing a secure traction barrier of a rail vehicle.
- rail vehicles are usually driven by electric motors, which are fed by a power converter.
- the control signals for the power converter drive unit generates a rail device of the rail vehicle, usually a microcomputer. It can not be ruled out that this microcomputer is working incorrectly and its software generates erroneous control signals when stopped in a station. Then it can be an unexpected jerky movement of the rail vehicle come, in which passengers of the rail vehicle can take damage. For safety reasons, it is endeavored to avoid such an unintentionally generated traction force with the highest possible safety.
- Another known approach is based on a standstill monitoring.
- the standstill of the vehicle is monitored electronically, for example by the rotational movement of the wheels is detected by measurement.
- the energy supply is interrupted, thereby stopping the unwanted movement again.
- this has the disadvantage that a "jolt" of the rail vehicle must first occur in order to detect and prevent it. But this basically leaves a security risk.
- the present invention is based on the object to provide a method for testing a secure traction lock that runs as safe as possible.
- the test is controlled by a signal of the rail vehicle whose signal state changes shortly before release for travel.
- the carrier signal is derived from the operating state of the driving lever of the rail track. A manual operation in the direction of "drive” triggers the self-check.
- the trigger signal is derived from a superordinate train control device of the rail vehicle.
- Another possible embodiment of the method according to the invention may be such that a signal of an external polyline influencing device is used as the safety-relevant signal for triggering the function check of the traction lock.
- the functional test can be carried out prior to the drive task and can also be monitored by an external central unit.
- a self-test of a traction lock checks whether the forwarding of generated drive signals is actually blocked. For passengers, however, no additional hazard potential may arise from this self-examination.
- the FIG. 1 shows a block diagram of a section of a drive control of a rail vehicle with a realized in hardware traction lock 1.
- Such drive control is usually in a control unit of railway vehicle housed.
- the traction lock 1 consists essentially of a self-test switch 17, a signal path 12, a lock signal read-back channel 15, a delay element 16 and a drive signal blocking circuit 9.
- the drive unit 22 usually consists of a power converter 11, the electric motors 7 operates. In this case, the power converter 11 receives its drive signals 8 via a drive signal bus 10, which connects the control unit 6 and the drive unit 22.
- the control signals 8 usually generates a computer, for example a microcomputer in the control unit 6.
- the drive signal blocking circuit 9 has the task of blocking the forwarding of drive signals if these are generated by the control device 6 during a standstill of the rail vehicle faulty.
- the drive signal blocking circuit 9 acts as a logical conjunction, that is, it essentially consists of AND gates, which the input side, the traction lock request signal 3 and the drive signals 8 are fed.
- the delay element 16 which will be explained in greater detail below.
- the diagnostic device consists essentially of the microcomputer 6, a test request signal lead 14, a reverse signal readback channel 15, and a self-test switch 17 and the delay module 16, a read-back channel 25 of the programmable logic circuit (FPGA) 20.
- the FPGA module receives the control signals 8 from the control unit 6 via bus section 21.
- the self-test switch 17 is located at the input of the transmission channel 12, that is in close proximity to the generation of the traction lock request signal 3, ma W. close to the unit 2.
- the delay module 16 is arranged at the other end of the signal path 12, that is in local proximity to the drive signal blocking circuit 9. The delay module 16 allows the storage or holding a signal value over a predetermined time interval.
- the microcomputer 6 generates a test request signal 13 for the purpose of checking each time the traction-lock request signal 3 changes.
- This test request signal 13 is to briefly simulate a "lock request” for test purposes.
- This "lock request” passes via the test request signal line 14 to the self-test switch 17.
- the self-test switch 17 acts as a testable digital input, so that in a functioning signal path 12, the simulated "lock request” on the lock signal read back channel 15 back to the microcomputer 6 is passed.
- this test request signal 13 is also supplied to a programmable logic module 20 and the delay element 16.
- the programmable logic device 20, such as an FPGA device is located at the output of the control unit 6 in An Kunststoffsignalpfad 10. It ensures that the self-tests may only be done at a time in which the correct control of the semiconductor modules in the converter 11 is not compromised.
- the drive signal blocking circuit 9 is likewise arranged in the drive signal path 10. If the microcomputer 6 nevertheless generates triggering signals 6 in the event of a fault, they pass through the section 21 of the signal path 10 to the FPGA 20, but are converted by this circuit in accordance with the configuration of the FPGA 20 such that the semiconductor switches in FIG Inverter 11 when switching off the phases of the electric drive 7 will not be damaged.
- the drive signal blocking circuit 9 has a delayed effect and causes a "hard” shutdown of the power converter 11.
- the time delay is predetermined by the time interval (a few milliseconds) of the delay module 16.
- the signal state at the input of the drive unit 22 is read back by the control unit 6. If the readback signal is inactive, then the traction lock functions 1. In the event of an error, the faulty condition is displayed to the vehicle driver.
- FIG. 2 shows a further embodiment in which, unlike FIG. 1 the second signal path 12 is formed of two channels, a first channel 18 and a second channel 19. Each of these two channels 18, 19, the traction lock request signal 3 is supplied in each case via a current loop according to the rest current principle.
- the binary input is implemented in series with the switches 17 'and 17 ", respectively FIG. 2
- the self-test is again effected by a brief signal interruption in the signal path 12.
- the signal read back is signaled by the blocking signal read-back channels 15'. or 15 "both the FPGA module 20 and the delay element 16 'or 16" fed FIG.
- FIG. 2 illustrated variant can be implemented with relatively little effort, an architecture that corresponds to the security level SIL 4 of EN50126 standard, but at the same time the probability that the system is found at the time of task fulfillment in a working condition is high (availability).
- the function check of the traction lock is controlled by a signal of the rail vehicle whose signal state changes shortly before the release of the drive.
- FIG. 3 is a pulse diagram drawn showing the triggering operation of the test according to the invention as a function of time t.
- the test 27 of the traction lock 1 is triggered in this example, when the state of the signal 4 and the signal 4 'of high (standstill) changes to low (driving).
- any safety-relevant signal of the rail vehicle is suitable as a carrier signal in which changes the signal state shortly before the drive release.
- the signal 4 represents, for example, the closed state of all door contacts of the rail vehicle.
- the signal 4 'can also originate from a higher-level train control device of the rail vehicle.
- the triggering of the functional check can also come from an external line-influencing device (LZB).
- LZB external line-influencing device
- Another possibility for triggering the self-test can be done by a PWM signal of the rail vehicle.
- the change of the signal state is realized by a change of the PWM coding.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Health & Medical Sciences (AREA)
- Biomedical Technology (AREA)
- General Health & Medical Sciences (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Regulating Braking Force (AREA)
Abstract
Description
Die vorliegende Erfindung betrifft ein Verfahren zum Testen einer sicheren Traktionssperre eines Schienenfahrzeugs.The present invention relates to a method for testing a secure traction barrier of a rail vehicle.
Es ist bekannt, dass in der Verkehrstechnik und damit auch bei Schienenfahrzeugen besonders hohe Sicherheitsvorkehrungen gefordert werden. So wird beim Halt eines Zuges gefordert, dass dieser sich nicht aus dem Stillstand unbeabsichtigt ruckartig zu bewegen beginnt und dadurch möglicherweise Passagiere in Gefahr bringt, welche sich gerade im Bereich des Einstiegs aufhalten. Eine solche Forderung wird mittels einer so genannten Traktionssperre realisiert, welche ebenfalls diesen hohen Anforderungen an die technische Zuverlässigkeit genügen muss: Sie muss nahezu frei von so genannten systematischen Fehlern sein. Darüber hinaus muss die Wahrscheinlichkeit eines Ausfalls der Traktionssperre unter einer definierten Grenze liegen. Heutzutage wird gefordert, dass die Ausfallwahrscheinlichkeit pro Stunde im Bereich von kleiner/gleich 10-8 bis kleiner 10-7 liegt.It is known that particularly high safety precautions are required in traffic engineering and thus also in rail vehicles. So when stopping a train is required that this does not start unintentionally jerky from a standstill and thereby possibly brings passengers at risk, which are currently in the area of entry. Such a requirement is realized by means of a so-called traction lock, which must also meet these high demands on the technical reliability: it must be virtually free from so-called systematic errors. In addition, the likelihood of traction lockout failure must be below a defined limit. Nowadays, the probability of failure per hour is required to be in the range of less than or equal to 10 -8 to less than 10 -7 .
Bekanntlich werden Schienenfahrzeuge meist von Elektromotoren angetrieben, welche von einem Stromrichter gespeist werden. Die Steuersignale für die Stromrichter-Antriebseinheit erzeugt ein Leitgerät des Schienenfahrzeugs, üblicherweise ein Mikrocomputer. Dabei kann nicht ausgeschlossen werden, dass dieser Mikrocomputer fehlerhaft arbeitet und dessen Software bei einem Halt in einem Bahnhof fehlerhaft Steuersignale erzeugt. Dann kann es zu einer unverhofften ruckartigen Bewegung des Schienenfahrzeugs kommen, bei der auch Passagiere des Schienenfahrzeugs Schaden nehmen können. Aus Sicherheitsgründen ist man bestrebt, eine solche unbeabsichtigt erzeugte Traktionskraft mit möglichst hoher Sicherheit zu vermeiden.As is known, rail vehicles are usually driven by electric motors, which are fed by a power converter. The control signals for the power converter drive unit generates a rail device of the rail vehicle, usually a microcomputer. It can not be ruled out that this microcomputer is working incorrectly and its software generates erroneous control signals when stopped in a station. Then it can be an unexpected jerky movement of the rail vehicle come, in which passengers of the rail vehicle can take damage. For safety reasons, it is endeavored to avoid such an unintentionally generated traction force with the highest possible safety.
Um bei einem stillstehenden Schienenfahrzeug die ungewollte Umsetzung der Antriebskraft in einen Vor- oder Rückwärtstrieb zu unterbinden, gibt es verschiedene Lösungsansätze.In order to prevent the unwanted implementation of the driving force in a forward or reverse drive in a stationary rail vehicle, there are various approaches.
Zum einen könnte man beispielsweise fahrerseitig bei jedem Bahnhofshalt den Hauptschalter öffnen und die Energiezufuhr unterbrechen. Damit wäre ein ungewollter Antrieb mit Sicherheit ausgeschlossen, gleichzeitig fällt aber auch die Energieversorgung der Nebenaggregate weg, was nicht erwünscht ist.For one thing, for example, you could open the main switch at each station station driver side and interrupt the power supply. This would be an accidental drive certainly excluded, but at the same time also eliminates the power supply of the ancillaries, which is not desirable.
Ein anderer bekannter Lösungsansatz geht von einer Stillstandüberwachung aus. Dabei wird elektronisch der Stillstand des Fahrzeugs überwacht, beispielsweise indem die Drehbewegung der Räder messtechnisch erfasst wird. Sobald eine Bewegungsänderung erkannt und diese einen kritischen Schwellwert überschritten hat, wird die Energiezufuhr unterbrochen und dadurch die unerwünschte Bewegung wieder gestoppt. Dies hat aber den Nachteil, dass ein "Ruck" des Schienenfahrzeugs erst auftreten muss, um ihn erfassen und verhindern zu können. Damit bleibt aber grundsätzlich ein Sicherheitsrisiko bestehen.Another known approach is based on a standstill monitoring. Here, the standstill of the vehicle is monitored electronically, for example by the rotational movement of the wheels is detected by measurement. As soon as a movement change has been detected and this has exceeded a critical threshold value, the energy supply is interrupted, thereby stopping the unwanted movement again. However, this has the disadvantage that a "jolt" of the rail vehicle must first occur in order to detect and prevent it. But this basically leaves a security risk.
Ein anderer Lösungsansatz besteht darin, die unerwünschte Ruckbewegung elektronisch zu verhindern. Im Fachaufsatz "
Ein solcher Selbsttest der Traktionssperre läuft aber stets so ab, dass von der Steuereinheit an die Antriebseinheit gerichtete Ansteuersignalen erzeugt werden und geprüft wird, ob deren Weiterleitung durch die Traktionssperre verhindert ist. Dabei ist grundsätzlich nicht auszuschließen, dass im Falle einer nicht funktionierenden Traktionssperre an die Antriebseinheit Steuerimpulse gelangen, die eine unerwünschte Bewegung des Schienenfahrzeugs bewirken.However, such a self-test of the traction lock always runs in such a way that control signals directed by the control unit to the drive unit are generated and it is checked whether their transmission is prevented by the traction lock. In principle, it can not be ruled out that, in the event of a malfunctioning traction lock on the drive unit, control pulses will arrive which cause undesired movement of the rail vehicle.
Grundsätzlich ist man aber bestrebt, einen solchen Test - der ja der Betriebssicherheit dient - so gefahrlos wie möglich zu gestalten.In principle, however, one endeavors to make such a test - which indeed serves operational safety - as safe as possible.
Der vorliegenden Erfindung liegt die Aufgabe zu Grunde, ein Verfahren zum Testen einer sicheren Traktionssperre anzugeben, das möglichst gefahrlos abläuft.The present invention is based on the object to provide a method for testing a secure traction lock that runs as safe as possible.
Diese Aufgabe wird durch ein Verfahren mit den Merkmalen des Anspruchs 1 gelöst. Vorteilhafte Ausgestaltungen der Erfindung sind in den abhängigen Ansprüchen definiert.This object is achieved by a method having the features of claim 1. Advantageous embodiments of the invention are defined in the dependent claims.
Gemäß der Erfindung wird der Test durch ein Signal des Schienenfahrzeuges gesteuert, dessen Signalzustand sich kurz vor der Freigabe zur Fahrt ändert.According to the invention, the test is controlled by a signal of the rail vehicle whose signal state changes shortly before release for travel.
In einer Ausgestaltung des erfindungsgemäßen Verfahrens wird das Trägersignal vom Betätigungszustand des Fahrhebels des Schienenstrangs abgeleitet. Eine manuelle Betätigung in Richtung "Fahrt" löst die Selbstüberprüfung aus.In one embodiment of the method according to the invention, the carrier signal is derived from the operating state of the driving lever of the rail track. A manual operation in the direction of "drive" triggers the self-check.
Es können aber auch andere sicherheitsrelevante Signale des Schienenfahrzeugs für das Auslösen der Funktionsüberprüfung der Traktionssperre herangezogen werden.However, other safety-related signals of the rail vehicle can be used for triggering the function check of the traction lock.
Wenn die Überprüfung der Traktionssperre durch das Schließsignal aller Türkontakte des Schienenfahrzeugs ausgelöst wird, geht von der Funktionsüberprüfung kaum ein Gefährdungspotenzial für Passagiere aus.If the check of the traction lock is triggered by the closing signal of all door contacts of the rail vehicle, the function check hardly poses a risk potential for passengers.
Es kann aber auch vorteilhaft sein, wenn das Triggersignal von einer übergeordneten Zugsteuereinrichtung des Schienenfahrzeugs abgeleitet wird.However, it can also be advantageous if the trigger signal is derived from a superordinate train control device of the rail vehicle.
Eine andere mögliche Ausgestaltung des erfindungsgemäßen Verfahrens kann so aussehen, dass als sicherheitsrelevantes Signal zum Auslösen der Funktionsüberprüfung der Traktionssperre ein Signal einer externen Linienzug-Beeinflussungseinrichtung verwendet wird. Dadurch kann der Funktionstest vor dem Fahrauftrag durchgeführt und zudem von einer externen Zentrale überwacht werden.Another possible embodiment of the method according to the invention may be such that a signal of an external polyline influencing device is used as the safety-relevant signal for triggering the function check of the traction lock. As a result, the functional test can be carried out prior to the drive task and can also be monitored by an external central unit.
Es ist auch möglich, das Auslösen der Selbstüberprüfung der Traktionssperre von einem PWM-Signal der antriebe des Schienenfahrzeugs abzuleiten.It is also possible to deduce the initiation of the self-check of the traction lock from a PWM signal from the drives of the rail vehicle.
Es kann auch günstig sein, eine Kombination aus zwei oder mehreren dieser sicherheitskritischen Signale für das Auslösen eines Selbsttests zu verwenden. Dies kann beispielsweise durch eine UND-Verknüpfung (Logische Konjunktion) dieser Signale erfolgen. Dadurch lässt sich das Risiko einer Gefährdung der Fahrgäste noch weiter verringern.It may also be beneficial to use a combination of two or more of these safety-critical signals for triggering a self-test. This can be done for example by an AND operation (logical conjunction) of these signals. This can further reduce the risk of passengers being endangered.
Zur weiteren Erläuterung der Erfindung wird im nachfolgenden Teil der Beschreibung auf die Zeichnungen Bezug genommen, aus denen weitere vorteilhafte Ausgestaltungen, Einzelheiten und Weiterbildungen der Erfindung anhand eines nicht einschränkenden Ausführungsbeispiels zu entnehmen sind.To further explain the invention, reference is made in the following part of the description to the drawings, from which further advantageous embodiments, details and further developments of the invention can be found by way of non-limiting embodiment.
Es zeigt:
- Figur 1
- ein Blockschaltbild einer Antriebsteuerung eines Schienenfahrzeugs, in welchem eine durch Hardware realisierten Traktionssperre skizziert ist;
Figur 2- eine zweites Ausführungsbeispiel einer Hardware-Traktionssperre;
Figur 3- ein Impulsdiagramm, welches den erfindungsgemäßen Triggervorgang des Tests Traktionssperre gemäß
Figur 1 beziehungsweise veranschaulicht.Figur 2
- FIG. 1
- a block diagram of a drive control of a rail vehicle, in which a realized by hardware traction lock is outlined;
- FIG. 2
- a second embodiment of a hardware traction lock;
- FIG. 3
- a timing diagram which the triggering process according to the invention of the test traction lock according to
FIG. 1 respectivelyFIG. 2 illustrated.
Wie einleitend bereits gesagt, wird bei einem Selbsttest einer Traktionssperre geprüft, ob die Weiterleitung von erzeugten Ansteuersignalen tatsächlich blockiert ist. Für Passagiere darf aber von dieser Selbstüberprüfung kein zusätzliches Gefährdungspotenzial entstehen.As already stated in the introduction, a self-test of a traction lock checks whether the forwarding of generated drive signals is actually blocked. For passengers, however, no additional hazard potential may arise from this self-examination.
Bevor nun auf das erfindungsgemäße Verfahren zum Testen einer sicheren Traktionssperre eingegangen wird, wird einleitend die Funktionsweise der Traktionssperre eines Schienenfahrzeugs näher erläutert.Before discussing the method according to the invention for testing a safe traction lock, the mode of operation of the traction lock of a rail vehicle is explained in detail in the introduction.
Die
Wie bereits eingangs dargestellt, kann der Wechselrichter 11 im Normalzustand durch die Software im Mikrorechner 6 gesperrt und auch freigegeben werden. Erfindungsgemäß kommt zu dieser Schutzmaßnahme eine durch Hardware realisierte elektronische Traktionssperre 1 hinzu, deren Funktion im Folgenden näher erläutert wird:
- Der elektronischen Traktionssperre 1 wird ein in
einer Einrichtung 2 erzeugtes Traktionssperre-Anforderungssignal 3 zugeführt. DieseEinrichtung 2 steht in einer Wirkverbindung mit dem Fahrhebel, der sich im Führerstand des Schienenfahrzeugs befindet und im Betriebsfall vom Fahrzeugführer manuell betätigt wird. Des Weiteren kann der Einheit 2 ein Signal 4' zugeführt sein, welches beispielsweise durch Abfrage von Türkontakten oder anderen Sensoren des Schienenfahrzeugs gewonnen wird.Beide Signale 4 und 4' repräsentieren einen "Fahrtbefehl" beziehungsweise eine "Fahrtfreigabeinformation"; beide lösen die Erzeugung eines Traktionssperre-Anforderungssignals 3 aus.Das Anforderungssignal 3 gelangt über einen ersten Signalpfad 5zum Mikrorechner 6.Ein zweiter Signalpfad 12 leitet dieses Traktionssperre-Anforderungssignal 3 einer Ansteuersignal-Sperrschaltung 9 zu. Die Ansteuersignal-Sperrschaltung 9liegt im Ansteuersignalpfad 10.Der Ansteuersignalpfad 10 dient zur Übertragung der vom Mikrorechner 6erzeugten Ansteuersignalen 8zum Stromrichter 11.
- The electronic traction lock 1 is supplied with a traction
lock request signal 3 generated in adevice 2. Thisdevice 2 is in operative connection with the drive lever, which is located in the cab of the rail vehicle and is manually operated by the driver in the case of operation. Furthermore, theunit 2, a signal 4 'be supplied, which is obtained, for example, by interrogation of door contacts or other sensors of the rail vehicle. Bothsignals 4 and 4 'represent a "travel command" and a "trip enable information", respectively; both trigger the generation of a traction-inhibitrequest signal 3. Therequest signal 3 passes via a first signal path 5 to themicrocomputer 6. Asecond signal path 12 feeds this traction-lock request signal 3 to a drive-signal blocking circuit 9. The drivesignal blocking circuit 9 is located in thedrive signal path 10. Thedrive signal path 10 serves to transmit the drive signals 8 generated by themicrocomputer 6 to thepower converter 11.
Die Ansteuersignal-Sperrschaltung 9 hat die Aufgabe, die Weiterleitung von Ansteuersignalen dann zu sperren, wenn diese von der Steuereinrichtung 6 fehlerhaft während eines Stillstands des Schienenfahrzeugs erzeugt werden. Die Ansteuersignal-Sperrschaltung 9 fungiert als logische Konjunktion, das heißt sie besteht im Wesentlichen aus UND-Gattern, denen eingangsseitig das Traktionssperre-Anforderungssignal 3 und die Ansteuersignale 8 zugeleitet sind. Bei der Zuleitung des Traktionssperre-Anforderungssignals 3 zur Ansteuersignal-Sperrschaltung 9 ist dieses durch das Verzögerungsglied 16 verzögert, was unten stehend näher erläutert wird.The drive
Wie eingangs bereits dargestellt, kann der Signalpfad zu dieser Ansteuersignal-Sperrschaltung 9 gestört sein, so dass eine unerwünschte Drehmomentbildung nicht mit genügender Sicherheit ausgeschlossen werden kann. Im Sinne einer höheren technischen Zuverlässigkeit erfolgt daher eine fortwährende Überprüfung dieses Signalpfads 12. Dieser Selbsttest wird immer dann angestoßen, wenn sich das Traktionssperre-Anforderungssignal 3 ändert, z. B. wenn der Fahrhebel betätigt wird. Die Diagnoseeinrichtung besteht im Wesentlichen aus dem Mikrorechner 6, einer Testanforderungssignal-Zuleitung 14, einem Sperrsignal-Rücklesekanal 15, sowie einem Selbsttest-Schalter 17 und dem Verzögerungsbaustein 16, einem Rücklesekanal 25 der programmierbare logische Schaltung (FPGA) 20. Der FPGA-Baustein erhält die Ansteuersignale 8 von der Steuereinheit 6 über Busabschnitt 21. Der Selbsttest-Schalter 17 befindet sich dabei am Eingang des Übertragungskanals 12, das heißt in örtlicher Nähe der Erzeugung des Traktionssperre-Anforderungssignals 3, m. a. W. nahe zur Einheit 2. Der Verzögerungsbaustein 16 ist am anderen Ende des Signalpfads 12 angeordnet, das heißt in örtlicher Nähe zur Ansteuersignal-Sperrschaltung 9. Der Verzögerungsbaustein 16 ermöglicht die Speicherung beziehungsweise das Halten eines Signalwertes über ein vorgegebenes Zeitintervall.As already indicated, the signal path to this drive
Der Mikrocomputer 6 erzeugt zum Zwecke der Überprüfung bei jeder Änderung des Traktionssperre-Anforderungssignals 3 ein Testanforderungssignal 13. Dieses Testanforderungssignal 13 besteht darin, dass kurzzeitig zu Testzwecken eine "Sperranforderung" simuliert wird. Diese "Sperranforderung" gelangt über die Testanforderungssignal-Leitung 14 an den Selbsttest-Schalter 17. Der Selbsttest-Schalter 17 fungiert als testbarer Digital-Eingang, so dass bei einem funktionsfähigen Signalpfad 12 die simulierte "Sperranforderung" über die Sperrsignal-Rücklesekanal 15 zurück an den Mikrocomputer 6 geleitet wird.The
Gleichzeitig wird dieses Testanforderungssignal 13 auch einem programmierbaren Logikbaustein 20 und dem Verzögerungsglied 16 zugeleitet. Der programmierbare Logikbaustein 20, z.B. ein FPGA-Baustein befindet sich am Ausgang der Steuereinheit 6 im Ansteuersignalpfad 10. Er sorgt dafür, dass die Selbsttests nur zu einem Zeitpunkt erfolgen dürfen, in welchem die korrekte Ansteuerung der Halbleitermodule im Stromrichter 11 nicht gefährdet ist. Die Ansteuersignal-Sperrschaltung 9 ist ebenfalls im Ansteuersignalpfad 10 angeordnet. Kommt es nun seitens des Mikrorechners 6 im Fehlerfall trotzdem zu einer Erzeugung von Ansteuersignalen 6, so gelangen diese zwar über den Abschnitt 21 des Signalpfads 10 zum FPGA 20, werden aber von dieser Schaltung entsprechend der Konfiguration des FPGA 20 so umgesetzt, dass die Halbleiterschalter im Wechselrichter 11 beim Abschalten der Phasen des Elektroantriebs 7 nicht beschädigt werden. Dadurch ist sichergestellt, dass bei der gewünschten Verhinderung der Drehmomentbildung der Stromrichter 11 nicht beschädigt wird. Sollte aber auch dieser programmierbare Logikbaustein 20 selbst fehlerhaft sein, so wirkt zeitlich verzögert die Ansteuersignal-Sperrschaltung 9 und bewirkt ein "hartes" Abschalten des Stromrichters 11. Die zeitliche Verzögerung ist durch das Zeitintervall (einige Millisekunden) des Verzögerungs-Bausteins 16 vorgegeben.At the same time, this
Mittels des Rücklesekanals 23 wird der Signalzustand am Eingang der Antriebseinheit 22 von der Steuereinheit 6 zurück gelesen. Ist das Rücklesesignal inaktiv, dann funktioniert die Traktionssperre 1. Im Fehlerfall wird der fehlerhafte Zustand dem Fahrzeugführer zur Anzeige gebracht.By means of the
Die
Mit der in
Wie aus dem oben gesagten hervorgeht, werden die Erhöhung der Zuverlässigkeit und der Schutz des Stromrichters 11 ausschließlich durch Hardware erreicht. Es ist nicht erforderlich, den Algorithmus im Mikrorechner 6 oder dessen Hardware zu ändern. Bei einer Fahrzeugzulassung ist daher die sicherheitstechnische Analyse der hinzugekommenen Baugruppen vergleichsweise einfach. Bei der Realisierung der erfindungsgemäßen Vorrichtung kann mit vergleichsweise geringem Aufwand eine Ausfallwahrscheinlichkeit von kleiner als 10-8 erreicht werden.As is apparent from the above, the increase of the reliability and the protection of the
Um einen möglichst gefahrlosen Selbsttest der oben stehend erläuterten Traktionssperre zu ermöglichen, wird erfindungsgemäß die Funktionsüberprüfung der Traktionssperre durch ein Signal des Schienenfahrzeuges gesteuert, dessen Signalzustand sich kurz vor der Freigabe der Fahrt ändert.In order to enable the most risk-free self-test of the above-described traction lock, according to the invention the function check of the traction lock is controlled by a signal of the rail vehicle whose signal state changes shortly before the release of the drive.
In
Die Änderung des Signalzustands 4 kann beispielsweise durch manuelle Betätigung des Fahrhebels (siehe
Grundsätzlich ist aber als Trägersignal jedes sicherheitsrelevante Signal des Schienenfahrzeuges geeignet, bei dem sich kurz vor der Fahrtfreigabe der Signalzustand ändert.Basically, however, any safety-relevant signal of the rail vehicle is suitable as a carrier signal in which changes the signal state shortly before the drive release.
Das Signal 4' repräsentiert beispielsweise den geschlossenen Zustand aller Türkontakte des Schienefahrzeugs.The signal 4 'represents, for example, the closed state of all door contacts of the rail vehicle.
Das Signal 4' kann aber auch von einer übergeordneten Zugsteuereinrichtung des Schienenfahrzeugs stammen.The signal 4 'can also originate from a higher-level train control device of the rail vehicle.
Das Auslösen der Funktionsüberprüfung kann auch von einer externen Linienzug-Beeinflussungs-Einrichtung (LZB) herkommen.The triggering of the functional check can also come from an external line-influencing device (LZB).
Es ist auch möglich mehrere sicherheitsrelevante Signale über ein logische UND zu verknüpfen und daraus das Triggersignal für einen Selbsttest abzuleiten.It is also possible to connect several safety-relevant signals via a logical AND and to derive the trigger signal for a self-test.
Eine andere Möglichkeit zum Auslösen des Selbsttests kann durch ein PWM-Signal des Schienenfahrzeuges erfolgen. In diesem Fall ist der Wechsel des Signalzustandes durch einen Wechsel der PWM-Codierung realisiert.Another possibility for triggering the self-test can be done by a PWM signal of the rail vehicle. In this case, the change of the signal state is realized by a change of the PWM coding.
Obwohl die Erfindung im Detail durch die oben dargestellten Ausführungsbeispiele näher illustriert und beschrieben wurde, so ist die Erfindung nicht durch die offenbarten Beispiele eingeschränkt und andere Variationen können vom Fachmann hieraus abgeleitet werden, ohne den Schutzbereich der Erfindung zu verlassen.Although the invention has been further illustrated and described in detail by the embodiments illustrated above, the invention is not limited by the disclosed examples, and other variations can be derived therefrom by those skilled in the art without departing from the scope of the invention.
- 11
- Traktionssperretraction lock
- 22
- Einrichtung zum Erzeugen eines Traktionssperre-AnforderungssignalsDevice for generating a traction-lock request signal
- 33
- Traktionssperre-AnforderungssignalTraction power demand signal
- 4, 4'4, 4 '
- Signal des Schienenfahrzeuges (zum Beispiel Fahrhebel oder Fahrtfreigabesignal "Greenline")Signal of the rail vehicle (for example, travel lever or drive release signal "Greenline")
- 55
- erster Signalpfadfirst signal path
- 66
- Steuereinheit des SchienenfahrzeugsControl unit of the rail vehicle
- 77
- Elektromotorelectric motor
- 88th
- Ansteuersignalcontrol signal
- 99
- Ansteuersignal-SperrschaltungDrive signal blocking circuit
- 1010
- AnsteuersignalpfadAnsteuersignalpfad
- 1111
- Stromrichterpower converters
- 1212
- zweiter Signalpfadsecond signal path
- 1313
- TestanforderungssignalTest request signal
- 14, 14', 14"14, 14 ', 14 "
- Testanforderungssignal-ZuleitungTest request signal supply line
- 15, 15', 15"15, 15 ', 15 "
- Sperrsignal-RücklesekanalOFF signal readback channel
- 16, 16', 16"16, 16 ', 16 "
- Verzögerungsglieddelay
- 17, 17', 17"17, 17 ', 17 "
- Selbsttest-SchalterSelf-test switch
- 1818
- erster Kanalfirst channel
- 1919
- zweiter Kanalsecond channel
- 2020
- programmierbare logische Schaltung (FPGA)programmable logic circuit (FPGA)
- 2121
- Abschnitt von 10Section of 10
- 2222
- Antriebseinheitdrive unit
- 2323
- Rücklesekanal der AnsteuerungReadback channel of the drive
- 2424
- Rücklesekanal programmierbare logische Schaltung (FPGA)Readback Channel Programmable Logic Circuit (FPGA)
- 2525
- Rücklesesignal der AnsteuerungReadback signal of the control
- 2626
- Rücklesesignal programmierbare logische SchaltungReadback signal programmable logic circuit
- 2727
- Test der Traktionssperre 1Traction Lock Test 1
Claims (9)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PL12175824T PL2559603T3 (en) | 2011-08-17 | 2012-07-11 | Method for testing a secure traction lock of a rail vehicle |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
ATA1186/2011A AT511922A1 (en) | 2011-08-17 | 2011-08-17 | METHOD FOR TESTING A SAFE TRACTION LOCK OF A RAIL VEHICLE |
Publications (4)
Publication Number | Publication Date |
---|---|
EP2559603A2 true EP2559603A2 (en) | 2013-02-20 |
EP2559603A3 EP2559603A3 (en) | 2014-04-30 |
EP2559603B1 EP2559603B1 (en) | 2019-06-12 |
EP2559603B8 EP2559603B8 (en) | 2019-08-07 |
Family
ID=47018730
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP12175824.7A Active EP2559603B8 (en) | 2011-08-17 | 2012-07-11 | Method for testing a secure traction lock of a rail vehicle |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP2559603B8 (en) |
AT (1) | AT511922A1 (en) |
ES (1) | ES2745498T3 (en) |
PL (1) | PL2559603T3 (en) |
Family Cites Families (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3656037A (en) * | 1970-03-23 | 1972-04-11 | Westinghouse Air Brake Co | Car propulsion scheme utilizing married pairs of propulsion units |
SU1291473A1 (en) * | 1984-08-13 | 1987-02-23 | Украинский Филиал Государственного Проектного И Конструкторского Института "Союзпроммеханизация" | Device for accurate stopping and locking of railway vehicle |
DD259826A1 (en) * | 1987-04-06 | 1988-09-07 | Bautzen Waggonbau Veb | AUTOMATIC SHOOTING CLUTCH FOR RAIL VEHICLES |
JP4187058B1 (en) * | 2007-10-18 | 2008-11-26 | 三菱電機株式会社 | Electric vehicle wheel diameter measuring device |
DE102008027520A1 (en) * | 2008-06-10 | 2010-01-14 | Siemens Aktiengesellschaft | Method for a rail vehicle for requesting safety reactions |
-
2011
- 2011-08-17 AT ATA1186/2011A patent/AT511922A1/en not_active Application Discontinuation
-
2012
- 2012-07-11 ES ES12175824T patent/ES2745498T3/en active Active
- 2012-07-11 EP EP12175824.7A patent/EP2559603B8/en active Active
- 2012-07-11 PL PL12175824T patent/PL2559603T3/en unknown
Non-Patent Citations (1)
Title |
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Also Published As
Publication number | Publication date |
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ES2745498T3 (en) | 2020-03-02 |
EP2559603B8 (en) | 2019-08-07 |
EP2559603B1 (en) | 2019-06-12 |
PL2559603T3 (en) | 2019-12-31 |
AT511922A1 (en) | 2013-03-15 |
EP2559603A3 (en) | 2014-04-30 |
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