EP2559603B1 - Procédé de test d'un blocage de traction fiable d'un véhicule ferroviaire - Google Patents

Procédé de test d'un blocage de traction fiable d'un véhicule ferroviaire Download PDF

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Publication number
EP2559603B1
EP2559603B1 EP12175824.7A EP12175824A EP2559603B1 EP 2559603 B1 EP2559603 B1 EP 2559603B1 EP 12175824 A EP12175824 A EP 12175824A EP 2559603 B1 EP2559603 B1 EP 2559603B1
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EP
European Patent Office
Prior art keywords
signal
rail vehicle
drive
safety
traction lock
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.)
Active
Application number
EP12175824.7A
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German (de)
English (en)
Other versions
EP2559603B8 (fr
EP2559603A2 (fr
EP2559603A3 (fr
Inventor
Christian Berger
Karl Divisch
Manfred Hafner
Kurt Krizek
Daniel Prostrednik
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility Austria GmbH
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Siemens AG Oesterreich
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Publication date
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Priority to PL12175824T priority Critical patent/PL2559603T3/pl
Publication of EP2559603A2 publication Critical patent/EP2559603A2/fr
Publication of EP2559603A3 publication Critical patent/EP2559603A3/fr
Application granted granted Critical
Publication of EP2559603B1 publication Critical patent/EP2559603B1/fr
Publication of EP2559603B8 publication Critical patent/EP2559603B8/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C3/00—Electric locomotives or railcars
    • 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
    • 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 "jerk" 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.
  • a drive control is usually housed in a guide rail of the rail vehicle.
  • 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 inverter 11 can be disabled in the normal state by the software in the microcomputer 6 and also released.
  • an electronic traction barrier 1 implemented by hardware is added to this protective measure, the function of which will be explained in more detail below:
  • the electronic traction lock 1 is supplied with a traction lock request signal 3 generated in a device 2.
  • This device 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.
  • the unit 2 a signal 4 'be supplied, which is obtained, for example, by interrogation of door contacts or other sensors of the rail vehicle.
  • the request signal 3 passes via a first signal path 5 to the microcomputer 6.
  • a second signal path 12 conducts this Traction lock request signal 3 to a drive signal blocking circuit 9 to.
  • the drive signal blocking circuit 9 is located in the drive signal path 10.
  • the drive signal path 10 serves to transmit the drive signals 8 generated by the microcomputer 6 to the power converter 11.
  • 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 to say in local proximity to the drive signal blocking circuit 9. The delay module 16 makes it possible to store or hold 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 time delay acts Drive signal blocking circuit 9 and causes a "hard” shutdown of the converter 11.
  • the time delay is given 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.
  • 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 in each case implemented in series with the switch 17 'or 17''.
  • Each of these switches 17 ', 17 can be controlled by the test request signal 13, that is to say by software.
  • 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 "supplied.
  • FIG. 2 illustrated variant can be realized with comparatively little effort an architecture which complies with safety standard SIL 4 of EN50126, but at the same time the probability of the system being found in a functional condition at the time the task is performed 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.

Landscapes

  • 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)

Claims (8)

  1. Procédé destiné à tester un blocage de traction (1) d'un véhicule ferroviaire, dans lequel
    le blocage de traction (1) présente un premier trajet de signal (5) pour transmettre un signal de demande de blocage de traction (3) à une unité de commande (6) du véhicule ferroviaire, et un deuxième trajet de signal (12), dans lequel un dispositif de diagnostic (6, 14, 15, 17, 23, 24) est prévu, de sorte que le bon fonctionnement du deuxième trajet de signal (12) peut être vérifié au moyen d'un signal de demande de test (13) généré par l'unité de commande (6), en dirigeant le signal de demande de test (13) par l'intermédiaire du deuxième trajet de signal (12) d'une part à un circuit librement programmable (20) et d'autre part au moyen d'un élément retardateur (16) avec un décalage temporel à un circuit de blocage de signal de commande (9), dans lequel le circuit programmable (20) et le circuit de blocage de signal de commande (9) sont disposés sur un trajet de signal de commande (10) reliant l'unité de commande (6) à une unité d'entraînement (22) et dans lequel le test est déclenché par le biais d'un signal (4, 4') du véhicule ferroviaire, dont l'état de signal se modifie peu de temps avant le déblocage de marche.
  2. Procédé selon la revendication 1, caractérisé en ce que le signal (4) est obtenu à partir de l'état d'actionnement du levier de conduite du véhicule ferroviaire.
  3. Procédé selon la revendication 1, caractérisé en ce que le signal (4') est obtenu à partir d'un signal de sécurité du véhicule ferroviaire.
  4. Procédé selon la revendication 3, caractérisé en ce que le signal de fermeture de tous les contacts de porte du véhicule ferroviaire est utilisé en tant que signal de sécurité.
  5. Procédé selon la revendication 3, caractérisé en ce que, en tant que signal de sécurité, un signal d'un dispositif de commande de train supérieur du véhicule ferroviaire est utilisé.
  6. Procédé selon la revendication 3, caractérisé en ce que, en tant que signal de sécurité, un signal d'un dispositif externe de commande automatique continue de la marche des trains est utilisé.
  7. Procédé selon la revendication 1, caractérisé en ce que le signal (4') est obtenu à partir d'un signal PWM du véhicule ferroviaire.
  8. Procédé selon la revendication 3, caractérisé en ce que le signal (4') est obtenu à partir d'une conjonction logique de plusieurs signaux critiques de sécurité du véhicule ferroviaire.
EP12175824.7A 2011-08-17 2012-07-11 Procédé de test d'un blocage de traction fiable d'un véhicule ferroviaire Active EP2559603B8 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL12175824T PL2559603T3 (pl) 2011-08-17 2012-07-11 Sposób testowania bezpiecznej blokady trakcji pojazdu szynowego

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
ATA1186/2011A AT511922A1 (de) 2011-08-17 2011-08-17 Verfahren zum testen einer sicheren traktionssperre eines schienenfahrzeugs

Publications (4)

Publication Number Publication Date
EP2559603A2 EP2559603A2 (fr) 2013-02-20
EP2559603A3 EP2559603A3 (fr) 2014-04-30
EP2559603B1 true EP2559603B1 (fr) 2019-06-12
EP2559603B8 EP2559603B8 (fr) 2019-08-07

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EP12175824.7A Active EP2559603B8 (fr) 2011-08-17 2012-07-11 Procédé de test d'un blocage de traction fiable d'un véhicule ferroviaire

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EP (1) EP2559603B8 (fr)
AT (1) AT511922A1 (fr)
ES (1) ES2745498T3 (fr)
PL (1) PL2559603T3 (fr)

Family Cites Families (5)

* Cited by examiner, † Cited by third party
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 (ru) * 1984-08-13 1987-02-23 Украинский Филиал Государственного Проектного И Конструкторского Института "Союзпроммеханизация" Устройство дл точной остановки и стопорени рельсового транспортного средства
DD259826A1 (de) * 1987-04-06 1988-09-07 Bautzen Waggonbau Veb Automatische rangierkupplung fuer schienenfahrzeuge
JP4187058B1 (ja) * 2007-10-18 2008-11-26 三菱電機株式会社 電気車の車輪径計測装置
DE102008027520A1 (de) * 2008-06-10 2010-01-14 Siemens Aktiengesellschaft Verfahren für ein Schienenfahrzeug zur Anforderung von Sicherheitsreaktionen

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
ES2745498T3 (es) 2020-03-02
EP2559603B8 (fr) 2019-08-07
EP2559603A2 (fr) 2013-02-20
PL2559603T3 (pl) 2019-12-31
AT511922A1 (de) 2013-03-15
EP2559603A3 (fr) 2014-04-30

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