EP2817193B1 - Système de commande destiné à la commande d'un véhicule ferroviaire - Google Patents

Système de commande destiné à la commande d'un véhicule ferroviaire Download PDF

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Publication number
EP2817193B1
EP2817193B1 EP13715936.4A EP13715936A EP2817193B1 EP 2817193 B1 EP2817193 B1 EP 2817193B1 EP 13715936 A EP13715936 A EP 13715936A EP 2817193 B1 EP2817193 B1 EP 2817193B1
Authority
EP
European Patent Office
Prior art keywords
rail vehicle
functions
control system
control unit
controller
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
EP13715936.4A
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German (de)
English (en)
Other versions
EP2817193B8 (fr
EP2817193A2 (fr
Inventor
Meike Meller
Dennis PRAUSSE
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 GmbH
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.)
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Publication date
Application filed by Siemens AG filed Critical Siemens AG
Priority to PL13715936T priority Critical patent/PL2817193T3/pl
Publication of EP2817193A2 publication Critical patent/EP2817193A2/fr
Publication of EP2817193B1 publication Critical patent/EP2817193B1/fr
Application granted granted Critical
Publication of EP2817193B8 publication Critical patent/EP2817193B8/fr
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Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B61C17/04—Arrangement or disposition of driving cabins, footplates or engine rooms; Ventilation thereof
    • 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
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0036—Conductor-based, e.g. using CAN-Bus, train-line or optical fibres
    • 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
    • B61L15/0063—Multiple on-board control systems, e.g. "2 out of 3"-systems
    • 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
    • B61L15/009—On-board display devices

Definitions

  • the invention relates to a rail vehicle having a control system which comprises a first control level for controlling first functions of the rail vehicle and a redundant, second control level for controlling second functions of the rail vehicle, which second functions are selected from the first functions.
  • the person skilled in the art is familiar with rail vehicles, for example the Combino Classic from Siemens AG, which have a control plane for controlling selected functions of the rail vehicle.
  • This control level comprises an operating unit and a controller, which is connected to the shooters to be controlled.
  • the rail vehicle in addition to the Leitebenemechanisch actuated switch as controls, which are hard wired to appropriate contactors to perform all geospatially relevant setting and display functions.
  • the publication WO 91/01231 A1 discloses a rail vehicle for bidirectional operation, each with a driver's station at its ends.
  • the driver stands each have control units and controllers which are connected to the shooters to be controlled.
  • the invention has for its object to provide a cost-effective, yet safely controlled rail vehicle.
  • a rail vehicle comprises a first control plane for controlling first, in particular central, functions of the rail vehicle and a second control plane for redundantly controlling second functions selected from the first functions, for the so-called clearing travel of the rail vehicle.
  • a set of the second functions thus forms a subset of a set of the first functions.
  • the first control level comprises a first operating unit with operating elements for the first functions and a first controller, which first controller is connected to contactors of the first functions to be controlled.
  • the first operating unit and the first controller are connected to each other via a first bus system for data transmission.
  • the second management level comprises a second operating unit with controls for the second functions and a second controller, which is connected to the to be controlled contactors of the second functions. Due to the simple design, redundant second control level can be dispensed with the fixed wiring of the Räumfahrt functions, making the rail vehicle is significantly cheaper to manufacture. Nevertheless, a safe clearance ride is guaranteed.
  • the second operating unit is connected to the second controller via a second bus system for data transmission.
  • the controls of the second control unit are free of fixed wiring with the appropriate contactors.
  • the second operating unit comprises, for example, a touchscreen for mapping the operating elements for the second functions.
  • the second operating unit is thus displayed on the touchscreen, which, for example, is otherwise intended to display the further information for the driver.
  • the first operating unit is usually displayed on a suitable touch screen.
  • the first operating unit is arranged accessible in a driver's cab of the rail vehicle for the driver of the rail vehicle, conventionally installed permanently in the driver's cab.
  • the second operating unit is hidden, for example, in a first state in the driver's cab, for example, folded or retracted, and accessible to the driver in a second state.
  • the second operating unit can be activated by unfolding or removing.
  • Developed further includes the rail vehicle additionally mechanically operated, for example, analog, controls, which are wired directly to be controlled shooters third functions.
  • the third functions are selected in particular from the totality of the first functions and unlike the second functions.
  • mechanically operated Operating element is, for example, a push-button switch.
  • the rail vehicle has a first central control unit which is connected to the first bus system for data transmission and that it has a second central control unit which is connected to the second bus system for data transmission is.
  • the second operating unit is connected to the second controller via a computer unit. This is in particular directly wired with the contactors of the second functions.
  • the first controller also has a fixed wiring with the contactors of the first functions.
  • the computer unit is suitable for the execution of the second, so-called Räumfahrt functions. It is therefore designed in particular simpler as a central control unit.
  • the connection between the second operating unit and the computer unit can likewise be established via a second bus system for data transmission which is redundant to the first bus system for data transmission.
  • the following functions are controlled with the second operating unit: Changing the direction of travel of the rail vehicle between forward and reverse travel and / or raising and lowering of a pantograph and / or switching on and off of external lighting and / or switching on and off of interior lighting and / or on Turning on and off a windshield wiper and / or switching a switch and / or accelerating the rail vehicle and / or braking the Rail vehicle, including service brakes and / or danger brakes, and / or radio calls and / or announcements in the rail vehicle and / or opening and closing doors of the rail vehicle and / or switching on and off of warning signals, including hazard lights and / or the activation of a warning bell.
  • the second operating unit may have the function of an emergency stop switch.
  • the switching on and off of the second operating unit via a mechanically actuated button, or the second control unit is displayed on a touch screen, which provides further information for the driver, then the switching on and off of the clearance can also be done via the second control unit , If, for example, a conventional travel switch is provided, the rail vehicle can be accelerated and decelerated by means of this, which is then no longer controllable by the second control level.
  • the second control level fewer functions of the rail vehicle can be controlled than by means of the first control level.
  • Fig. 1 shows a circuit diagram of the control of the rail vehicle according to the invention.
  • a first operating unit 1, designed here as a touchscreen, is connected as a so-called human-machine interface to a multiple vehicle bus 9, a data bus system for transmitting data to and from the first operating unit 1.
  • a first central control unit 5 and a controller 3. About the controller 3, the associated with him shooters are controlled.
  • a single contactor 12 is illustrated.
  • the first operating unit 1, the first controller 3 and the first control unit 5 together with the first data bus system 9 form the first control level. If this first control level, for example due to a defect, failed, the rail vehicle would no longer be controllable.
  • a button 7 is hardwired to the contactor 12 in this embodiment, too.
  • several functions can be controlled by mechanically operated switches.
  • a multi-function joystick is arranged as a mechanically operated switch in the driver's cab of the rail vehicle. This can then be used, for example, to control the clearance functions of accelerating and decelerating the rail vehicle.
  • clearing functions are controllable with a second control level.
  • This includes a second control unit 2 and a second controller 4.
  • the second controller 4 is in turn connected to the corresponding to the corresponding Räumfahrt functions shooter, here the contactor 12.
  • the second controller 4 and the second operating unit 2 are connected to a second data bus system 10, here also a multiple vehicle bus. Then, a second central control unit 6 may be provided.
  • the first and the second share Controller 3 and 4 the connection 11 to the contactor. The upper branch of the diagram reproduces this embodiment.
  • the second operating unit 2 in the lower branch of the circuit diagram, is connected to the second controller 4 via a computer unit 8.
  • the computer unit 8 is a simplified, or colloquially stripped, central control unit for performing fewer functions compared to the first central control unit.
  • the second controller 4 is in turn wired to the contactor 12. The variants shown are shown in the same diagram for the sake of simplicity.
  • a multi-function joystick it can also be connected to the controller via the computer unit and accordingly to the shooter. On a fixed wiring all clearing functions is omitted according to the invention.
  • Both the first and the second operating unit are in the rail vehicle, the driver's cab 13 in Fig. 2 is sketched on a touch screen.
  • the touchscreen with the second operating unit 2 In a first state, the touchscreen with the second operating unit 2 is folded in or retracted. The unfolded or extended states of the touchscreen are drawn in dashed lines with the second operating unit 2. The arrows mark the unfolding or extending direction.
  • the touchscreen with the second operating unit is firmly housed in the driver's cab and can be viewed by the driver at any time, with further information for the driver, in particular for controlling the rail vehicle, in particular monitoring camera images or IBIS information, being displayed on it during normal driving operation.
  • This has the advantage that the functionality of the second operating unit, which also in normal driving, so with unrestricted function of first control level, is active, can be checked by the driver so that it is ready at any time.
  • FIG. 3 shows a further embodiment of the invention.
  • a first operating unit 1 is designed as a touch screen, connected to a first controller 3, which in turn is connected to the shooters via the wiring 11.
  • the second operating unit 2 is displayed on a second touchscreen for the display of camera images or IBIS information.
  • the second touchscreen with the second operating unit 2 is connected to a second controller 4, which in turn is connected to the shooters via the wiring 11.
  • the second touchscreen also has a connection 9 to the first controller 3, which serves primarily for the transmission of camera images or IBIS information.
  • a multi-function joystick 7 is connected to the first and second controllers 3 and 4.
  • the second control level with the second operating unit 2 takes over the clearing functions of the first control level, whereby the rail vehicle remains controllable for the driver.
  • the central control unit and the computer unit off Fig. 1 were omitted here for clarity.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Claims (9)

  1. Système de commande pour commander un véhicule ferroviaire, comprenant un premier plan de conduite pour commander des premières fonctions du véhicule ferroviaire et un deuxième plan de conduite pour commander des deuxièmes fonctions, choisies parmi les premières fonctions, pour la navigation du véhicule ferroviaire, l'ensemble des deuxièmes fonctions formant un sous-ensemble de l'ensemble des premières fonctions, le premier plan de conduite comprenant une première unité (1) de service et une première unité (3) de commande, laquelle première unité (3) de commande est reliée à des interrupteurs (12) à commander, la première unité (1) de service et la première unité (3) de commande étant reliées entre elles par un premier système (9) de bus pour la transmission de données, caractérisé en ce que le deuxième plan de conduite comprend une deuxième unité (2) de service et une deuxième unité (4) de commande, laquelle est reliée aux interrupteurs (12) à commander, la deuxième unité (2) de commande étant reliée à la deuxième unité (3) de commande par un deuxième système (10) de bus pour la transmission de données et les éléments de service de la deuxième unité de service sont exempts de connexion fixe avec les interrupteurs à commander.
  2. Système de commande suivant la revendication 1, caractérisé en ce qu'il a un écran tactile, propre à représenter la deuxième unité (2) de service.
  3. Système de commande suivant l'une des revendications 1 ou 2, caractérisé en ce qu'il comprend au moins un élément (7) de service à actionner mécaniquement, lequel est connecté directement à l'un des interrupteurs (12) à commander.
  4. Système de commande suivant la revendication 1, caractérisé en ce qu'il a un premier appareil (5) central de commande, qui est relié au premier système (9) de bus pour la transmission de données, et en ce qu'il a un deuxième appareil (6) central de commande, qui est au relié au deuxième système (10) de bus pour la transmission de données.
  5. Système de commande suivant l'une des revendications 1 à 3, caractérisé en ce que la deuxième unité (2) de service est reliée à la deuxième unité (4) de commande par une unité (8) informatique.
  6. Système de commande suivant la revendication 2, caractérisé en ce que l'écran tactile est prévu pour représenter d'autres informations au conducteur.
  7. Système de commande suivant l'une des revendications 1 à 6, caractérisé en ce que la deuxième unité (2) de service est conformée pour commander les fonctions suivantes :
    - inversion du sens de marche du véhicule ferroviaire et/ou
    - levée et abaissement d'un appareil de prise de courant et/ou
    - mise en circuit et hors circuit d'un éclairage extérieur et/ou intérieur et/ou
    - mise en circuit et hors circuit d'un essuie-glace et/ou
    - inversion d'un aiguillage et/ou
    - mise hors circuit de secours.
  8. Système de commande suivant la revendication 7, caractérisé en ce que la deuxième unité (2) de service est conformée pour commander les fonctions suivantes :
    - accélération du véhicule ferroviaire et/ou
    - freinage du véhicule ferroviaire et/ou
    - émetteur radio et/ou
    - annonce parlée et/ou
    - ouverture et fermeture de porte et/ou
    - passage et arrêt de signaux d'alerte.
  9. Véhicule ferroviaire, qui a un système de commande suivant l'une des revendications 1 à 8.
EP13715936.4A 2012-04-17 2013-04-02 Système de commande destiné à la commande d'un véhicule ferroviaire Active EP2817193B8 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL13715936T PL2817193T3 (pl) 2012-04-17 2013-04-02 System sterowania do sterowania pojazdem szynowym

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012206316.1A DE102012206316B4 (de) 2012-04-17 2012-04-17 Steuerungssystem zur Steuerung eines Schienenfahrzeugs
PCT/EP2013/056870 WO2013156298A2 (fr) 2012-04-17 2013-04-02 Système de commande destiné à la commande d'un véhicule ferroviaire

Publications (3)

Publication Number Publication Date
EP2817193A2 EP2817193A2 (fr) 2014-12-31
EP2817193B1 true EP2817193B1 (fr) 2018-10-03
EP2817193B8 EP2817193B8 (fr) 2018-11-21

Family

ID=48092931

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13715936.4A Active EP2817193B8 (fr) 2012-04-17 2013-04-02 Système de commande destiné à la commande d'un véhicule ferroviaire

Country Status (6)

Country Link
EP (1) EP2817193B8 (fr)
DE (1) DE102012206316B4 (fr)
ES (1) ES2704130T3 (fr)
PL (1) PL2817193T3 (fr)
TR (1) TR201820216T4 (fr)
WO (1) WO2013156298A2 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014214228B4 (de) * 2014-07-22 2023-02-02 Siemens Mobility GmbH Schienenfahrzeug
FR3112748B1 (fr) * 2020-07-23 2022-07-29 Regie Autonome Des Transp Parisiens Procédé de commande d’un matériel roulant ferroviaire, ainsi que matériel roulant ferroviaire correspondant

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5053964A (en) 1989-07-17 1991-10-01 Utdc, Inc. On-board integrated vehicle control and communication system
JP3412349B2 (ja) * 1994-12-28 2003-06-03 株式会社日立製作所 制御装置
DE102005023296B4 (de) 2005-05-12 2007-07-12 Siemens Ag Zugbeeinflussungssystem
DE202006020468U1 (de) * 2006-07-20 2008-11-27 Bombardier Transportation Gmbh Anordnung zum Führen eines Schienenfahrzeuges
DE202007008825U1 (de) * 2007-06-21 2007-08-30 GSP Sprachtechnologie Gesellschaft für elektronische Sprachsysteme mbH Kommunikations- und/oder Informationssystem für ein Schienenfahrzeug
DE102008047661A1 (de) * 2008-09-12 2010-04-08 Bombardier Transportation Gmbh Führerstand eines spurgebundenen Fahrzeuges, insbesondere eines Schienenfahrzeugs

Non-Patent Citations (1)

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

Also Published As

Publication number Publication date
TR201820216T4 (tr) 2019-01-21
DE102012206316B4 (de) 2018-05-17
WO2013156298A3 (fr) 2014-06-19
PL2817193T3 (pl) 2019-04-30
EP2817193B8 (fr) 2018-11-21
WO2013156298A2 (fr) 2013-10-24
EP2817193A2 (fr) 2014-12-31
ES2704130T3 (es) 2019-03-14
DE102012206316A1 (de) 2013-10-17

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