EP2874860B2 - Verfahren zum bedienen von funktionseinheiten bei einem schienenfahrzeug - Google Patents

Verfahren zum bedienen von funktionseinheiten bei einem schienenfahrzeug Download PDF

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Publication number
EP2874860B2
EP2874860B2 EP13771411.9A EP13771411A EP2874860B2 EP 2874860 B2 EP2874860 B2 EP 2874860B2 EP 13771411 A EP13771411 A EP 13771411A EP 2874860 B2 EP2874860 B2 EP 2874860B2
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EP
European Patent Office
Prior art keywords
train
rail vehicle
carriage
operating system
user
Prior art date
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Active
Application number
EP13771411.9A
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German (de)
English (en)
French (fr)
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EP2874860A2 (de
EP2874860B1 (de
Inventor
Martin Kessner
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
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Siemens Mobility GmbH
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Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Priority to PL13771411T priority Critical patent/PL2874860T3/pl
Publication of EP2874860A2 publication Critical patent/EP2874860A2/de
Application granted granted Critical
Publication of EP2874860B1 publication Critical patent/EP2874860B1/de
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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
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • 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 invention relates to a method for operating functional units in a rail vehicle.
  • An operating system for train attendants for operating functional units in a rail vehicle or train is also described, the operating system not being part of the claimed invention.
  • DE 197 43 306 discloses a mobile operating device of a vehicle, which has a control display for displaying data of the vehicle to be monitored and comprises an input unit with which a predetermined action can be carried out.
  • the mobile operating device also contains a computer that displays the data to be monitored on the control display and carries out the respective predetermined action based on a corresponding actuation of the input unit.
  • EN 10 2006 023 319 relates to a system for information access and communication in a high-speed vehicle with several coupled units.
  • the system comprises a server unit which is set up for information provision and communication, several radio access points which are designed for data communication with data processing devices by radio, a data network which connects the server unit to the radio access points.
  • US 2005/0 259 598 A1 discloses a wireless network (WLAN) within a train with several carriages, where each carriage has an access point or router.
  • WLAN wireless network
  • train attendants In rail vehicles, especially trains with several carriages coupled together, it is often necessary for train attendants to operate functional units of the rail vehicle. Examples of such operating actions include making settings on an air conditioning system within a carriage, locking doors or entering detected defects, such as defective interior fittings, within a train carriage into a system in order to arrange for the defective interior fittings to be serviced accordingly. Train attendants must also respond to alarms or warnings with appropriate remedial measures.
  • stationary control terminals are provided for operating the functional units of the rail vehicle, for example for operating the lighting, air conditioning or door locks, and for visualizing the status, for example in the case of alarms or warnings.
  • These terminals are permanently installed in a train conductor's compartment or in a specific control cabinet.
  • train conductors have cordless telephones, particularly DECT-based ones, for making announcements and displaying short text messages.
  • the conventional facilities in rail vehicles are inadequate and have significant disadvantages. For example, when an alarm or warning occurs, a train conductor must first go to a stationary control terminal, which is located in a train conductor's compartment or similar, for example, in order to get a complete picture of the situation. Short messages about faults are sometimes also transmitted to DECT terminals.
  • At least one stationary terminal is provided in the rail vehicle, at which the user's mobile device is registered to participate in the operating system.
  • the position of the user's mobile device within the rail vehicle is recorded.
  • the exact location of the user's mobile device within a carriage of the rail vehicle is also recorded.
  • the base station is connected via a car control unit to a control bus of a train control system of the rail vehicle, which controls the functional units of the rail vehicle.
  • a functional unit of the rail vehicle is operated depending on the detected current position of the user's mobile device.
  • the current position of the user's mobile device within the rail vehicle is recorded by means of the base stations provided in the various carriages of the rail vehicle.
  • the base station is a WLAN base station that communicates bidirectionally with the mobile device of the authenticated user via a wireless interface.
  • communication between the base station and the user's mobile device is encrypted.
  • the user is authenticated to the operating system at a stationary operating terminal that is not accessible to unauthorized users.
  • the current position of other authenticated users of the operating system is displayed on a display of the mobile device of the authenticated user.
  • bidirectional communication takes place between the authenticated user of the mobile terminal with other mobile terminals of other authenticated users of the operating system via a bus of the train control system within the rail vehicle.
  • this operating system is equipped with a Ordering system, in particular an ordering system for ordering train tickets.
  • the operating system is coupled to a timetable information system, in particular a timetable system of the rail network.
  • the operating system of the rail vehicle is coupled with a passenger information system.
  • the operating system of the rail vehicle is coupled with a navigation system or control system of the rail vehicle.
  • a rail vehicle in particular a train, has a drive car and several cars or wagons 1 coupled to one another, as shown by way of example in Fig.1 shown
  • the carriage 1 has wheels R with which it rolls over a rail S.
  • the carriage 1 has a carriage body 2 in which various functional units or functional units of the rail vehicle can be located.
  • the rail carriages of the rail vehicle are connected to one another via doors and have external doors for the passengers or passengers.
  • each carriage 1 usually has at least two doors 3A, 3B on each side with a corresponding door control device.
  • external doors are also provided for passengers to get on and off, which also have corresponding door control devices.
  • each carriage 1 of the rail vehicle can have a carriage control device 4, which is connected to a train control device or train control system via a bus, as in Fig.2
  • a train bus 11 connects train control units 11 with car control units 4 of different cars 1, to each of which at least one base station 5 is connected.
  • a stationary terminal 13 can be connected to the train bus 11, which is located, for example, in a train conductor's compartment.
  • the carriage 1 in the embodiment shown also has two base stations 5A, 5B, which can be located at the two ends of the carriage.
  • the carriage 1 also has passenger emergency brakes 6A, 6B as functional units, with the help of which a passenger or a train attendant can initiate an emergency braking of the rail vehicle.
  • the car 1 additionally has an air conditioning system 9 with a corresponding control device.
  • a large number of other functional units can be accommodated in the carriage 1 of the rail vehicle.
  • the number of base stations 5A, 5B within the carriage 1 can vary depending on the length of the carriage.
  • the base stations 5A, 5B can be WLAN base stations.
  • the WLAN base stations within the train carriage 1 communicate via a radio interface or wireless interface with a user's mobile terminal 10. This user is an authenticated user, in particular an authenticated train attendant.
  • the communication between the base stations 5A, 5B and the mobile terminal 10 is preferably encrypted so that unauthenticated third users have no way of operating the functional units of the rail vehicle.
  • the mobile terminal 10 is first registered at a stationary terminal within the rail vehicle and authenticated to the operating system.
  • At least one stationary terminal is preferably provided in the rail vehicle, at which a train attendant or user can register his mobile device 10 to participate in the operating system.
  • the user can authenticate himself to the operating system as being authorized.
  • Both the registration of the mobile device 10 and the authentication of the user to the operating system preferably take place at a stationary operating terminal that is not accessible to unauthorized users, in particular passengers or the like.
  • This stationary operating terminal is located, for example, in a train attendant compartment, which can also be locked with a security lock.
  • the authentication process used therefore requires access to the stationary operating terminal in the train attendant compartment, which is locked with a security lock.
  • authentication to the operating system takes place with a password or a PIN number.
  • the authentication can be carried out using a barcode shown on a display, which can be photographed, for example, by a camera of the mobile terminal 10.
  • a predetermined role is chosen or selected for its user, with each role granting the respective user certain associated access rights to certain functional units of the rail vehicle.
  • the mobile terminal 10 When the mobile terminal 10 is registered, it can be determined which role receives which types of operating options.
  • the various users can be, for example, a train driver, a train manager, a train attendant or service personnel within the train. For example, malfunctions that occur in the train are only signaled to the user who takes on the role of a train manager.
  • the frequency band or this channel is preferably separated from other channels that are used for normal data transmission, for example between passengers' terminals and the base stations. This further increases security against interference and manipulation.
  • the current position of the user's mobile device 10 within the rail vehicle is recorded using the base stations. In particular, it is recorded which carriage the train attendant or user is currently in.
  • the exact location of the mobile device 10 within a carriage 1 of the rail vehicle can also be determined. For example, a layout plan or equipment plan of the carriage is used to determine which row of seats within carriage 1 the train attendant's or user's mobile device 10 is currently located in.
  • the functional units of the rail vehicle are operated depending on the current position of the mobile terminal 10 of the authenticated user. If, for example, a train attendant sets the air conditioning unit as the functional unit, the air conditioning unit or the air conditioning unit 9 within the carriage 1 of the rail vehicle in which the train attendant's mobile terminal 10 is currently located is automatically preselected for operation and the other air conditioning units in the other carriages remain unchanged.
  • the operation of functional units also takes place depending on the exact current position of the mobile terminal 10 within the carriage 1. If, for example, the train attendant detects damage or a defect within a carriage 1, such as damaged seats or the like, the exact location of the damage is automatically recorded without the train attendant having to make any special input, such as the row of damaged seats. In addition, it is recorded in which carriage 1 the damage occurred.
  • the Defects recorded by train attendants in the various carriages at the various locations within the carriages are preferably stored by the train control system in a database or a data storage device of the rail vehicle and can be read out automatically during subsequent maintenance measures. With the help of the data, maintenance personnel can be directed to the exact locations where defects have occurred.
  • maintenance personnel can also have a corresponding mobile device 10 and can be directed to the location of the defect that has occurred. Localizing the position of the mobile device 10 thus makes it easier for the train attendant to operate functional units on the rail vehicle and also avoids incorrect settings. In addition, localizing the mobile device 10 serves to increase efficiency, particularly during maintenance measures or the like.
  • the localization of the mobile terminal 10 within a carriage 1 is carried out by evaluating the signal strength of a signal that is exchanged between the mobile terminal 10 and at least one of the base stations 5A, 5B. The closer the mobile terminal 10 is to the base station, the higher the received signal strength.
  • the mobile terminal 10 sends out a corresponding measurement signal, which is processed by a base station 5A, 5B to determine the position or the distance of the mobile terminal 10 from the base station.
  • a so-called time-of-flight evaluation is carried out, ie the signal runtime between the mobile terminal 10 and the base station is determined and the position of the mobile terminal 10 within the carriage 1 is determined from this.
  • the accuracy of determining the position of the mobile Terminal 10 within the vehicle 1 can be increased.
  • the angle of arrival of the received signal is evaluated by the base station. This can further increase the accuracy of determining the position of the mobile terminal 10 within the vehicle 1. For example, a three-dimensional position determination is carried out and the coordinates x, y, z of the mobile terminal 10 within the vehicle 1 are calculated.
  • the control of functional units within the rail vehicle takes place depending on the calculated coordinates x, y, z of the mobile terminal 10 within the carriage and the determined carriage number of the carriage 1.
  • the authenticated user can operate a wide variety of functional units within the carriage 1 or the rail vehicle in a simple and efficient manner.
  • the Figures 3 to 14 show various application examples for setting functional units using a mobile terminal 10 of an authenticated user, in particular an authenticated train attendant.
  • the mobile terminal 10 has a graphical user interface with which the user can control functional units of the rail vehicle or via which the user can receive information from functional control units.
  • the graphical user interface is preferably a so-called touchscreen, where the user can enter control commands by touching sensitive surfaces.
  • Fig.3 shows a possible design of a displayed main menu that can be displayed on a display of a graphical user interface of the mobile device 10.
  • the user or train attendant can activate various functions, namely an air conditioning unit K inside the carriage or doors T inside the rail vehicle.
  • the train attendant can record defects M or carry out communication KOM with other users inside the rail vehicle.
  • the user can activate announcements D and log out of the operating system.
  • additional useful information is displayed to the train attendant, in particular the time and information as to whether there are any error messages.
  • Fig.4 If there are error or fault messages, these can also be shown on the display of the mobile device 10, as in Fig.4
  • an emergency brake NB has been activated in carriage 13 or that a galley G in carriage 14 is on fire.
  • the train attendant is also shown that the underfloor UF in carriage 14 is on fire and that there are also two door faults TS on different doors in this carriage.
  • the train attendant is also shown graphically that an emergency call has been generated in the disabled toilet.
  • Fig.5 shows a fire alarm on a display of the mobile device 10.
  • the user is shown in which carriage the fire occurred.
  • the fire alarm was generated in the carriage with carriage number 17.
  • the operating system offers the user the option of centrally quickly switching off the air conditioning systems for the entire train or the entire rail vehicle in the event of a fire in order to prevent the spread of smoke gases within the rail vehicle.
  • the train attendant can deactivate the air conditioning in the entire train by touching the sensitive surface "Air conditioning immediately off KSA".
  • Fig.6 shows an example of the display of a passenger emergency brake being pulled in carriage 15 of the rail vehicle.
  • the Menu thus allows the display of pending alarms and warnings as well as notes in topic-specific graphical overviews.
  • Fig.7 shows an example of the display of door states for different carriages 1 of the rail vehicle.
  • the door states are displayed for each individual door of the train, for example whether the door T is closed and locked or released or opened. Furthermore, a fault in the respective door T can be displayed or whether it is locked with a square key or whether it is unlocked in an emergency.
  • the train attendant By pressing a corresponding sensitive surface WS (lock carriage), the train attendant has the option of locking the doors T for each carriage.
  • the locked doors T are displayed to the train attendant.
  • the train attendant can also be shown door details, for example in Fig.8
  • the train conductor is shown various door states graphically. For example, in the Fig.9 In the example shown, the doors T in carriages 26 and 27 are locked. By touching a button AF (Release all), the train attendant has the option of unlocking the doors T again.
  • the train attendant also has the option of displaying detailed information on how to remedy the fault in question, as shown in Fig.10
  • a door fault has occurred in carriage 14.
  • the train attendant is given assistance on how to resolve the door fault.
  • he is sent a corresponding text message TN, as in Fig.10 shown.
  • the train attendant has the option of adjusting air conditioning systems 9 in different carriages 1, for example by operating corresponding slide controls that are shown graphically on his display. This is exemplified in Fig. 11
  • the Setting of an air conditioning unit 9 additionally depending on the position of the respective user or train attendant.
  • the train attendant only has the option of setting the air conditioning unit 9 in the carriage 1 in which he is currently located.
  • the setting of functional units within the rail vehicle can also be made depending on the assigned role of the user. For example, a train attendant can only set the air conditioning in the carriage 1 in which he is currently located, while a train manager, for example, has the option of centrally setting all air conditioning systems in all carriages of the rail vehicle.
  • other users such as normal service personnel, usually do not have the rights to set any air conditioning systems within the rail vehicle.
  • users with different roles are shown different menus for operating functional units.
  • a user or a train attendant has the opportunity to enter defects directly on site, as is the case in Fig. 12
  • Defects can be entered, for example, using a defined defect code or alternatively using a menu-driven selection.
  • the defects M entered are preferably loaded into a central data storage device of the rail vehicle.
  • information is transmitted about where within the rail vehicle the defect was recorded by the user or train attendant.
  • the corresponding data set therefore has the position coordinates x, y, z of the entering train attendant within carriage 1 as well as the carriage number of the carriage 1 in which the defect M was entered.
  • the user or train attendant can use a camera in the mobile device 10 to take a photo of the defect found for illustration purposes. and also describe this in more detail with free text.
  • the user or train attendant who is in carriage 26 can enter that the carpet in this carriage is heavily soiled (TSV) and enter a defect code 3 and the exact location of the defect.
  • TSV heavily soiled
  • the train conductor has the option of making announcements locally or throughout the entire rail vehicle. This is for example the case in Fig. 13
  • the announcements are made acoustically via the loudspeakers 7 inside the carriage 1 of the rail vehicle.
  • certain acoustic announcements are stored in advance and only need to be activated by the train conductor by pressing a corresponding sensitive surface.
  • the operating system enables communication between different train attendants within the rail vehicle, as in Fig. 14
  • the user recognizes other authenticated users with different roles in different cars of the rail vehicle and can activate direct communication with the respective user, for example for a telephone conversation between the users.
  • climate settings are usually made based on the wishes expressed by passengers.
  • the train attendant or user can therefore adjust the climate settings on the spot in response to the passenger's wishes and does not have to go to a stationary terminal, which can be several carriages away within the rail vehicle.
  • the train attendant does not have to remember the passenger's wishes and can don't forget.
  • the passenger can immediately see that his request is being dealt with immediately.
  • the operating system also allows defects to be entered directly within the rail vehicle where the defect is located.
  • the train attendant does not have to remember or write down the defect until he has arrived at the next stationary operating station. This also prevents the train attendant or user from forgetting the defect he has noticed before entering it or from forgetting the exact location where the defect occurred.
  • the defect that has occurred can be entered more quickly by the train attendant because the current position of the train attendant is recognized by the operating system, thus making it unnecessary to enter his own position, for example the carriage number. This leads to greater operating efficiency.
  • the train attendant also has the option of directly entering additional information, such as photos or free text, which describe the respective defect in more detail. This is particularly useful for preparing and carrying out maintenance measures within the rail vehicle.
  • the operating system allows the train attendant to immediately see whether the train driver of the rail vehicle may not have released the doors yet and can also notify the train driver accordingly.
  • the operating system also makes it possible to exclude doors from being opened at short notice, taking local conditions into account.
  • local conditions include, for example, a short platform, a train braking failure or unusable platform sections within a station.
  • the operating system integrates communication between train personnel.
  • the operating system enables announcements to be made using the mobile device 10. This makes it possible to do without conventional cordless telephones.
  • the operating system transmits alarms, warnings and information to the train attendant promptly and in detail.
  • the optical processing using colors and icons also allows the transmitted information or warnings to be understood more quickly by the train attendant.
  • Displayed faults especially in graphic form, enable the train conductor to gain a quicker overview of the overall situation and react accordingly. This makes it possible to respond to certain alarm messages promptly and appropriately on site, for example by quickly switching off the air conditioning in the event of a fire.
  • the operating system enables detailed remedial measures to be displayed in the event of a fault where they are needed, i.e. usually directly at the location where the fault has occurred. This makes it easier to process or resolve the fault.
  • the remedial measures displayed make it easier to resolve the fault and prevent incorrect measures by the train attendant. This speeds up the remedial measures and significantly increases the quality of the remedial measures implemented.
  • the operating system can be linked to other systems, in particular to a train ticket ordering system, a timetable information system for a rail network, a passenger information system and a navigation system. For example, if a passenger wants to know where the train is currently located or when the next station will be reached, this can be shown to the passenger graphically on a display on the mobile device thanks to the link to a navigation system. If the operating system is connected to an ordering system, the passenger can have a ticket issued directly by the train attendant.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Management, Administration, Business Operations System, And Electronic Commerce (AREA)
EP13771411.9A 2012-10-04 2013-09-18 Verfahren zum bedienen von funktionseinheiten bei einem schienenfahrzeug Active EP2874860B2 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL13771411T PL2874860T3 (pl) 2012-10-04 2013-09-18 System obsługi do obsługi jednostek funkcjonalnych w pojeździe szynowym

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012218143.1A DE102012218143B4 (de) 2012-10-04 2012-10-04 Bediensystem zur Bedienung von Funktionseinheiten bei einem Schienenfahrzeug
PCT/EP2013/069328 WO2014053318A2 (de) 2012-10-04 2013-09-18 Bediensystem zur bedienung von funktionseinheiten bei einem schienenfahrzeug

Publications (3)

Publication Number Publication Date
EP2874860A2 EP2874860A2 (de) 2015-05-27
EP2874860B1 EP2874860B1 (de) 2016-11-02
EP2874860B2 true EP2874860B2 (de) 2024-06-12

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ID=49301437

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EP13771411.9A Active EP2874860B2 (de) 2012-10-04 2013-09-18 Verfahren zum bedienen von funktionseinheiten bei einem schienenfahrzeug

Country Status (11)

Country Link
US (1) US9950719B2 (zh)
EP (1) EP2874860B2 (zh)
CN (1) CN104684786B (zh)
BR (1) BR112015007134A2 (zh)
CA (1) CA2887093C (zh)
DE (1) DE102012218143B4 (zh)
ES (1) ES2609401T3 (zh)
IN (1) IN2015DN01697A (zh)
PL (1) PL2874860T3 (zh)
RU (1) RU2649251C2 (zh)
WO (1) WO2014053318A2 (zh)

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DE102018215621A1 (de) * 2018-09-13 2020-03-19 Siemens Mobility GmbH Verfahren und System zum Betreiben eines spurgebundenen Fahrzeugs in einem von einer Begleitperson begleiteten fahrerlosen Betrieb
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BR112015007134A2 (pt) 2017-07-04
PL2874860T3 (pl) 2017-04-28
WO2014053318A2 (de) 2014-04-10
CN104684786A (zh) 2015-06-03
IN2015DN01697A (zh) 2015-07-03
WO2014053318A3 (de) 2015-02-26
DE102012218143B4 (de) 2021-11-18
US9950719B2 (en) 2018-04-24
US20150251673A1 (en) 2015-09-10
DE102012218143A1 (de) 2014-04-24
CN104684786B (zh) 2017-08-01
RU2015112132A (ru) 2016-11-20
EP2874860A2 (de) 2015-05-27
EP2874860B1 (de) 2016-11-02
CA2887093A1 (en) 2014-04-10
ES2609401T3 (es) 2017-04-20
RU2649251C2 (ru) 2018-03-30

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