EP3036146B1 - Betrieb eines schienenfahrzeugs - Google Patents

Betrieb eines schienenfahrzeugs Download PDF

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Publication number
EP3036146B1
EP3036146B1 EP14771822.5A EP14771822A EP3036146B1 EP 3036146 B1 EP3036146 B1 EP 3036146B1 EP 14771822 A EP14771822 A EP 14771822A EP 3036146 B1 EP3036146 B1 EP 3036146B1
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EP
European Patent Office
Prior art keywords
rail vehicle
monitoring system
communication link
station
track monitoring
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
EP14771822.5A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP3036146A1 (de
Inventor
Jacob Johannes KOHLRUSS
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
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Siemens AG
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Publication date
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Publication of EP3036146A1 publication Critical patent/EP3036146A1/de
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Publication of EP3036146B1 publication Critical patent/EP3036146B1/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
    • B61L15/0081—On-board diagnosis or maintenance
    • 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
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
    • B61L27/33—Backup systems, e.g. switching when failures occur
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
    • B61L27/53—Trackside diagnosis or maintenance, e.g. software upgrades for trackside elements or systems, e.g. trackside supervision of trackside control system conditions

Definitions

  • the invention relates to a method for operating a rail vehicle, a corresponding rail vehicle and a corresponding station monitoring system.
  • a companion or driverless mode In an operation of the metro system in a companion or driverless mode (also referred to as "GoA4 operation") is for a rail vehicle, the entry into the station only possible if the entrance has been approved by the station and if the information representing the permission the incoming rail vehicle was successfully transmitted via a communication link.
  • a station controlled by safety devices, may change its status, for example in the identification of opened platform doors and the associated danger of persons possibly being in the track area.
  • the rail vehicle can not be informed about possible dangerous situations. Therefore, if the communication link fails, the rail vehicle will only continue to travel still possible until the end of a currently valid "Movement Authority" (MA), that is, until the end of an area for which the state can not be changed by another event. For example, the rail vehicle is controlled so that it is stopped immediately before entering the station. An entry of the rail vehicle into the station is then not possible (even if there is no dangerous situation) until either the communication connection is restored or personnel arrives at the rail vehicle, which drives the rail vehicle manually on sight into the station. Both events can take considerable time.
  • MA Motion Authority
  • a train protection and control system is known.
  • the latter has at least one transmitter provided on a route for monitoring train commands and for the wireless exchange of general messages between a line center and trains traveling in the associated route area.
  • a data processing device for cyclically determining the commands
  • a test device for monitoring the operational readiness of the data processing device is provided.
  • the test device constantly turns on a pilot tone generator whose signals are passed over the same transmission path of the transmitter as the commands for the traction vehicles. An output of the commands to a controller on the traction units takes place in response to the receipt of the pilot tone.
  • a buffer is provided for the pilot tone, at its reset input two monitoring devices are connected, each output after the return of a predetermined distance or after a predetermined time interval without the receipt of the pilot tone a reset signal. This ensures that short-term disturbances in the transmission are not evaluated as such.
  • the object of the invention is to avoid the above-mentioned disadvantages and to ensure an efficient train operation in particular in case of failure of the communication link between rail vehicle and track monitoring system.
  • the hazardous state is a condition of the line or the rail vehicle that is considered to be unfavorable, hazardous to safety or inadmissible or predetermined (operating).
  • the dangerous condition can be determined, for example, by means of sensors of the track or of the rail vehicle. It is also possible that the danger state can be deduced from information or data supplied by sensors.
  • the rail vehicle can continue.
  • a further development consists in that the danger state is determined by the route monitoring system by means of at least one route sensor and / or by means of at least one station monitoring system.
  • a next development is that the dangerous condition of the rail vehicle by means of sensors and / or information available in the rail vehicle is determined.
  • An alternative embodiment is that the continued travel of the rail vehicle is carried out at least partially at reduced speed, even if the communication connection fails, as long as no hazardous condition is determined by the track monitoring system and by the rail vehicle.
  • a next embodiment is that the communication link is a wireless communication link.
  • the communication connection can be any radio connection between the rail vehicle and the route monitoring system.
  • An additional refinement is that the processing unit of the rail vehicle is set up to continue the travel of the rail vehicle even if the communication connection fails, at least partially at reduced speed, as long as no hazardous condition is detected by the rail vehicle and no interruption of the power supply to the rail vehicle is detected.
  • the processing unit mentioned here may in particular be embodied as a processor unit and / or an at least partially hard-wired or logical circuit arrangement, which is set up, for example, in such a way that the method can be carried out as described herein.
  • Said processing unit may be or include any type of processor or computer or computer with correspondingly necessary peripherals (memory, input / output interfaces, input / output devices, etc.).
  • the processing unit may be part of a control unit of the rail vehicle or the route monitoring system.
  • FIG. 12 is a schematic diagram illustrating the flow of an efficient operating procedure for a rail vehicle even after failure of a communication link to a link monitoring system.
  • the driving profile 100 shows an exemplary portion of a route 101 on which a rail vehicle 130 (e.g., in a driverless mode) is traveling in a direction of travel 140 through a tunnel 110 to a station 120.
  • a rail vehicle 130 e.g., in a driverless mode
  • the rail vehicle (also referred to as "train") has at least one car, the car may be a traction vehicle, a travel car, a freight car or a combination of such compartments or functions.
  • the traction unit has a driver's cab (also referred to as an operator station) and can be designed with or without drive.
  • the traction vehicle may in particular be a locomotive.
  • the traction unit may have an emergency operating console, which is arranged, for example, in the passenger compartment behind a closable flap.
  • a speed diagram 102 adapted to the route 101 is shown, which represents the profile of a speed v (in [km / h]) of the rail vehicle 130 as a function of a position s (in [km]) on the route 101.
  • FIG. 12 shows an exemplary system configuration 200 for the proposed control of the rail vehicle 130.
  • the rail vehicle 130 comprises a train control unit 220 with a radio-based communication unit 225.
  • the train control unit 220 is connected to a brake system 215 of the rail vehicle 130 via an interface 221.
  • the Switzerlandtowntown 220 is connected via an interface 222 to a current collector 216, which is guided in a along the route 101 arranged busbar 240.
  • the route monitoring system 250 includes a radio-based communication unit 255 and an interface 251, via which a switch 261 of a traction current system 260 can be controlled. Via the switch 261, the bus bar 240 can be coupled to the traction current system 260, so that an electrical energy required for operating the rail vehicle 130 can be provided.
  • the route monitoring system 250 is connected to a station monitoring system 270.
  • station monitoring system 270 e.g. station-side conditions such as components and functions (e.g., the status of doors) of a station.
  • one or more route sensors 275 e.g., route monitoring sensors
  • route 101 may be connected, through which trackside conditions are detected and e.g. on the proper functioning of trackside components can be deduced.
  • trackside conditions may be detected or determined directly by the track monitoring system 250.
  • a line 280 symbolically separates the station from the rest of the route, ie, to the left of line 280 logically the station and to the right of the line the route outside the station.
  • the route sensors 275 thus provide data regarding the route outside the station, and the station monitoring system 270 provides data of the station to the route monitoring system 250.
  • Information (e.g., position and status information) between the rail vehicle 130 and the track monitoring system 250 may be exchanged via a wireless communication link 217 (radio link) established by the communication units 225, 255.
  • a wireless communication link 217 radio link
  • the rail vehicle 130 travels to the next station 120 at a predetermined speed (in speed diagram 102, the normal speed profile is illustrated by a curve 160), with the position and status of the rail vehicle 130 via the wireless communication link 217 to the link monitoring system 250 are transmitted.
  • the rail vehicle 130 is assigned a valid driving permission 165 ("Movement Authority") until it stops at the station 120.
  • Movement Authority a valid driving permission 165
  • the switch 261 is or remains closed, the busbar 240 and thus the rail vehicle 130 are powered by the traction current system 260 and the rail vehicle 130 can enter the station 120.
  • the rail vehicle 130 is decelerated in accordance with the course of the curve 160 in the station 120 and stops at the intended location.
  • Fig.1 is such an interruption 170 of the communication link 217 when driving the rail vehicle 130 in the tunnel 110 indicated.
  • the interruption 170 of the communication connection 217 is noticed both by the route monitoring system 250 and by the train control device 220 arranged in the rail vehicle 130.
  • switch 261 is opened by route monitoring system 250, i. the bus bar 240 is disconnected from the traction current system 260, the rail vehicle 130 can not continue.
  • the train control unit 220 checks the status and the status of all rail vehicle-side components and functions. In particular, it is checked via the interface 222 whether the traction current is still switched on, ie the busbar 240 and thus the rail vehicle 130 are connected to the traction current.
  • the rail vehicle 130 is allocated, for example, a restricted driving permission 166 for continued travel at reduced speed.
  • the speed may also be reduced stepwise as a function of the distance of the rail vehicle 130 from the station 120.
  • the train control unit 220 causes an immediate stop of the rail vehicle 130. Accordingly, a stop of the rail vehicle 130 is caused when a missing traction current is detected by the Switzerlandtown réelle 220.
  • the route monitoring system 250 it is ensured by the route monitoring system 250 that the currently assigned driving permission 165, 166 of the rail vehicle 130 can be used on the trackside.
  • the route monitoring system 250 assumes that the train control unit 220 monitors the rail vehicle-related statuses with respect to the currently assigned driving license 165, 166 and controls the entry into the station 120, e.g. at a reduced speed.
  • the train control unit 220 assumes that, even in the case of the interruption 170, the trackside conditions, optionally based on the reduced speed of the rail vehicle 130, are monitored by the track monitoring system 250. Specifically, the train controller 220 assumes that the track monitoring system 250 detects improper trackside conditions the switch 261 is opened, the traction current system 260 separated from the busbar 240 and thus the traction current for the rail vehicle 130 is turned off. In other words, as long as a switched-on traction current is detected at the interface 222, the movement of the rail vehicle 130 continues until the end of the currently allocated driving license 165, 166, possibly at reduced speed, even if the interruption 170 is present.
  • the track monitoring system 250 detects an improper trackside condition according to variant B which does not justify or prohibit further travel of the rail vehicle 130, optionally by the track monitoring system 250, by driving the power switch 261 correspondingly, the traction current system 260 of FIG Busbar 240 disconnected and thus turned off the traction current.
  • the switching off of the driving current is detected by the train control unit 220 by reading the interface 222 and a braking operation, e.g. initiated an immediate emergency braking of the rail vehicle 130.
  • a secure state is achieved even in the presence of the interruption 170. After reaching standstill, passengers can leave the rail vehicle 130.
  • the solution proposed here thus makes it possible to continue driving even if the communication link 217 between the rail vehicle 130 and the route monitoring system 250 is interrupted, depending on the conditionally correct roadside condition and the proper vehicle-mounted state. Preferably, such a further travel takes place at least partially at reduced speed. If the track monitoring system 250 detects an undesirable condition, the power supply of the rail vehicle 130 is interrupted, the rail vehicle 130 detects this and brakes to a standstill. If an undesirable condition is detected by the rail vehicle, it brakes automatically (preferably to a standstill).
  • the approach thus makes it possible, in particular, to continue train operation until a safe state for passengers and train operation has been achieved (safe-haven principle), in particular in the event of failure of the communication link between rail vehicle and route or route monitoring system.
  • the route monitoring system is given a correspondingly secure way of transmitting information to the rail vehicle, if the trackside conditions no longer allow further travel of the rail vehicle.
  • the fail-safe secondary communication system is designed, for example, such that exactly one information unit (also referred to as "bit") is transmitted by means of the traction current system, by which the permission for the further travel of the rail vehicle is displayed or not.
  • a secure control contact between the route monitoring system and the traction current system or power switch is used on the track side to ensure safe turning off of the traction current in the relevant track area and thus safe deceleration of the rail vehicle in the event of a hazard.
  • One advantage is that the train operation can be continued even with a disturbed communication link of a rail vehicle. It is not necessary to block the entire route since there is no risk of passengers possibly staying in the rail area.
  • Another advantage is that an evacuation of the passengers can be controlled on the platform of the next station. Switching off the traction current is not required here because the rail vehicle and the route monitoring system have corresponding information to the effect that the rail vehicle is in a station and the passengers can open the doors only to the platform side.

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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)
EP14771822.5A 2013-09-27 2014-09-11 Betrieb eines schienenfahrzeugs Active EP3036146B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201310219647 DE102013219647A1 (de) 2013-09-27 2013-09-27 Betrieb eines Schienenfahrzeugs
PCT/EP2014/069358 WO2015043967A1 (de) 2013-09-27 2014-09-11 Betrieb eines schienenfahrzeugs

Publications (2)

Publication Number Publication Date
EP3036146A1 EP3036146A1 (de) 2016-06-29
EP3036146B1 true EP3036146B1 (de) 2017-11-01

Family

ID=51589271

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14771822.5A Active EP3036146B1 (de) 2013-09-27 2014-09-11 Betrieb eines schienenfahrzeugs

Country Status (8)

Country Link
EP (1) EP3036146B1 (zh)
CN (1) CN105579323B (zh)
DE (1) DE102013219647A1 (zh)
DK (1) DK3036146T3 (zh)
ES (1) ES2657309T3 (zh)
HK (1) HK1223594A1 (zh)
SG (1) SG11201602051PA (zh)
WO (1) WO2015043967A1 (zh)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102020106811A1 (de) 2020-03-12 2021-09-16 Infineon Technologies Ag Datenverarbeitungsvorrichtung und verfahren zur handhabung einer sicherheitsbedrohung in einer datenverarbeitungsvorrichtung

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3055971B1 (fr) * 2016-09-15 2018-10-05 Alstom Transport Technologies Dispositif de gestion d'energie dans des vehicules ferroviaires
DE102016223623A1 (de) * 2016-11-29 2018-05-30 Bombardier Transportation Gmbh Verfahren zur Notabschaltung
CN109285345A (zh) * 2018-09-06 2019-01-29 杭州飞遁科技有限公司 一种交通运行网络故障调配处理方法
CN115257862B (zh) * 2022-06-23 2023-09-01 卡斯柯信号有限公司 一种全自动运行安全疏散方法

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DE2628942C2 (de) * 1976-06-28 1978-04-20 Siemens Ag, 1000 Berlin Und 8000 Muenchen Zugsicherungs- und -Steuerungsanlage
DE3807919A1 (de) * 1988-03-10 1989-09-28 Thyssen Industrie Verfahren und anlage zur automatischen steuerung eines spurgebundenen fahrzeugs
DE102004038205B4 (de) * 2004-08-05 2008-05-15 Deutsche Bahn Ag Verfahren und Anordnung zum Durchführen eines Fahrbetriebs von Schienenfahrzeugen
DE102005057273B4 (de) * 2005-11-25 2007-12-27 Siemens Ag Kommunikationssystem für Fahrzeuge und Streckenzentralen
DE102007010867A1 (de) * 2007-03-02 2008-09-11 Deutsches Zentrum für Luft- und Raumfahrt e.V. Verfahren zum Betreiben eines Fahrzeugs
DE102007026399B3 (de) * 2007-06-06 2008-11-27 Siemens Ag Zonenorientiertes Sicherheitskonzept für unabhängige Transportsysteme
DE102008023504A1 (de) * 2008-05-09 2009-11-19 Siemens Aktiengesellschaft Streckenüberwachungssystem für ein Fahrzeug und Verfahren zu dessen Betrieb
EP2305534B1 (de) * 2009-09-30 2015-07-29 Siemens Aktiengesellschaft Anordnung und Verfahren zur Aktivierung eines sicheren Betriebszustandes für ein fahrerloses Transportmittel
JP5275962B2 (ja) * 2009-12-02 2013-08-28 株式会社日立製作所 無線列車制御システム

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102020106811A1 (de) 2020-03-12 2021-09-16 Infineon Technologies Ag Datenverarbeitungsvorrichtung und verfahren zur handhabung einer sicherheitsbedrohung in einer datenverarbeitungsvorrichtung

Also Published As

Publication number Publication date
EP3036146A1 (de) 2016-06-29
WO2015043967A1 (de) 2015-04-02
CN105579323B (zh) 2017-09-26
DE102013219647A1 (de) 2015-04-16
ES2657309T3 (es) 2018-03-02
HK1223594A1 (zh) 2017-08-04
CN105579323A (zh) 2016-05-11
SG11201602051PA (en) 2016-04-28
DK3036146T3 (en) 2017-12-18

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