EP3398828B1 - Système d'aide à la conduite et procédé permettant d'assister un conducteur d'un véhicule ferroviaire - Google Patents

Système d'aide à la conduite et procédé permettant d'assister un conducteur d'un véhicule ferroviaire Download PDF

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Publication number
EP3398828B1
EP3398828B1 EP18168797.1A EP18168797A EP3398828B1 EP 3398828 B1 EP3398828 B1 EP 3398828B1 EP 18168797 A EP18168797 A EP 18168797A EP 3398828 B1 EP3398828 B1 EP 3398828B1
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Prior art keywords
parameter data
assistance system
current
driver
driver assistance
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German (de)
English (en)
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EP3398828A1 (fr
Inventor
Martin Deuter
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Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
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    • B61L15/0058—
    • B61L15/0062—
    • 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
    • B61L27/10—Operations, e.g. scheduling or time tables
    • B61L27/16—Trackside optimisation of vehicle or vehicle train operation

Definitions

  • the present invention relates to a method for assisting a driver of a rail vehicle, a driver assistance system for carrying out such a method, and a rail vehicle with such a driver assistance system.
  • the vehicle operation in a route network of one or more operators is a complex, dependent on many conditions and current conditions networked system.
  • Both infrastructure managers and operators of a train or a fleet of trains are interested in optimizing the operation of rail vehicles in this system in terms of different target sizes.
  • These target values to be optimized can be, for example, energy consumption, the highest possible speed, a maximum throughput of trains or punctuality.
  • demarcated networks such as metro networks
  • a purely centralized optimization of operation is possible, in complex networks isolated or networked driver assistance systems can be used for operational optimization.
  • driver assistance systems provide guidance to the driver of the rail vehicle, which enables him to optimize or optimize his driving strategy. So reveal, for example DE 10 2011 013 010 A1 . DE 10 2011 103 679 A1 . DE 10 2012 108 395 A1 . DE 10 2010 050 899 A1 . DE 10 2015 205 156 A1 and DE 198 26 765 A1 Various methods for calculating a driving recommendation (eg speed recommendation) for the driver to optimize one or more target variables. Such driver assistance systems work well in scheduled traffic in the network, but have their limitations in rapidly changing conditions or in the case of incomplete information about the entire system.
  • Object of the present invention is to provide an improved method for supporting a leader of a rail vehicle and a corresponding improved driver assistance system that can enable the driver even in large or complex networks in a position to find the best possible or optimized driving strategy.
  • the method of supporting a vehicle operator of a rail vehicle includes the steps of storing previous trip datasets each containing target size values, operating parameter data, and state parameter data of an earlier trip; detecting current operating parameter data and current state parameter data of a current drive of a vehicle driver by a driver assistance system of a rail vehicle; determining, based on the acquired operating parameter data and state parameter data by the driver assistance system, current target size values obtained with the driver's current drive; determining comparison runs similar to the driver's current drive from the past drive records based on the acquired current operating parameter data and state parameter data by comparing the operating parameter data and the current drive state parameter data with the operating parameter data and the prior drive state parameter data; Data sets of previous journeys are each assigned a degree of similarity, and those earlier journeys whose degree of similarity reaches or exceeds a predetermined limit value are used as comparison journeys; comparing the current target size values with target size values from the data records of previous trips of the determined comparison runs and generating comparison results; evaluating the comparison based on the comparison results
  • the driver is given a feedback about the quality of his driving style compared to previous trips. In this way, the driver is assisted in finding the best possible or optimized driving for the further trip or future trips.
  • the driver since the driver is given feedback on the quality of his driving style instead of a concrete driving recommendation, the vehicle driver can also understand or understand how well his current driving style is in the car Compared to previous rides, so he can improve his driving style if necessary.
  • the inventive method can in principle be combined with conventional methods. That In addition to feedback on the quality of the current journey, concrete driving recommendations and other information can also be generated and displayed to the vehicle driver.
  • the target values include, in particular, the energy consumption, the highest speed or the maximum throughput of the trains, the punctuality and the like.
  • the target variables are taken into account in the method.
  • the operating parameters include in particular timetables, route profiles, previous energy consumption and the like in this context.
  • the operating parameter data of the current journey are provided, for example, in a memory of a driver assistance system or transmitted by a central control center of the network.
  • operating parameter data is taken into account for one or more different operating parameters.
  • operating parameter data acquired at regular time intervals are taken into account.
  • the operating parameter data should in this context include individual parameter values at individual times and / or time profiles of the parameter values.
  • the state parameters include in particular the time of day, the position of the rail vehicle, the direction of travel of the rail vehicle, the traveling speed of the rail vehicle, the weather conditions (eg temperature, humidity, wind, etc.), the physical properties of the rail vehicle (eg vehicle weight, load , available braking forces, etc.) and the like.
  • the current state parameter data are provided, for example, by a navigation satellite system or determined by corresponding sensors in / on the rail vehicle.
  • state parameter data for one or more state parameter data is taken into account.
  • the state parameter data should include individual parameter values at individual times and / or time profiles of the parameter values.
  • the journey based on the current journey or on earlier journeys, in this context shall comprise a journey over a predetermined total distance of a rail vehicle network and a journey over one or more subsections of the entire route.
  • data techniques such as pattern recognition, clustering (clustering of similar conditions in similar ranges of values), and similarity analyzes are preferably used to determine which previous trips are similar to the current trip being evaluated.
  • the comparison results in this context include, in particular, absolute comparison values (e.g., -10 km / h) and relative comparison values (e.g., -2%) each with respect to the respective target values.
  • the evaluation result in this context includes, in particular, absolute rating values (e.g., rating 2), relative rating values (e.g., + 15%) relative to the average of previous trips or best previous trip, and the like.
  • absolute rating values e.g., rating 2
  • relative rating values e.g., + 15%
  • the display of the comparison results and the evaluation result in this context comprises a visual display, for example on a screen and / or an acoustic indication, for example via speakers.
  • the visual display of the results can take place, for example, in the form of numerical values and / or diagrams.
  • the steps of storing data records of previous journeys, determining current target value values, determining comparison journeys, comparing the target size values and evaluating the comparison are each preferably carried out in the driver assistance system and / or in a central control center of the rail network communicating with the driver assistance system.
  • the step of determining comparative trips includes determining a degree of similarity with the current trip based on the respective operating parameter data and condition parameter data.
  • the various operating parameters and state parameters are preferably weighted with weighting factors. These weighting factors indicate which operating parameters and which state parameters should have which influence in the assessment of the similarity of journeys. For example, an earlier trip should be similar to the current trip, especially if it is a similar route profile and a similar rail vehicle, while the weather conditions and the person of the driver should have less importance.
  • the various target variables are weighted with weighting factors in the step of evaluating the comparison and generating an evaluation result.
  • weighting factors indicate which target variables should be of particular relevance for the assessment of the quality of the journey. For example, a quality of the ride should be assessed in particular on the basis of energy consumption and punctuality, while the top speed should be less significant.
  • the method further comprises a step of analyzing the evaluation. In this embodiment, then preferably the step of determining comparative trips and / or the step adjusted for the comparison based on the analysis result obtained.
  • the determination of suitable comparison data or the evaluation of the comparison results over time can be further improved.
  • the feedback to the driver can also be improved over time.
  • the method preferably further includes a step of adjusting the weighting factors of the various operating parameters and state parameters and / or the weighting factors of the various target variables based on the obtained analysis result.
  • the steps of analyzing the evaluation and adjusting the weighting factors are each preferably carried out in the driver assistance system and / or in the central control center communicating with the driver assistance system.
  • the subject matter of the invention is also a driver assistance system of a rail vehicle which has a computing device and a display device which are designed to carry out the above-described method of the invention.
  • the computing device and the display device are also configured to perform the analysis and adaptation steps of the method explained above.
  • the driver assistance system can be further improved in this way continuously.
  • the driver assistance system also has a memory for storing records of previous trips.
  • the driver assistance system also has a memory for storing current operating parameter data and / or an interface for receiving current operating parameter data from a central control center of a rail vehicle network.
  • the driver assistance system further comprises at least one interface for receiving current state parameter data of the rail vehicle.
  • These interfaces may in particular be connected or coupled to a receiver of a navigation satellite system, one or more sensors in / on the rail vehicle.
  • the subject of the invention is also a rail vehicle with such a driver assistance system according to the present invention.
  • Fig. 1 and 2 First, greatly simplified show a rail vehicle in which a driver assistance system and a driver assistance method according to the invention can be used, or a driver assistance system according to the invention.
  • the rail vehicle 10 has a driver assistance system 12.
  • This driver assistance system 12 in turn has a computing device 14, a display device 16 in the form of a screen and a memory 18, for example.
  • the driver assistance system 12 is connected to a receiver 22 of a navigation satellite system 24 (eg GPS).
  • the driver assistance system 12 is connected to a communication device 28 for communication with a central control center 30 of the rail vehicle network.
  • the driver assistance system 12 can be transmitted from the central control center 30, for example, data D of previous trips, new operating parameter data A, the results V and G of the comparisons and evaluations described later, new program versions for the computing device 14 and the like.
  • the driver assistance system 12 is connected to one or more sensors (not shown) in / on the rail vehicle 10.
  • This feedback contains comparison results V of the current journey with similar previous journeys and / or an evaluation result G of the current journey.
  • the comparison results are displayed as absolute and / or relative values of a difference between a target size value obtained with the current trip (e.g., energy consumption, punctuality, top speed, etc.) and an average and / or optimal target size value of similar previous trips.
  • the evaluation result is displayed as an absolute value of the quality of the current trip and / or relative value of the quality of the current trip in relation to the average of previous trips and / or an optimal previous trip.
  • the driver can optionally also be shown concrete driving recommendations (eg speed recommendation), current operating parameter data (eg route profile, timetable) and / or current state parameter data (eg time, position, speed) on the display device 16.
  • concrete driving recommendations eg speed recommendation
  • current operating parameter data eg route profile, timetable
  • current state parameter data eg time, position, speed
  • the generation of the comparison results and of the evaluation result can be done either by the computing device 14 of the driver assistance system 12 or by the central control center 30 of the network or by a cooperation of the two components.
  • This special driver assistance system 12 is not to give the driver specific driving recommendations (eg target speed 80 km / h), but to assist the driver by a suitable feedback on his driving style to the effect that he understands himself or understands whether he his Driving style should change or improve in the future.
  • driver specific driving recommendations eg target speed 80 km / h
  • Fig. 3 illustrates a method according to the invention for supporting the vehicle driver of a rail vehicle with the aid of such a driver assistance system.
  • records of previous trips D are stored in a memory (e.g., memory 18 of driver assistance system 12 or central control center 30 memory).
  • These data sets D respectively contain operating parameter data a for a plurality of operating parameters (timetable, route profile, previous energy consumption, etc.), state parameter data b for several state parameters (time, direction of travel of the rail vehicle at different positions, travel speed of the rail vehicle at different positions, weather conditions, physical properties of the rail vehicle , etc.) and target size values c for several target variables (energy consumption, highest speed, maximum throughput of trains, punctuality, etc.).
  • the data sets D preferably contain individual values as well as temporal profiles of the values for the various state parameters.
  • Such records D are stored for several previous trips by the driver and other drivers, on the same route and on other routes, and with the same rail vehicle and with other rail vehicles.
  • step 101 one or more current operating parameter data A for various operating parameters (timetable, route profile, previous energy consumption, etc.) are acquired by the computing device 14, ie, for example, from the memory 18 read.
  • the operating parameter data A are stored, for example, in the memory 18 of the driver assistance system 12 and, if necessary, can be updated by the central control center 30 via the communication interface 26.
  • step 101 the computing device 14 acquires one or more current state parameter data B for various state parameters (time, position of the rail vehicle, direction of travel of the rail vehicle, travel speed of the rail vehicle, weather conditions, physical characteristics of the rail vehicle, etc.), i. For example, received via the data interface 20 of the navigation satellite system 24 or via the interface 32 of sensors in / on the rail vehicle 10.
  • the step 101 is preferably repeated continuously to also detect a temporal behavior of the state parameter data B.
  • further information e.g., route messages
  • a next step 102 based on the acquired operating parameter data A and the detected state parameter data B, current target values C for different target variables (energy consumption, maximum speed, punctuality, etc.) which are achieved with the driver's current drive are determined. This can be done by the computing device 14 of the driver assistance system 12 or the central control center 30.
  • target variables energy consumption, maximum speed, punctuality, etc.
  • step 103 based on the data records of earlier journeys D, suitable comparison journeys are determined which are similar to the driver's current drive.
  • the general conditions of the trips ie their operating parameter data a, A and their state parameter data b, B compared with data processing methods such as pattern recognition, cluster recognition and / or similarity analysis.
  • Such a comparison assigns each record of previous trips a degree of similarity to the current trip. If this degree of similarity reaches or exceeds a predetermined threshold, the previous trip at that set is considered to be similar to the current trip and then used as the comparison trip.
  • several such comparison runs are determined in step 103.
  • the various operating parameters and state parameters are provided with weighting factors in this step 103. These weighting factors indicate which operating parameters and which state parameters should have which influence in the assessment of the similarity of journeys. For example, an earlier trip should be similar to the current trip, especially if it is a similar route profile and a similar rail vehicle, while the weather conditions and the person of the driver should have less importance.
  • the target variable values C of the current trip determined in step 102 are compared with the target value values c of the comparison runs determined in step 103.
  • the comparison results V thus obtained can contain absolute values and / or relative values with respect to the respective target variables.
  • step 105 these comparison results V are evaluated.
  • a quality of the driver's current travel is determined in comparison to previous comparison journeys (eg compared to an average quality of the previous comparison journeys or to the quality of an optimal journey of the earlier comparison journeys).
  • the evaluation result obtained in this way can contain absolute evaluation values and / or relative evaluation values.
  • the different target variables are weighted with weighting factors in this step 105.
  • weighting factors indicate which target variables should be of particular relevance for the assessment of the quality of the journey. For example, a quality of the ride should be assessed in particular on the basis of energy consumption and punctuality, while the top speed should be less significant.
  • the comparison and evaluation results V, G obtained in steps 104 and 105 are displayed to the driver on the display device 16 of the driver assistance system 12 (step 106).
  • the driver receives in this way feedback on how well his driving style compared to previous trips or other drivers has been. For example, the driver is shown whether he was better or worse than the average with the current ride and possibly also how much he was better or worse. So the driver can understand or understand how he can achieve the best possible driving style.
  • a driver's current trip record is stored so that it can be used as a record of previous trips D on future trips by the driver or other driver.
  • the method steps 102 to 107 are optionally carried out after completion of the driver's current journey to evaluate the entire journey and / or several times during the driver's current journey to evaluate individual route sections.
  • Fig. 3 also shows a modification of this method with additional steps 108 and 109.
  • a learning process for the driver assistance system 12 can optionally be carried out, which has the additional method step 108 and preferably also the additional method step 109.
  • the two steps 108 and 109 are each preferably carried out in the driver assistance system 12 and / or in the central control center 30 communicating with the driver assistance system.
  • step 108 of the learning process the result of the evaluation is analyzed.
  • step 109 of the learning process the weighting factors of the various operating parameters and state parameters and / or the weighting factors of the various target variables are then adjusted. As in Fig. 3 1, the weighting factors thus adjusted are then taken into account in the next execution of the comparative travel determination step 103 and in the next execution of the current travel evaluation step 105, respectively.
  • this learning process which compares the quality of the driver's current journey with previous trips, which factors (e.g., route profile, driver's person, weather conditions, etc.) have a greater or lesser impact on the quality of a ride.
  • factors e.g., route profile, driver's person, weather conditions, etc.
  • the determination of comparative trips and rating trips can be further enhanced by more accurately determining the influence of various factors on the quality of a ride. As a result, the driver receives ever better feedback on the quality of his driving style.
  • the driver assistance system 12 or the feedback for the driver can be further improved continuously.

Claims (12)

  1. Procédé d'aide à la conduite d'un véhicule (10) ferroviaire, comprenant les stades :
    - mise (100) en mémoire de jeux de données de parcours (D) antérieurs, qui contiennent, respectivement, des valeurs (c) de grandeur cible, des données (a) de paramètres de fonctionnement et des données (b) de paramètres d'état d'un parcours antérieur ;
    - détection (101) de données (A) de paramètres de fonctionnement en cours et de données (B) de paramètres d'état en cours d'un parcours en cours d'un conducteur de véhicule, par un système (12) d'aide à la conduite d'un véhicule (10) ferroviaire ;
    - détermination (102) de valeurs (C) de grandeur cible en cours, qui sont obtenues avec le parcours en cours du conducteur de véhicule, sur la base des données (A) de paramètres de fonctionnement et des données (B) de paramètres d'état détectées par le système (12) d'aide à la conduite ;
    - détermination (103) de parcours de comparaison, qui sont analogues au parcours en cours du conducteur du véhicule, à partir des jeux de données de parcours (D) antérieurs, sur la base des données (A) de paramètres de fonctionnement et des données (B) de paramètres en cours détectées, en comparant les données (A) de paramètres de fonctionnement et les données (B) de paramètres d'état du parcours en cours aux données (A) de paramètres de fonctionnement et aux données (B) de paramètres d'état des parcours antérieurs et en affectant, respectivement, un degré de similitude aux jeux de données de parcours antérieurs et en mettant à profit, comme parcours de comparaison, chaque parcours antérieur, dont le degré de similitude atteint ou dépasse une valeur limite définie à l'avance ;
    - comparaison (104) des valeurs (C) de grandeur cible en cours à des valeurs (C) de grandeur cible à partir des jeux de données de parcours (D) antérieurs des parcours de comparaison définis et production de résultats (V) de comparaison ;
    - évaluation (105) de la comparaison sur la base des résultats (V) de comparaison des valeurs (C) de grandeur cible et production d'un résultat (G) d'évaluation ; et
    - affichage (106) des résultats (V) de comparaison et/ou du résultat (G) d'évaluation par le système (12) d'aide à la conduite.
  2. Procédé suivant la revendication 1, dans lequel
    on exécute le stade de la mise (100) en mémoire de jeux de données de parcours antérieurs, de la détermination de valeurs (102) de grandeur cible en cours, de la détermination de parcours (103) de comparaison, de la comparaison des valeurs (104) de grandeur cible et de l'évaluation de la comparaison (105), respectivement, dans le système (12) d'aide à la conduite et/ou dans un poste (30) de commande central communiquant avec le système (12) d'aide à la conduite d'un réseau de véhicules ferroviaires.
  3. Procédé suivant l'une des revendications précédentes, dans lequel
    dans le stade (103) de la définition de parcours de comparaison pour définir le degré de similitude, on pondère les divers paramètres de fonctionnement et paramètres d'état par des facteurs de pondération.
  4. Procédé suivant l'une des revendications précédentes, dans lequel
    dans le stade (105) de l'évaluation de la comparaison et de production d'un résultat d'évaluation, on pondère les diverses grandeurs différentes par des facteurs de pondération.
  5. Procédé suivant l'une des revendications précédentes, comprenant, en outre,
    un stade (108) d'analyse de l'évaluation, le stade (103) de la définition de parcours de comparaison et/ou le stade (105) de l'évaluation de la comparaison étant adaptés selon la base du résultat de l'analyse.
  6. Procédé suivant la revendication 5, comprenant, en outre,
    un stade (109) d'adaptation des facteurs de pondération des divers paramètres de fonctionnement et paramètres d'état et/ou des facteurs de pondération des diverses grandeurs différentes, sur la base du résultat de l'analyse.
  7. Procédé suivant la revendication 5 ou 6, dans lequel
    on exécute les stades de l'analyse de l'évaluation (108) et de l'adaptation des facteurs (109) de pondération, respectivement, dans le système (12) d'aide à la conduite et/ou dans un poste (30) central de commande communiquant avec le système (12) d'aide à la conduite.
  8. Système (12) d'assistance au conducteur d'un véhicule (10) ferroviaire, ayant un dispositif (14) d'ordinateur et un dispositif (16) d'affichage, qui sont conformés pour effectuer un procédé suivant l'une des revendications 1 à 7.
  9. Système d'assistance au conducteur suivant la revendication 8, comprenant, en outre,
    une mémoire (18) pour mettre en mémoire des jeux de données de parcours (D) antérieurs.
  10. Système d'assistance au conducteur suivant la revendication 8 ou 9, comprenant, en outre,
    une mémoire (18) pour mettre en mémoire des données (A) de paramètres de fonctionnement en cours et/ou une interface (26) pour recevoir des données (A) de paramètres de fonctionnement en cours d'un poste (30) central de conduite d'un réseau de véhicules ferroviaires.
  11. Système d'assistance au conducteur suivant l'une des revendications 8 à 10, comprenant, en outre,
    au moins une interface (20, 32) de réception de données (B) de paramètres d'état en cours du véhicule (10) ferroviaire.
  12. Véhicule (10) ferroviaire, ayant un système (12) d'aide à la conduite suivant l'une des revendications 8 à 11.
EP18168797.1A 2017-05-04 2018-04-23 Système d'aide à la conduite et procédé permettant d'assister un conducteur d'un véhicule ferroviaire Active EP3398828B1 (fr)

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DE102017207538.4A DE102017207538A1 (de) 2017-05-04 2017-05-04 Fahrerassistenzsystem und Verfahren zum Unterstützen eines Führers eines Schienenfahrzeugs

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EP3398828B1 true EP3398828B1 (fr) 2019-12-11

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EP4067197A1 (fr) * 2021-03-29 2022-10-05 KNORR-BREMSE Systeme für Schienenfahrzeuge GmbH Système permettant de fournir des recommandations d'action à un conducteur d'un véhicule ferroviaire

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DE19826765A1 (de) * 1998-06-12 1999-12-16 Siemens Ag Verfahren und Einrichtung zur Zustandsbewertung eines Bahngleises
DE102009023704A1 (de) * 2009-06-03 2010-10-28 Voith Patent Gmbh Verfahren zur Information von Fahrpersonal in einem Schienenfahrzeug
DE102010024800B4 (de) * 2009-06-25 2014-07-03 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Anzeigevorrichtung und Verfahren zum Betreiben einer Anzeigevorrichtung
DE102010050899A1 (de) * 2010-11-10 2012-05-10 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren zur Höhenprofilbestimmung einer Fahrstrecke
US9171409B2 (en) * 2011-05-04 2015-10-27 GM Global Technology Operations LLC System and method for vehicle driving style determination
DE102012108395A1 (de) * 2012-09-10 2014-03-13 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren zur Kalkulation einer Fahrempfehlung eines Schienenfahrzeugs, Assistenzsystem eines Schienenfahrzeugs und Schienenfahrzeug
DE102015205156B4 (de) * 2015-03-23 2018-04-05 Robert Bosch Gmbh Verfahren und Vorrichtung zur Fahrerassistenz

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