EP3398829B1 - Système d'aide à la conduite flexible et procédé permettant d'assister un conducteur d'un véhicule ferroviaire - Google Patents

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

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Publication number
EP3398829B1
EP3398829B1 EP18168813.6A EP18168813A EP3398829B1 EP 3398829 B1 EP3398829 B1 EP 3398829B1 EP 18168813 A EP18168813 A EP 18168813A EP 3398829 B1 EP3398829 B1 EP 3398829B1
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European Patent Office
Prior art keywords
driver
vehicle
parameter data
assistance system
driving
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EP18168813.6A
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German (de)
English (en)
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EP3398829A1 (fr
Inventor
Martin Deuter
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.)
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
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Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
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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
    • B61L15/0058—On-board optimisation of vehicle or vehicle train operation
    • 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
    • B61L15/0062—On-board target speed calculation or supervision
    • 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 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.
  • Method and a rail vehicle comprising 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, the energy consumption or the highest possible speed or a maximum throughput of the trains.
  • 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 and DE 10 2012 108 395 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.
  • the DE 10 2009 007 532 A1 describes a method for displaying a consumption parameter in a vehicle, in which a consumption value describing the energy requirement of the vehicle is detected, a difference between the detected consumption value and a preset standard value is calculated, and this difference is displayed by means of a display device.
  • the driver is to receive an immediate indication as to whether, by changing his driving style, he can influence the operating state of the vehicle in such a way that the consumption is reduced.
  • the WO 2015/113787 A1 describes a method for determining a wear parameter in a rail vehicle, in which during a driving phase at least one parameter is detected, which is representative of a vehicle driver controllable driving dynamics and a wear parameter is determined on the basis of at least one characteristic during the driving phase. This is to determine a wear on the basis of current parameters of the vehicle's own dynamics.
  • the object of the present invention is to provide an improved method for supporting a driver of a rail vehicle and a corresponding improved To provide driver assistance system that can enable the driver even in large or complex networks in the situation to find the most optimal or optimized driving strategy.
  • the inventive method for supporting a vehicle driver of a rail vehicle includes the steps of detecting operating parameter data, detecting current state parameter data, evaluating a previous driving style of the driver based on the detected operating parameter data and the detected current state parameter data, generating a feedback on the previous driving style of the Driver and displaying the feedback for the driver.
  • This procedure gives the driver feedback about his previous driving style. In this way, the driver is assisted in finding the best possible or optimized driving style. Since the driver is given in contrast to the conventional driver assistance system instead of a concrete driving recommendation feedback on his previous driving style, the driver can also understand or understand themselves how his driving style on the optimization of different target variables and thus improve his driving style.
  • the inventive method! can basically be combined with conventional methods. That In addition to feedback on the driver's previous driving style, specific driving recommendations and other information can also be generated and displayed.
  • the operating parameters that are recorded for evaluating the previous driving style of the driver include, for example, timetables, route profiles, previous energy consumption and the like. These operating parameter data are provided, for example, in a memory of a driver assistance system or transmitted by a central control center of the network. Preferably, operating parameter data is acquired for one or more different operating parameters. Preferably, the operating parameter data is acquired at regular time intervals. The acquisition of the operating parameter data should in this context include the acquisition of individual parameter values at individual times and / or the acquisition of a time profile of the parameter values.
  • the current state parameter data which are acquired for evaluating the previous driving style of the vehicle driver, include, for example, the current time, the current position, the current direction of travel, the current driving speed, the current weather conditions, the current physical properties of the rail vehicle (eg vehicle weight, loading, available braking forces, etc.) and the like. These current state parameter data are provided, for example, by a navigation satellite system or determined by corresponding sensors in / on the rail vehicle.
  • current state parameter data for one or more state parameters is acquired.
  • the state parameter data is acquired at regular intervals.
  • the detection of the state parameter data in this context should include the acquisition of individual parameter values at individual times and / or the detection of a time profile of the parameter values.
  • the display of the feedback for the driver in this context includes an optical display, for example on a screen and / or an acoustic display, for example via speakers.
  • the visual indication of the feedback may, for example, be in the form of numerical values and / or diagrams.
  • comparing the previous drive of the driver with previous trips of the driver are preferably earlier trips of the same driver generally or on the same route, generally or with the same rail vehicle, generally or under the same conditions (eg weather conditions, weight or loading of the rail vehicle, etc.) used for comparison.
  • preference is given to earlier trips by other drivers generally or on the same route, generally or with the same rail vehicle, generally or under the same conditions (eg weather conditions, weight or loading of the rail vehicle, etc.). used for comparison.
  • comparing the previous drive of the driver with a drive preference is preferably used in advance theoretically, empirically or experimentally determined default for optimal ride for comparison.
  • the feedback on the previous driving style of the driver contains at least an indication of the driver's previous drive and at least a forecast of the driver's further driving.
  • the at least one information about the driver's previous journey has absolute values and comparison values for one or more target variables to be optimized (e.g.
  • the at least one forecast on the further driving of the vehicle driver has, for example, forecasts of arrival times at stops, punctuality, the energy consumption for the entire journey and the like.
  • the method further comprises a step of optimizing the operating parameter data based on the result the evaluation of the driver's previous driving style.
  • operating parameter data such as route profiles, maximum energy consumption under certain conditions (eg weight of the rail vehicle, weather conditions) and the like, which are taken into account when evaluating the driver's previous driving style, can be further optimized over time with such a learning process. As a result, the feedback to the driver can also be improved over time.
  • the method further comprises a step of optimizing an evaluation process for the step of evaluating based on the result of the evaluation of the previous driving style of the vehicle driver.
  • the evaluation process can be further optimized over time with such a learning process. As a result, the feedback to the driver can also be improved over time.
  • the step of evaluating is performed in a computing device of a driver assistance system and / or in a central control station of a rail vehicle network which communicates with the driver assistance system.
  • the invention also relates to a driver assistance system of a rail vehicle, which has a computing device and a display device, which are designed to carry out a method of the invention described above.
  • the driver assistance system further comprises a memory for storing operating parameter data and / or an interface for receiving 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.
  • This is at least one interface preferably connected to a receiver of a navigation satellite system or with at least one sensor in / on the rail vehicle.
  • the computing device and the display device are configured to perform at least one of the optimization steps for the operating parameters and the evaluation process.
  • the driver assistance system can be further improved in this way continuously.
  • 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, for example in the form of a screen and a memory 18.
  • 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 network.
  • a communication device 28 for communication with a central control center 30 of the network.
  • new operating parameter data, results of the evaluations described later, new program versions for the computing device 14, and the like can be communicated to the driver assistance system 12 by the central control station 30 via this communication interface 26.
  • the driver assistance system 12 can be connected to one or more sensors (not shown) in / on the rail vehicle 10.
  • This feedback F contains, for example, an absolute value for the previous energy consumption, a comparison value for the previous energy consumption compared to previous journeys of the same driver or other drivers, a forecast of the arrival times at future stops or the punctuality, a forecast of an absolute value of the total energy consumption at the end of the journey and / or a forecast of a comparison of the total energy consumption at the end of the journey compared to previous journeys by the same driver or other drivers.
  • the driver can optionally also be shown specific driving recommendations (for example speed recommendation), contents of the operating parameters (for example route profile, timetable) and / or values of the current status data (for example position, speed, time) on the display device 16.
  • the previous driving style of the driver is based on operating parameter data A of one or more operating parameters (eg timetables, route profiles, previous energy consumption) and current state parameter data B of one or more state parameters (eg time, position, direction of travel, driving speed, Weather conditions, physical Properties of the rail vehicle) evaluated.
  • additional information C eg route messages from the central control center
  • the operating parameter data A such as timetables and route profiles are stored for example in the memory 18 of the driver assistance system 12 and can be updated if necessary via the communication interface 26 of the central control center 30.
  • the current state parameter data B such as position and speed are received via the data interface 20 from a navigation satellite system 26.
  • Other current state parameter data B such as weather conditions or weight / load of the rail vehicle 10 are detected via corresponding sensors.
  • the evaluation of the previous driving style of the driver 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.
  • the aim of this special procedure of the driver assistance system 12 is not to give the driver concrete driving recommendations (eg target speed 80 km / h), but to assist the driver by a suitable feedback on his previous driving style so that he understands or understands himself, how his driving style affects the optimization of different destinations of the journey.
  • the driver concrete 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.
  • a first step 101 one or more operating parameter data A are acquired by the computing device 14, ie read out of the memory 18, for example.
  • a second step 102 one or more current state parameter data B are acquired by the computing device 14, ie received by the navigation satellite system 24, for example via the data interface 20.
  • These two steps 101 and 102 may alternatively be in a different order or at least partially be carried out at the same time.
  • these steps 101 and 102, but in particular the step 102 can be repeated several times at regular time intervals in order to also detect a temporal behavior of the state parameter data B.
  • the previous driving style of the vehicle driver is evaluated by the computing device 14 (alternatively in the central control center 30) on the basis of the previously acquired operating parameter data A and current state parameter data B.
  • the previous driving style of the vehicle driver from the previous drive of the driver can be determined (step 103a), the previous drive of the driver compared with previous trips of the driver (step 103b), the previous drive of the driver with previous trips of other drivers be compared (step 103c) and / or the previous trip of the driver to be compared with a driving instruction (step 103d).
  • a feedback F is then generated in step 104 via the previous driving style of the vehicle driver.
  • This feedback F contains, for example, information about the driver's previous journey and / or forecasts about the further driving of the vehicle driver.
  • this feedback F is displayed to the vehicle driver on the display device 16 of the driver assistance system 12 (step 105).
  • the method steps 101 to 105 are repeated continuously during a journey, so that the feedback for the vehicle driver is constantly updated.
  • Fig. 3 also shows a modification of this method with additional steps 110 and 111.
  • step 103 - After evaluating the previous driving in step 103 - as in Fig. 3 optionally also after the steps 104 and 105 - may optionally be a learning process for the Driver assistance system 12 are performed, which has the additional method step 110 and / or the additional method step 111.
  • step 110 one or more operating parameter data A such as the route profile and / or the maximum energy consumption of the drive is optimized based on the result of the evaluation in step 103.
  • the thus optimized operating parameter data A are then taken into account in a next evaluation process, so that the evaluation in step 103 and the feedback F generated in step 104 can be further optimized to the driver.
  • step 111 an evaluation process for the step 103 of the evaluation based on the result of the evaluation in step 103 is optimized.
  • the evaluation process optimized in this way is then applied in a next evaluation process, so that the evaluation in step 103 and the feedback F generated in step 104 can be further optimized for the driver.
  • the driver assistance system 12 or the feedback for the vehicle driver can be continuously improved further.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Traffic Control Systems (AREA)
  • Navigation (AREA)

Claims (8)

  1. Procédé permettant d'assister un conducteur d'un véhicule (10) ferroviaire, comprenant les stades :
    - détection (101) de données (A) de paramètres de fonctionnement ;
    - détection (102) de données (B) de paramètres d'état en cours ;
    - exploitation (103) d'une façon de conduire jusqu'ici du conducteur du véhicule, reposant sur les données (A) de paramètres de fonctionnement détectées et sur les données (B) de paramètres d'état en cours détectées ;
    - production (104) d'un message (F) en retour sur la façon de conduire jusqu'ici du conducteur du véhicule ; et
    - affichage (105) du message (F) en retour pour le conducteur du véhicule ;
    caractérisé en ce que
    le stade d'exploitation (103) comprend les stades :
    - détermination (103) de la façon de conduire jusqu'ici du conducteur du véhicule à partir du parcours jusqu'ici du conducteur du véhicule,
    - comparaison (103b, 103c) du parcours jusqu'ici du conducteur du véhicule à des parcours antérieurs du conducteur du véhicule et/ou à des parcours antérieurs d'autres conducteurs du véhicule ; et
    - comparaison (103d) du parcours jusqu'ici du conducteur du véhicule à une prescription de parcours ; et le message (F) de retour sur la façon de conduire jusqu'ici du conducteur du véhicule contient au moins une valeur absolue et au moins une valeur de comparaison pour le parcours jusqu'ici du conducteur du véhicule pour au moins une grandeur cible à optimiser et au moins un pronostic sur le parcours supplémentaire du conducteur du véhicule.
  2. Procédé suivant la revendication 1, comprenant, en outre,
    un stade de l'optimisation (110) des données (A) de paramètres de fonctionnement reposant sur le résultat de l'exploitation (103) de la façon de conduire jusqu'ici du conducteur du véhicule.
  3. Procédé suivant l'une des revendications précédentes, comprenant, en outre,
    un stade de l'optimisation (111) d'un processus d'exploitation pour le stade de l'exploitation (103) reposant sur le résultat de l'exploitation (103) de la façon de conduire jusqu'ici du conducteur du véhicule.
  4. Procédé suivant l'une des revendications précédentes, dans lequel
    on exécute le stade de l'exploitation (103) dans un dispositif (14) informatique d'un système (12) d'aide à la conduite et/ou dans un poste (30) central de commande d'un réseau de véhicules ferroviaires communiquant avec le système (12) d'aide à la conduite.
  5. Système (12) d'assistance à la conduite d'un véhicule (10) ferroviaire, comprenant 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 4.
  6. Système d'assistance à la conduite suivant la revendication 5, comprenant, en outre,
    une mémoire (18) de mise en mémoire de données (A) de paramètres de fonctionnement et/ou une interface (26) de réception de données (A) de paramètres de fonctionnement d'un poste (30) centrale de commande d'un réseau de véhicules ferroviaires.
  7. Système d'assistance à la conduite suivant la revendication 5 ou 6, comprenant, en outre,
    au moins une interface (20) de réception de données de paramètres d'état en cours du véhicule (10) ferroviaire.
  8. Véhicule (10) ferroviaire ayant un système (12) d'assistance à la conduite suivant l'une des revendications 5 à 7.
EP18168813.6A 2017-05-04 2018-04-23 Système d'aide à la conduite flexible et procédé permettant d'assister un conducteur d'un véhicule ferroviaire Active EP3398829B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102017207537.6A DE102017207537A1 (de) 2017-05-04 2017-05-04 Fahrerassistenzsystem und Verfahren zum Unterstützen eines Führers eines Schienenfahrzeugs

Publications (2)

Publication Number Publication Date
EP3398829A1 EP3398829A1 (fr) 2018-11-07
EP3398829B1 true EP3398829B1 (fr) 2019-12-11

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EP18168813.6A Active EP3398829B1 (fr) 2017-05-04 2018-04-23 Système d'aide à la conduite flexible et procédé permettant d'assister un conducteur d'un véhicule ferroviaire

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EP (1) EP3398829B1 (fr)
DE (1) DE102017207537A1 (fr)

Family Cites Families (9)

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Publication number Priority date Publication date Assignee Title
DE102009007532A1 (de) * 2009-02-04 2010-08-19 Deutsches Zentrum für Luft- und Raumfahrt e.V. Verfahren zum Anzeigen eines Verbrauchsparameters in einem Fahrzeug und Anzeigevorrichtung
DE102009017574A1 (de) * 2009-04-17 2010-10-21 Man Nutzfahrzeuge Ag Verfahren zur Umsetzung definierter Fahrweisen
DE102009023704A1 (de) * 2009-06-03 2010-10-28 Voith Patent Gmbh Verfahren zur Information von Fahrpersonal in einem Schienenfahrzeug
DE102009024799A1 (de) * 2009-06-10 2010-02-11 Daimler Ag System und Verfahren zur Erstellung einer bewerteten Fahrweisenempfehlung
DE102010048325A1 (de) * 2010-10-13 2012-04-19 Man Truck & Bus Ag Verfahren und Vorrichtung zur Bewertung der Fahrweise eines Fahrzeugführers von Kraftfahrzeugen, insbesondere von Nutzfahrzeugen
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
DE102014201729A1 (de) * 2014-01-31 2015-08-06 Siemens Aktiengesellschaft Schienenfahrzeug
DE102015213064A1 (de) * 2015-07-13 2017-01-19 Ford Global Technologies, Llc System und Verfahren zur Fahrerinformation

Non-Patent Citations (1)

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Title
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DE102017207537A1 (de) 2018-11-08
EP3398829A1 (fr) 2018-11-07

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