EP3577005A1

EP3577005A1 - Display of secondary signal devices and safety device of a railway vehicle

Info

Publication number: EP3577005A1
Application number: EP17829674.5A
Authority: EP
Inventors: Walter Hammer; Matthias Alexander Weber
Original assignee: Siemens Mobility GmbH
Current assignee: Siemens Mobility GmbH
Priority date: 2017-03-13
Filing date: 2017-12-29
Publication date: 2019-12-11
Anticipated expiration: 2037-12-29
Also published as: US20210284208A1; WO2018166647A1; CN110520344A; DE102017204090A1; PL3577005T3; EP3577005B1; ES2896799T3; US11590993B2

Abstract

The invention relates to a method for displaying secondary signal devices (2) for a driver of a railway vehicle (1) during a journey by a railway vehicle (1), wherein from a current vehicle position (P₁) of the railway vehicle (1) and an already known signal position (P₂) of a secondary signal device (2), an actual distance (D_A, D_A > D_w) of the railway vehicle (1) in relation to the secondary signal device (2) is determined, and if the actual distance (D_A) is not reached (D_A ≤ Dw) in respect of a predefined current warning distance (D_w) of the railway vehicle (1) in relation to the secondary signal device (2), a proximity of the railway vehicle (1) in relation to the secondary signal device (2) is displayed to the driver.

Description

description

DISPLAYING SECONDARY SIGNALING DEVICES AND SAFETY DEVICE FOR A RAILROAD VEHICLE

The invention relates to a method for displaying secondary signaling devices for a driver of a railway vehicle during a journey of the railway vehicle. Furthermore, the invention relates to a computer program or a computer program product with program code means, which are ^¬ forms to perform an inventive method. Furthermore, the invention relates to a computing unit or a processing device, in particular a control device or a control device, for a railway vehicle, as well as a safety device for a railway vehicle.

For a driver of a railway vehicle (traction unit, locomotive, power car, railcar, self-propelled Spe ^¬ zialfahrzeug for railway operations etc.) are in adverse weather conditions (fog, heavy rain, heavy snow, backlight, dusk, etc.) with respect to the railway vehicle external signaling devices or signaling devices at the track, which passes the railway vehicle, partly ^¬ difficult to recognize. There is a danger of detecting them too late or of overlooking their signal. Since the driver to achieve primary, prioritized or safety-related signals from signaling devices or signaling devices (also) in the cab, resulting from overlooking a secondary signaling device on the route while no hazards, but it may delays and disruptions in the railway network occur.

It is an object of the invention to specify a method by which delays and disruptions in the railway network can be reduced or avoided. Furthermore, it is an object of the invention to provide a corresponding computer program or computer program product, a corresponding arithmetic unit or processing device, in particular a control device or indicate a control device for a railway vehicle, and a corresponding safety device for a railway vehicle. In the following, the term "secondary signaling device" is to be understood as meaning a non-primary, a non-prionized, a non-safety-relevant or a security-irrelevant signaling device or signaling device (see also below).

The object of the invention by a method for Anzei- gene of secondary signaling equipment for a vehicle driver of a railway vehicle during a trip of the iron ^¬ railway vehicle; by means of a computer program or computer program ^product ; by means of a computing unit or a ^¬ Ver processing device, in particular a control unit or a control device for a railway vehicle; and by means of a safety device for a railway vehicle; solved according to the independent claims. - Advantageous developments of Wei ^¬, additional features and / or advantages of the ^¬ invention result from the dependent claims and / or the following description of the invention.

In the method according to the invention for displaying in particular only secondary signaling devices, an actual distance of the railway vehicle with respect to the secondary signaling device is determined from a current vehicle position of the railway vehicle and a known signal position of a secondary signaling device, wherein when the actual distance to a predetermined actual warning distance of the railway vehicle falls below the actual distance with respect to the secondary signaling device, the driver is notified of a proximity of the railway vehicle with respect to the secondary signaling device. - The Aktu Aldi dance or Current ^¬ warning distance can be a temporal and / or spatial distance. The same applies to the (temporal and / or spatial) proximity of the railway vehicle with respect to the secondary signal ^{¬ device} . A primary, ie safety-related and prioritized, signaling device must be observed by the vehicle driver of the railway vehicle, otherwise, apart from precautions by other safety mechanisms (driving service, automation, etc.), there is danger for people and the environment. A primary signaling device may be, for example (country-specific): a pre-signal device (DE), a main signal device (DE), a blocking signal device (DE), a slow-speed signal, a traffic light, etc. A secondary signaling device should be observed by the vehicle driver. A secondary signaling device may be, for example, a signal device for (country-specific): a catenary signal (DE), an announcement signal device for a level crossing monitoring signal device (DE), a platform (DE), etc.

According to the invention, one or more timely and / or spatial actual distances of the railway vehicle to / the secondary signaling device from at least one information about a current vehicle position of the (relevant) railway vehicle, and at least one information about ei ^¬ ne / the previously known signal position one of the (relevant) secondary signaling device determined. Furthermore, according to the invention based on information about a specific temporal and / or spatial actual warning distance of the railway vehicle to the (relevant) secondary signaling device, the driver at least one information about a / the temporal and / or spatial proximity of the iron ^¬ railway vehicle with respect to the (relevant) secondary signaling device issued. The determination of an actual distance and / or an actual warning distance of the railway vehicle with respect to the secondary signal device is preferably carried out by calculation. A predetermined time may be a Aktualwarndistanz before ^¬ certain period of time required for the railway vehicle for up to secondary signaling device or distance to be traveled length. Furthermore, a predetermined spatial che actual warning distance be still be covered by the railway vehicle predetermined route length to the secondary Sig ^¬ naleinrichtung and / or a still be bridged by the railway vehicle predetermined Luftlinienstrecke to the secondary signal device. In this case, a predetermined time actual warning distance can be multi-level.

For example, a predetermined time Aktualwarn ^¬ distance a period of at least 45s, at least 30s, at least 20s, at least 15s, at least 10s, at least be 7,5s or at least 5s, wherein a temporal re- hollow rate of a display of the secondary signal device to the vehicle driver preferably becomes smaller the closer the railway vehicle is to the secondary signal device. This can also be converted into a spatial equivalent, it being possible for other lengths of the plug to be calculated, depending on a particular secondary signal device.

For determining the Aktu Aldi dance of the rail vehicle relative to the secondary signal means may be a current speed and / or Durchschnittsgeschwindig ^¬ ness of the railway vehicle, a driven in a specific past period of time velocity and / or average speed of the railway vehicle, and / or may be a likely given in a future

Time span traveled speed and / or average ^¬ speed of the railway vehicle are used.

Preferably, the current vehicle position of the railway vehicle is determined by a location method. Such a location method can be a satellite-based locating ^¬ method, a locating method within a Linienzugbeeinflussung (LZB) or (later) a European Train Control System (ETCS: European Train Control System), a GIS Location Method (GIS: Geography Information System), a camera Location method based on an electronic map and a method for recognizing a waypoint, etc. be realized. The previously known signal position of the secondary signal device can be determined on the basis of a catalog with route data, the signal position being taken from the route data. Such a catalog with route data can eg be a catalog with route data for energy-saving driving. In one embodiment, the temporal and / or spatial distance of the railway vehicle with respect to the secondary signaling device in a safety device of the railway vehicle can be determined.

In one embodiment, substantially all or only a selection of secondary signaling devices may be displayed by the display method during a journey of the railway vehicle. Further, the selection of secondary signaling devices may be made according to a type and / or location of the secondary signaling devices. Here, a site-specific and / or classified (eg free Stre ^¬ CKEN, railway stations etc.). Furthermore, in one embodiment, a display behavior of the display method can be configured individually.

In one embodiment, for the vehicle operator, indicating the proximity of the railroad vehicle to the secondary signal device may be visual, audible, and / or haptic. The visual display can be, for example, a (possibly specified) display on a ^monitor , the lighting up of a warning lamp, etc. The akusti ^¬ specific ads can be eg a sounding of a warning sound, etc.. The haptic display can be, for example, a movement output on a handwheel, a lever, a switching element, etc. Furthermore, the secondary signal device can be used for displaying the vicinity of the railway vehicle bezüg ^¬ Lich apply an existing display device or a specific for this advertisement display device.

According to the invention, the display method may be arranged such that only secondary signal devices can be displayed. Further, the display method may be configured such that further primary Sig ^¬ naleinrichtungen can also be displayed. The safety device of the railroad vehicle is preferably designed as a elekt ^¬ generic and / or electronic security device. Furthermore, the security device may comprise a computer program according to the invention. Furthermore, the security device can have a computing unit or processing device according to the invention.

The invention can be implemented as a computer program, for example, in a processing unit according to the invention or a processing device according to the invention. This means that a computer program ^product according to the invention, for example a computer program on a data carrier, comprises a program code which comprises program code means for carrying out or carrying out the method according to the invention. Here, the Compu ^¬ can terprogramm processor or a (micro or small) computer are executed and / or stored on a disk or a digital storage medium on a (micro).

Such a machine-readable or computer-readable data medium or such a digital storage medium can be, for example, a hard disk, a ROM, EPROM, EEPROM or a flash memory, a memory module, a floppy disk, a CD-ROM, a DVD or a Blu-ray disc. Be Ray Disc. Furthermore, the Compu ^¬ terprogramm can be stored in the form of firmware. Here, the computer program with electronically available or readable (possibly control / regulating) signals, such as information of a sensor, an evaluation and / or an actuator, in a programmable processor or computer device or a corresponding system cooperate such that an embodiment the process of the invention can be carried out or carried out. The arithmetic unit according to the invention can, for example, as a hermetically-arith ^¬ logical unit or formed as a subunit of he ^¬ inventive processing device. The processing device is designed, for example, as an electronic computing device or arithmetic unit, for example as a microcontroller or a processor, as a (micro or small) computer, a control device or a control device, or as another input / device or a device , which, which or which, of course, can perform other tasks. Furthermore, the arithmetic unit or the processing device may comprise the computer program product according to the invention.

According to the invention, the method can be used in a security device, e.g. in an assistance system of the railway vehicle and / or an automatic driving function of the railway vehicle, used to increase safety. Thus, the invention is possibly partially by means of a chassis device of the railway vehicle, in particular one ner brake and / or damper control /, and / or possibly partially by means of a Fahrstrangeinrichtung, in particular an engine (eg an acceleration intervention) and / or transmission control / Regulation, of the railway vehicle.

The invention is explained in more detail below with reference to Ausführungsbeispie ^¬ len with reference to the accompanying schematic and not to scale drawing. Sections, elements, components, units, schemes and / or components having an identical, univocal or analogous training and / or function are in the figure description

(see below), the list of reference numerals, the claims and in the figures (Fig.) Of the drawing with the same reference numerals. A possible, not explained in the description (invention description (see above), figure description), not shown in the drawing and / or not concluding ^¬ alternative, a static and / or kinematic reversal, a combination, etc. to the embodiments of the invention or a component, a scheme, a unit, a component, an element or a portion ^thereof , the list of reference numbers can also be found. In the invention, a feature (portion element construction ^¬ part, unit, component, function, size, etc.) can be positive, that is present, or that is configured to be absent, whereby a negative feature as the feature is not explicitly described negative, if it is not valued in accordance with the invention that it is absent. A feature of this specifics ^¬ tion (description, reference numerals list, claims, drawing) can not only in a specified type and / or manner, but also in a different type and / or manner applied be (insulation, Summary, replacement, Hinzufü- supply, Stand alone, omission, etc.). In particular, it is possible to replace letters based of a reference number and a latter to ^¬ ordered feature, or vice versa, in the description, list of reference symbols, the claims and / or the drawings, a feature in the claims and / or the loading to add or omit. In addition, a feature in a claim can be interpreted and / or specified in more detail.

The features of this specification are also interpretable as optional features (given the (mostly unknown) state of the art); ie each feature can be used as an optional, arbiträres or preferred, not a binding ^¬ as a royal, feature be considered. Thus, a detachment of a feature, possibly including its periphery, from an exemplary embodiment is possible, this feature then being transferable to a generalized concept of the invention. The absence of a characteristic (negative feature), shows in a ^¬ exporting approximately such that the feature is optional with respect to the OF INVENTION ^¬ dung. Furthermore, in a species term for a characteristic, a generic term for the feature can also be read

(possibly further hierarchical structure in subgenus, section, etc.), whereby, for example, taking into account equality and / or equivalence, a generalization of or this feature is possible. - In the only beispielhaf ^¬ ten figures:

1 is a schematic plan view of a track section of a rail network, wherein a rail vehicle ^¬ approaches a secondary signal device, and on the basis of which a first embodiment of the method according to the invention is explained in detail; and

FIG. 2 likewise shows a schematic plan view of a section of the railway network, wherein in turn a

Railway vehicle approaches a secondary signaling device, and on the basis of which a second embodiment of the method according to the invention is explained in more detail. The invention is explained below with reference to Ausführungsbeispie ^¬ len two embodiments of a variant of feasible method according to the invention for displaying secondary signaling devices 2 for a driver of a railway vehicle 1 during a journey of the railway vehicle 1 in more detail. However, the invention is not limited to a sol ^¬ che variant, such embodiments and / or embodiments nachfol ^¬ quietly explained, but is more basic nature, so that the invention on all the display method of secondary signaling devices below applies.

In the drawing, only those portions of an article of the invention are shown, which are necessary for an understanding of the invention. Although the invention is closer beschrie ^¬ ben by preferred embodiments and illustrated of detailed, the invention is not limited by the disclosed embodiments. Other Varia ^¬ functions can be derived from the above (description of the invention) thereof, and / or, without departing from the scope of the inven- tion.

1 and 2 each show in a plan view a longitudinal section of a track 0 of a railway network, on which each a railway ^vehicle 1 of a secondary signal ^{¬ device} 2 approaches. To the first respectively considered time 1 has the railway vehicle relative to the track a 0 current but temporally variable Fahrzeugpositi- on Pi. A prior art signal position P2 of the secondary Sig ^¬ naleinrichtung 2 with respect to the track 0 is fixed. According to the invention, a vehicle driver of the railway vehicle 1 is to be shown the temporal or spatial proximity of the railway vehicle 1 with respect to the secondary signal devices 2 during a journey. A time period for displaying a respective secondary signaling device 2 from at least 5s to at least 45s before passing the respective secondary signaling device 2 through the railway vehicle 1 is preferred.

According to the invention, is determined by a locating method, the current vehicle position Pi of the railway vehicle 1 for an optionally (pre) selected se ^¬ kundäre signal device 2, which the railway vehicle 1 approaches. The known signal position P2 of the secondary signal device 2 can be determined, for example, on the basis of a catalog with route data. From the current vehicle position Pi and the previously known signal position P2, a temporal and / or spatial actual distance D _{A of} the railway vehicle 1 with respect to the secondary signal device 2 is determined. - This can be done in principle in two ways. On the one hand, as shown in FIG. 1, an actual actual time and / or distance D _{A to be} traveled by the railway vehicle 1 to the relevant secondary signaling device 2 can be determined. On the other hand, what Fig. 2 illustrates, a

Air line distance of the railway ^vehicle 1 to be concerned ^¬ the secondary signaling device 2 are determined.

If the distance D _A </ <D _{w of} the temporal and / or spatial actual distance D _A from a predetermined temporal and / or spatial actual warning distance D _{w of} the railway vehicle 1 with respect to the secondary signal device 2, the driver is a temporal and / or spatial Near the railway vehicle 1 with respect to the secondary Sig ^¬ naleinrichtung 2 displays. Here, the temporal and / or spatial Aktualwarndistanz D _w is selected such that the driving ^¬ generating leader substantially sufficient time (time periods see above) has ERS a possibly already begun activity include ^¬ and subsequently a signal of the emerging secondary signal means 2 to dedicate and recognize this. The temporal and / or spatial Aktu Aldi dance D _A is preferred over a speed of the railway vehicle 1 ermit ^¬ telt. Here, a current speed and / or egg ^¬ ne average speed of the railway vehicle 1 here may be attracted ^¬. In particular, it is possible to use a speed and / or average speed of the railroad vehicle 1 which has been traveled in a specific period of time and / or is likely to be driven in a certain future time span. Railway vehicles often have route data, eg for energy-efficient driving, which essentially contain exact locations of signaling devices in a rail network. By comparing a vehicle position of a railway vehicle with route data, a distance of a respective railway vehicle with respect to a relevant signaling device is determined according to the invention. Approaches the rail vehicle a signal device, this egg ^¬ nem respective vehicle operator of the railway vehicle is appropriately displayed (acoustic, optical and / or haptic).

Preferably, the signaling device is a secondary Signalein ^¬ direction 2. It is of course possible to apply this additionally or alternatively to a primary signaling device. According to the invention, it is possible to display all signaling devices or only certain ones, eg restricted by type and / or location, whereby locations may be specific or classified (eg free routes, stations, etc.). Here it is possible to have an existing or for this Function specific display device to apply. Further, it is possible to allow a customer to realize a display behavior (which signaling devices, kind, location, etc.), a display device, etc. himself.

Claims

claims

A method for displaying secondary signaling devices (2) for a driver of a railway vehicle (1) during a journey of the railway vehicle (1), wherein

from a current vehicle position (Pi) of the railway vehicle (1) and a previously known signal position (P ₂ ) ei ^¬ ner secondary signaling device (2), an actual distance (D _A , D _A > D _w ) of the railway vehicle (1) with respect to the secondary signaling device (2) is determined, and

if the actual distance (D _A ) is less than (D _A <D _w ) compared with a predetermined actual warning distance (D _w ) of the railway vehicle (1) with respect to the secondary signaling device (2), the driver is near the railway vehicle (1) with respect to the secondary signaling device (2) is displayed.

2. A display method according to the preceding claim, characterized in that the predetermined temporal Aktualwarndi- substance (D _w) is a predetermined period of time, the iron ^¬ rail vehicle (1) still required distance to be traveled length for up to secondary signaling device (2), and / o ^¬ the

a predetermined spatial actual warning distance (D _w ) a predetermined by the railway vehicle (1) yet to be covered

Length of the route to the secondary signaling device (2) and / or one of the railway ^vehicle (1) still to be bridged before ^¬ certain air line distance to the secondary ^{Signaleinrich ¬} device (2).

A display method according to any one of the preceding claims, characterized in that a predetermined time actual warning distance (D _w ) is a period of at least 45s, at least 30s, at least 20s, at least 15s, at least 10s, at least 7.5s or at least 5s

a temporal Wiederhohlrate a display of secondary signaling device ^¬ (2) to the driver preferred gets smaller, the closer the railroad vehicle (1) bezüg ^¬ Lich the secondary signaling device (2).

4. A display method according to any preceding che Ansprü-, characterized in that for determining the AK- tualdistanz (D _A) of the railway vehicle (1) with respect to the se ^¬ ondary signaling device (2):

• a current speed and / or through ^¬ average speed of the rail vehicle (1), · a traveled in a specific past period of time velocity and / or average speed of the rail vehicle (1), and / or

• a speed and / or average speed of the railway vehicle (1) which is expected to be used in a certain future period of time.

5. Display method according to one of the preceding claims, characterized in that the current vehicle position (Pi) of the railway vehicle (1) is determined by a location method, and / or

the previously known position signal (P ₂₎ is determined of the secondary Sig ^¬ naleinrichtung (2) due to a catalog of route data, wherein the signal position (P ₂₎ is taken from the route data.

6. A display method according to one of the preceding claims, characterized in that by the display method during a journey of the railway vehicle (1):

Essentially all or only a selection of secondary signaling devices (2) are or will be displayed,

The selection of secondary signaling devices (2) is made according to a type and / or a location of the secondary signaling devices (2), and / or

· A display behavior of the display method is designed individually set up.

7. Display method according to one of the preceding claims, characterized in that the temporal and / or spatial distance of the railway vehicle with respect to the seconds ^¬ signaling device is determined in a safety device of the railway vehicle.

8. A display method according to one of the preceding claims, characterized in that for the driver displaying the proximity of the railway vehicle to the secondary Sig ^¬ naleinrichtung is an optical display, an acoustic display and / or a haptic displays, and / or

for displaying the vicinity of the railway vehicle (1) be ^¬ züglich the secondary signal device (2) an existing display device or a specific for this advertisement display device are applied.

9. A display method according to one of the preceding claims, characterized in that:

• is the display method set up such that le ^¬ diglich secondary signaling devices (2) can be displayed,

• is the display method set up such that fer ^¬ ner additional primary signaling devices (2) can be displayed,

• The safety device is designed as an electrical and / or electronic safety device, and / or

• The safety device is designed as a safety device according to one of the following claims.

10. Computer program or computer program product with Pro ^¬ program code means which are adapted to perform a method according to any one of claims 1 to 9 when the program code means run on a computing unit or a processing ^¬ device, or stored on a computer readable medium.

11 arithmetic unit or processing device, in particular control device or control device, for a railway vehicle, which is designed such that

a method according to one of claims 1 to 9 can be carried out by the arithmetic unit or the processing device,

by the arithmetic unit or the processing device, a computer program according to claim 10 is expired, and / or

the arithmetic unit or the processing device

Computer program or a computer program product according to claim 10.

12. Safety device for a railway vehicle, characterized in that

the safety device is set up in such a way that a method according to one of claims 1 to 9 can thereby be carried out,

the security device comprises a computer program or a computer program product according to claim 10, and / or the security device has a computing unit or a processing device according to claim 11.