EP3577005B1 - Anzeigen von sekundären signaleinrichtungen sowie sicherheitseinrichtung eines eisenbahnfahrzeugs - Google Patents

Anzeigen von sekundären signaleinrichtungen sowie sicherheitseinrichtung eines eisenbahnfahrzeugs Download PDF

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Publication number
EP3577005B1
EP3577005B1 EP17829674.5A EP17829674A EP3577005B1 EP 3577005 B1 EP3577005 B1 EP 3577005B1 EP 17829674 A EP17829674 A EP 17829674A EP 3577005 B1 EP3577005 B1 EP 3577005B1
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EP
European Patent Office
Prior art keywords
railway vehicle
secondary signal
display
vehicle
respect
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
EP17829674.5A
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German (de)
English (en)
French (fr)
Other versions
EP3577005A1 (de
Inventor
Walter Hammer
Matthias Alexander Weber
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility GmbH
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Siemens Mobility GmbH
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Publication date
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Priority to PL17829674T priority Critical patent/PL3577005T3/pl
Publication of EP3577005A1 publication Critical patent/EP3577005A1/de
Application granted granted Critical
Publication of EP3577005B1 publication Critical patent/EP3577005B1/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
    • B61L15/009—On-board display devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L11/00—Operation of points from the vehicle or by the passage of the vehicle
    • B61L11/08—Operation of points from the vehicle or by the passage of the vehicle using electrical or magnetic interaction between vehicle and track
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains

Definitions

  • the invention relates to a method for displaying secondary signal devices for a vehicle driver of a railway vehicle while the railway vehicle is traveling.
  • the invention also relates to a computer program or a computer program product with program code means which are designed to carry out a method according to the invention.
  • the invention also relates to a computing unit or a processing device, in particular a control device or a control device, for a railroad vehicle, as well as a safety device for a railroad vehicle.
  • the WO 2006/136 783 A1 discloses a safety device for a train traveling on a rail network.
  • a GPS receiver is installed at a front end and a second, separately identifiable GPS receiver is installed at a rear end of the train.
  • the GPS receivers are used to determine an identity, a continuous time position, a direction and a speed of the train within a rail network.
  • a signal indicator on the train can display a signal when the train is within a predetermined distance of a detectable object along a traveled route.
  • the DE 199 27 023 A1 discloses a method for specifying call times in radio driving mode for trains.
  • provision is made for corresponding switch-on commands and switchover commands to be output in a sequence in which the track elements are arranged on a track.
  • offsets are manually specified offline according to the method so that, once they have been determined, the train's journeys over a relevant route are simulated, with a check being made to determine whether the existing ones are used Communication terminals a timely switching on of the individual route elements in the specified order can be achieved or not.
  • a corresponding computer program or computer program product a corresponding computing unit or processing device, in particular a control device or a control device, for a railway vehicle, and a corresponding safety device for a railway vehicle.
  • the term “secondary signaling device” is to be understood as a non-primary, a non-prioritized, a non-safety-relevant or a safety-irrelevant signaling device or signaling device (see also below).
  • the object of the invention is provided by a method for displaying secondary signal devices for a vehicle driver of a railway vehicle while the railway vehicle is traveling; by means of a computer program or computer program product; by means of a computing unit or a processing device, in particular a control device 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.
  • an actual distance of the rail vehicle with respect to the secondary signal device is determined from a current vehicle position of the railway vehicle and a previously known signal position of a secondary signal device secondary signal device, the vehicle driver is shown the proximity of the railway vehicle with respect to the secondary signal device, the secondary signal device should be observed by the vehicle driver, whereas a primary , ie safety-relevant and prioritized, signal device must be observed by the vehicle driver.
  • the actual distance or the actual 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 signaling device.
  • a primary signal device can be, for example (country-specific): a distant signal device (DE), a main signal device (DE), a blocking signal device (DE), a slow speed signal, a traffic light, etc.
  • the secondary signaling device should be observed by the vehicle driver.
  • a secondary one Signaling device can, for example, be a signaling device for (country-specific): a contact line signal (DE), an announcement signaling device for a level crossing monitoring signaling device (DE), a platform (DE), etc.
  • a / the temporal and / or spatial actual distance of the railway vehicle to a / the secondary signal device from at least one piece of information about a / the current vehicle position of the (relevant) railway vehicle, and from at least one piece of information about a / the previously known signal position of a / determined by the (relevant) secondary signaling device.
  • information about a certain temporal and / or spatial actual warning distance of the railway vehicle to a (relevant) secondary signaling device is sent to the vehicle driver at least one piece of information about the temporal and / or spatial proximity of the railway vehicle issued by the (relevant) secondary signaling device.
  • a / the actual distance and / or an / the actual warning distance of the railway vehicle with respect to the secondary signal device is preferably determined by calculation.
  • a predetermined temporal actual warning distance can be a predetermined period of time which the railway vehicle needs for a distance to be covered up to the secondary signal device.
  • a predetermined spatial actual warning distance can be a predetermined distance to be covered by the railway vehicle to the secondary signaling device and / or a predetermined linear distance to be bridged by the railway vehicle to the secondary signaling device.
  • a predetermined timely actual warning distance can be multilevel.
  • a predetermined temporal actual warning distance can have a duration of at least 45s, at least 30s, at least 20s, at least 15s, at least 10s, at least 7.5s or at least 5s, with a time repetition rate of a display of the secondary signaling device to the vehicle driver preferably being smaller, the closer the railway vehicle is with respect to the secondary signaling device.
  • This can also be converted into a spatial equivalent, with other link lengths possibly being calculable depending on a specific secondary signal device.
  • a current speed and / or average speed of the railroad vehicle can be a speed and / or average speed of the railroad vehicle traveled in a specific previous time span, and / or can be expected in a specific future time span driven speed and / or average speed of the railway vehicle are used.
  • the current vehicle position of the railway vehicle is preferably determined by a location method.
  • a location method can be achieved through a satellite-based location method, a location method within a route control system (LZB) or (later) a European Train Control System (ETCS: European Train Control System), a GIS location method (GIS: Geographic Information System), a camera location method be realized based on an electronic map and a method for recognizing a waypoint, etc.
  • LZB route control system
  • ECS European Train Control System
  • GIS location method Geographic Information System
  • a camera location method be realized based on an electronic map and a method for recognizing a waypoint, etc.
  • the 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.
  • a catalog with route data can be, for example, a catalog with route data for energy-saving driving.
  • the temporal and / or spatial distance of the railway vehicle with respect to the secondary signal device can be determined in a safety device of the railway vehicle.
  • the display method can be used to display essentially all or only a selection of secondary signal devices while the railway vehicle is in motion.
  • the selection of secondary signal devices can be made according to a type and / or a location of the secondary signal devices.
  • a location can be specific and / or classified (e.g. free routes, train stations, etc.).
  • a display behavior of the display method can be configured so that it can be set up individually.
  • the display of the proximity of the railway vehicle to the secondary signal device for the vehicle driver can be a visual display, an acoustic display and / or a haptic display.
  • the visual display can be, for example, a (possibly specified) display on a monitor, the lighting up of a warning lamp, etc.
  • the acoustic display can be, for example, a warning tone, etc.
  • the haptic display can, for example, be a movement output to a handwheel, a lever, a switching element, etc.
  • an existing display device or a display device specific for this display can be used for displaying the proximity of the railway vehicle with respect to the secondary signal device.
  • the display method can be set up in such a way that only secondary signal devices can be displayed. Furthermore, the display method can be set up in such a way that primary signal devices can also be displayed.
  • the safety device of the railway vehicle is preferably designed as an electrical and / or electronic safety device. Furthermore, the safety device can comprise a computer program according to the invention. Furthermore, the safety 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 computing unit according to the invention or a processing device according to the invention. That is, a computer program product according to the invention, e.g. a computer program on a data carrier, comprises a program code which comprises program code means for carrying out or executing the method according to the invention.
  • the computer program can be executed on a (micro) processor or a (micro or small) computer and / or stored on a data carrier or a digital storage medium.
  • Such a machine-readable or computer-readable data carrier or such a digital storage medium can, for example, be 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 disk. Ray Disc.
  • the computer program can be stored in the form of firmware.
  • the computer program can interact with electronically available or readable (possibly control / regulating) signals, e.g. information from a sensor, an evaluation unit and / or an actuator, in a programmable processor or computer device or a corresponding system in such a way that an embodiment of the method according to the invention can be carried out or carried out.
  • the computing unit according to the invention can be designed, for example, as an arithmetic-logic unit or as a sub-unit of the processing device according to the invention.
  • the processing device is designed, for example, as an electronic computing device or computing 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 device which, which or which can of course also carry out other tasks.
  • the Computing unit or the processing device have the computer program product according to the invention.
  • the method can be used or applied in a safety device, for example in an assistance system of the railway vehicle and / or an automatic driving function of the railway vehicle, to increase safety.
  • a safety device for example in an assistance system of the railway vehicle and / or an automatic driving function of the railway vehicle, to increase safety.
  • the invention is possibly partially by means of a chassis device of the railway vehicle, in particular a brake and / or damper control / regulation, and / or possibly partially by means of a drive line device, in particular an engine (e.g. an acceleration intervention) and / or transmission control / - regulation of the railway vehicle.
  • the invention is explained in more detail below on the basis of exemplary embodiments of two embodiments of a variant of feasible methods according to the invention for displaying secondary signal devices 2 for a vehicle driver of a railway vehicle 1 while the railway vehicle 1 is traveling.
  • the invention is not restricted to such a variant, such embodiments and / or the exemplary embodiments explained below, but is of a more fundamental nature so that the invention can be applied to all display methods of secondary signal devices.
  • FIGS. 1 and 2 each show a plan view of a longitudinal section of a track 0 of a railway network, on which a railway vehicle 1 is approaching a secondary signaling device 2.
  • the railway vehicle 1 has a vehicle position P 1 which is current but can be changed over time with respect to track 0.
  • a previously known signal position P 2 of the secondary signaling device 2 with respect to track 0 is fixed.
  • the temporal or spatial approach of the railway vehicle 1 with respect to the secondary signal devices 2 is to be displayed to a vehicle driver of the railway vehicle 1 during a journey.
  • a length of time to display a relevant secondary signal device 2 from at least 5s to at least 45s before the relevant secondary signal device 2 is passed by the railway vehicle 1 is preferred.
  • the current vehicle position P 1 of the railway vehicle 1 is determined for a possibly (preselected) selected secondary signal device 2, which the railway vehicle 1 is approaching, by means of a locating method.
  • the previously known signal position P 2 of the secondary signal device 2 can be determined, for example, on the basis of a catalog with route data.
  • a temporal and / or spatial actual distance D A of the railway vehicle 1 with respect to the secondary signal device 2 is determined from the current vehicle position P 1 and the previously known signal position P 2. - In principle, this can be done in two ways. On the one hand, what the Fig. 1 represents, an actual temporal and / or spatial actual distance D A still to be traveled from the railway vehicle 1 to the relevant secondary signal device 2 can be determined. On the other hand, what the Fig. 2 represents, a linear route of the railway vehicle 1 to the relevant secondary signal device 2 can be determined.
  • the vehicle driver is given a temporal and / or spatial proximity of the railway vehicle 1 with respect to the secondary signaling device 2 indicates.
  • the temporal and / or spatial actual warning distance D W is selected such that the vehicle driver essentially has enough time (time spans see above) to complete an activity that has already started and then to devote himself to a signal from the secondary signal device 2 that appears and this to recognize.
  • the temporal and / or spatial actual distance D A is preferably determined via a speed of the railway vehicle 1.
  • a current speed and / or an average speed of the railway vehicle 1 can be used here.
  • railway vehicles often have route data, e.g. for energy-saving driving, which essentially contain the exact locations of signaling devices in a railway network.
  • route data e.g. for energy-saving driving
  • a distance of a relevant railway vehicle with respect to a relevant signaling device is determined according to the invention. If the railway vehicle approaches a signaling device, this is suitably indicated to a relevant driver of the railway vehicle (acoustically, visually and / or haptically).

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP17829674.5A 2017-03-13 2017-12-29 Anzeigen von sekundären signaleinrichtungen sowie sicherheitseinrichtung eines eisenbahnfahrzeugs Active EP3577005B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL17829674T PL3577005T3 (pl) 2017-03-13 2017-12-29 Wskazywanie pomocniczych urządzeń sygnalizacyjnych oraz urządzenie bezpieczeństwa pojazdu kolejowego

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017204090.4A DE102017204090A1 (de) 2017-03-13 2017-03-13 Anzeigen von Signaleinrichtungen sowie Sicherheitseinrichtung eines Eisenbahnfahrzeugs
PCT/EP2017/084792 WO2018166647A1 (de) 2017-03-13 2017-12-29 Anzeigen von sekundären signaleinrichtungen sowie sicherheitseinrichtung eines eisenbahnfahrzeugs

Publications (2)

Publication Number Publication Date
EP3577005A1 EP3577005A1 (de) 2019-12-11
EP3577005B1 true EP3577005B1 (de) 2021-09-22

Family

ID=60990779

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17829674.5A Active EP3577005B1 (de) 2017-03-13 2017-12-29 Anzeigen von sekundären signaleinrichtungen sowie sicherheitseinrichtung eines eisenbahnfahrzeugs

Country Status (7)

Country Link
US (1) US11590993B2 (pl)
EP (1) EP3577005B1 (pl)
CN (1) CN110520344A (pl)
DE (1) DE102017204090A1 (pl)
ES (1) ES2896799T3 (pl)
PL (1) PL3577005T3 (pl)
WO (1) WO2018166647A1 (pl)

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5978718A (en) * 1997-07-22 1999-11-02 Westinghouse Air Brake Company Rail vision system
DE19927023A1 (de) * 1999-06-08 2000-12-14 Siemens Ag Verfahren zum Vorgeben von Anrufzeitpunkten im Funk-Fahr-Betrieb
US6609049B1 (en) 2002-07-01 2003-08-19 Quantum Engineering, Inc. Method and system for automatically activating a warning device on a train
GB0512667D0 (en) * 2005-06-22 2005-07-27 Groenewald Coenraad J Safety arrangement
KR100706394B1 (ko) * 2005-10-20 2007-04-10 현대자동차주식회사 차량의 아웃사이드 미러를 이용한 후방경보시스템
DE102007015303A1 (de) 2007-03-27 2008-10-09 Astrium Gmbh Vorrichtung und Verfahren zur automatischen Geschwindigkeitsregelung eines Fahrzeugs
CN101357642A (zh) 2008-09-03 2009-02-04 中国科学院上海技术物理研究所 高速铁路车载自动避障系统及避障方法
CN103171597A (zh) * 2011-12-24 2013-06-26 孝感市捷能特种光源照明器具有限公司 一种铁路机车防撞车安全系统
DE102012102892A1 (de) 2012-04-03 2013-10-10 Deutsches Zentrum für Luft- und Raumfahrt e.V. Eisenbahn-Assistenzsystem
US9428202B2 (en) * 2014-04-15 2016-08-30 Via Rail Canada Inc. Train safety system
DE102014211840A1 (de) * 2014-06-20 2015-12-24 Robert Bosch Gmbh Verfahren und Vorrichtung zum Ansteuern eines Stromabnehmers eines Schienenfahrzeugs und Ansteuersystem für einen Stromabnehmer eines Schienenfahrzeugs
CN104691581B (zh) 2015-03-06 2016-08-31 济南雷森科技有限公司 列车接近智能预警系统及其预警方法
US20180012197A1 (en) * 2016-07-07 2018-01-11 NextEv USA, Inc. Battery exchange licensing program based on state of charge of battery pack

Also Published As

Publication number Publication date
EP3577005A1 (de) 2019-12-11
US11590993B2 (en) 2023-02-28
CN110520344A (zh) 2019-11-29
DE102017204090A1 (de) 2018-09-13
PL3577005T3 (pl) 2022-01-24
WO2018166647A1 (de) 2018-09-20
ES2896799T3 (es) 2022-02-25
US20210284208A1 (en) 2021-09-16

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