EP4017779A1 - Procédé pour faire fonctionner un système comprenant des première et deuxième parties mobiles et comprenant un contrôleur fixe, et système de mise en uvre d'un procédé - Google Patents

Procédé pour faire fonctionner un système comprenant des première et deuxième parties mobiles et comprenant un contrôleur fixe, et système de mise en uvre d'un procédé

Info

Publication number
EP4017779A1
EP4017779A1 EP20747340.6A EP20747340A EP4017779A1 EP 4017779 A1 EP4017779 A1 EP 4017779A1 EP 20747340 A EP20747340 A EP 20747340A EP 4017779 A1 EP4017779 A1 EP 4017779A1
Authority
EP
European Patent Office
Prior art keywords
mobile part
mobile
camera
controller
rear edge
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.)
Pending
Application number
EP20747340.6A
Other languages
German (de)
English (en)
Inventor
Frank Erb
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.)
SEW Eurodrive GmbH and Co KG
Original Assignee
SEW Eurodrive GmbH and Co KG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by SEW Eurodrive GmbH and Co KG filed Critical SEW Eurodrive GmbH and Co KG
Publication of EP4017779A1 publication Critical patent/EP4017779A1/fr
Pending legal-status Critical Current

Links

Classifications

    • 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
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/34—Control, warning or like safety means along the route or between vehicles or trains for indicating the distance between vehicles or trains by the transmission of signals therebetween
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • 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
    • B61L21/00—Station blocking between signal boxes in one yard
    • B61L21/10—Arrangements for trains which are closely following one another
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/041—Obstacle detection
    • 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
    • B61L25/021—Measuring and recording of train speed
    • 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
    • B61L25/023—Determination of driving direction of vehicle or train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
    • B61L27/57—Trackside diagnosis or maintenance, e.g. software upgrades for vehicles or trains, e.g. trackside supervision of train conditions
    • 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
    • B61L27/70—Details of trackside communication
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/06—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling by electromagnetic or particle radiation, e.g. by light beam
    • B61L3/065—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling by electromagnetic or particle radiation, e.g. by light beam controlling optically
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2201/00—Control methods
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01D—MEASURING NOT SPECIALLY ADAPTED FOR A SPECIFIC VARIABLE; ARRANGEMENTS FOR MEASURING TWO OR MORE VARIABLES NOT COVERED IN A SINGLE OTHER SUBCLASS; TARIFF METERING APPARATUS; MEASURING OR TESTING NOT OTHERWISE PROVIDED FOR
    • G01D5/00—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable
    • G01D5/26—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable characterised by optical transfer means, i.e. using infrared, visible, or ultraviolet light
    • G01D5/32—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable characterised by optical transfer means, i.e. using infrared, visible, or ultraviolet light with attenuation or whole or partial obturation of beams of light
    • G01D5/34—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable characterised by optical transfer means, i.e. using infrared, visible, or ultraviolet light with attenuation or whole or partial obturation of beams of light the beams of light being detected by photocells
    • G01D5/347—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable characterised by optical transfer means, i.e. using infrared, visible, or ultraviolet light with attenuation or whole or partial obturation of beams of light the beams of light being detected by photocells using displacement encoding scales

Definitions

  • the invention relates to a method for operating a system with first and further mobile parts and a stationary control and system for performing a method.
  • An optoelectronic device is known from DE 102004018404 A1.
  • the invention is therefore based on the object of improving the safety of a rail system.
  • the object is achieved in the method according to the features specified in claim 1 and in the system according to the features specified in claim 13.
  • the method is designed to operate a system with first and further mobile parts and a stationary controller
  • the system has a data exchange connection between the controller and the first mobile part and a data exchange connection between the controller and the further mobile parts
  • the first mobile part detects its position P1 and / or determines the position of its trailing edge H and then the determined values , in particular the position P1 and the position of the rear edge H, are transmitted to the controller, in particular wherein the direction of travel of the first mobile part is detected and transmitted to the controller, or a direction of travel is stored in the controller depending on the position of the first mobile part and to which
  • the first mobile part is transmitted and / or is specified as the target direction of travel for the mobile part
  • the other mobile parts each recording their position P2 and / or determining the position of their front edges V and the determined values, in particular the position P2 and the position of the front edge V, to the tax transmission
  • the controller determines the next and subsequent one of the controller
  • the advantage here is that the position, that is to say the corresponding position vector, a path, that is to say a vector, is added up and thus monitoring can be carried out easily.
  • a one-dimensional design is made possible in a simple manner.
  • the position vector can only be represented by a number and the path can also be represented as a number, which must be added to the number representing the position vector. The collision monitoring can thus be carried out easily.
  • the invention ensures increased safety for a worker who is between two mobile parts. Because the recording of the positions and the determinations as well as the monitoring for collisions are carried out in a safety-oriented manner. In this way, the work space for the worker can be guaranteed with an increased safety category.
  • the first mobile part has a computer and a camera for recognizing codes for determining the position
  • the next adjacent following mobile part having a computer and a camera for recognizing codes for determining the position
  • the codes being one behind the other parallel to the rail direction are arranged.
  • each additional mobile part has a computer and a camera for recognizing codes to determine its position, the next adjacent following mobile part having a computer and a camera for recognizing codes to determine the position, the codes one behind the other parallel to Rail direction are arranged.
  • position detection can be easily recognized optically.
  • codes only have to be glued and / or attached along the trajectory of the mobile part, which can then be recognized by the camera of the mobile part and from this the position of the mobile part can then be determined.
  • the security area comprises a person and / or a person can be received in the security area. The advantage here is that a worker can stay in the space between two mobile parts and is not injured because a sufficiently large minimum distance is safety-oriented, that is, with a non-trivial, especially high safety category, can be maintained.
  • the first mobile part has a camera, in whose sensitive area codes are arranged one behind the other parallel to the direction of travel, in particular codes forming a coding area, in particular are arranged stationary.
  • codes contain the information about their respective position and thus the position can be detected by recognizing the codes by means of the camera.
  • the chronological sequence of the positions recorded in each case is evaluated for the respective detection of the respective speed.
  • the advantage here is that the speed can be determined in a simple manner.
  • each coding has information about its respective position, in particular for rough positioning.
  • the advantage here is that a simple position determination can be carried out.
  • an evaluation unit determines the distance of the image to the center of the image from the images recorded by the camera of a first of the codes and, from this, a shift of the camera to that position of the camera, in particular for fine positioning, in which the viewing direction of the camera is from the center of the image seen occurs on the first coding, in particular on the center of the first coding.
  • the advantage here is that fine positioning can be carried out in a simple manner. Because by determining the shift to the center of the image, the shifting of the mobile part to that position can be determined in a simple manner in which the mobile part is arranged directly opposite the first coding, i.e. the camera is the smallest distance from the first coding.
  • Mathematically equivalent method steps can equally be carried out, for example instead of the shortest distance in the viewing direction from the image means to the first coding, a defined angle, such as 10 ° or the like, can also be specified.
  • the direction of travel detected on the first mobile part is monitored when the distance between the position of the rear edge H of the first mobile part and the position of the front edge of the next adjacent following mobile part falls below a threshold value.
  • the direction of travel detected on the first mobile part is not monitored if the distance between the position of the rear edge H of the first mobile part and the position of the front edge of the next adjacent following mobile part exceeds the threshold value, the first mobile part then using a handheld control device, in particular in Reverse direction, is controllable, in particular wherein the hand-held device is connected to the first mobile part by means of an electrical cable.
  • a handheld control device in particular in Reverse direction, is controllable, in particular wherein the hand-held device is connected to the first mobile part by means of an electrical cable.
  • the first mobile part determines the position of its rear edge H from its position P1, in particular as a function of its position P1 in the system, in particular with different loads being absorbed by the first mobile part in different positions.
  • the advantage here is that, in a production line, the rear edge H is always further removed from the camera due to the installation or the inclusion of additional parts and the spacing can nevertheless be maintained in a safety-oriented manner. If, for example, a body of a vehicle to be manufactured is picked up by the mobile part, the rear edge is further away from the camera of the mobile part. If a rear light is then also attached to the body, the rear edge is even further away from the camera. Since this picking up and attachment takes place in predetermined areas of the trajectory of the mobile part, the distance between the rear edge and the camera can be uniquely assigned and / or defined depending on the position of the mobile part within the system.
  • the respective, in particular the next adjacent, mobile part determines the position of its rear edge H from its position P1, in particular depending on its position in the system, in particular with different loads being absorbed by the respective mobile part in different positions.
  • the advantage here is that the distance of the trailing edge from the camera is again defined depending on the area of the trajectory.
  • the mobile parts are rail-guided and the codings extend parallel to the rail direction.
  • the advantage here is that the rail position can be reliably guaranteed by the mobile part being guided mechanically.
  • the calculations can be carried out one-dimensionally and can therefore be carried out quickly and easily.
  • the mobile part has an electric motor drive.
  • an energy store such as a battery and / or accumulator and / or inductively or conductively, with electrical energy while driving.
  • a conductor line is laid along the rails;
  • inductive supply a primary conductor is laid along the trajectory, in particular along the rail, which can be inductively coupled to a secondary winding arranged on the mobile part, to which a capacitance is connected in series or in parallel in such a way that the resonance frequency of the resulting resonant circuit matches the frequency of the in equals the primary conductor fed in alternating current.
  • the primary conductor is designed as an elongated line conductor, consisting of HF litz wire, the frequency being between 10 kHz and 1000 kHz.
  • the mobile part has a tracking sensor or the mobile part is a rail vehicle.
  • the advantage here is that the mobile part moves one-dimensionally and therefore the calculations can be carried out quickly and easily.
  • FIG. 1 A system according to the invention is shown schematically in FIG. 1
  • a first mobile part 1 is followed by a second mobile part 2, a safe distance being ensured.
  • the first mobile part 1 detects its position P1 with a first position detection system and the second mobile part 2 detects its position P2.
  • the two mobile parts (1, 2) are preferably track-guided or rail-guided.
  • a coding area provided with coding is preferably arranged as the position detection system along the trajectory of the mobile parts (1, 2), in particular along the rails.
  • Each of the codes codes its respective position.
  • the mobile parts have a respective length depending on the load taken. It is thus possible for the first mobile part 1 to determine the position H of its rear edge and the second mobile part 2 to determine the position V of its front edge.
  • first mobile part 1 records its direction of movement R1 and its speed V1 and the second mobile part 2 records its direction of movement R2 and its speed V2.
  • Direction monitoring is carried out in the first mobile part 1.
  • the direction of movement R1 is monitored for forward travel.
  • an error signal is generated and reported, which makes it possible to stop the mobile parts (1, 2) of the system.
  • Each of the mobile parts (1, 2) reports its position P1 or P2 to a controller 3.
  • a controller 3 there is a non-wired data exchange connection between the controller 3 and the mobile parts (1, 2).
  • the first mobile part 1 first reports its position P1 and in particular the position of its rear edge H to the controller 3, which then determines the nearest mobile part 2 from all the position data received from the mobile parts (1, 2).
  • the controller 3 transmits to the second mobile part 2 the data received from the first mobile part 1, such as position P1 and rear edge position H.
  • the second mobile part taking into account its detected speed V2 and the maximum braking acceleration available to it, calculates a braking distance A to which a safety margin is also added, which takes into account existing reaction times, dead times and the like.
  • a braking distance A determined in this way to the position P2 of the second mobile part 2 detected by the second mobile part 2 itself and adding a further safety area W intended for a person, that position is determined which is compared with the rear edge position H of the first mobile part 1.
  • an error signal in particular an STO signal, is generated and the error is reported, in particular the drives of the mobile part are brought to a standstill.
  • leading edge position V of the second mobile part 2 is monitored for collision with the rear edge position H of the first mobile part 1.
  • the direction monitoring of the first mobile part 1 is switched off. Reversing the first mobile part 1 is thus permitted. This can be advantageously used, for example, in a maintenance area or in a siding.
  • first mobile part 1 can be controlled with a handheld control unit.
  • direction monitoring is switched on, it is not possible to control the first mobile part 1 with the handheld control unit.
  • the specified provisions and monitoring are carried out using safe technology. Improved security can thus be achieved, in particular a higher security category.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)

Abstract

L'invention concerne un procédé pour faire fonctionner un système comprenant des première et deuxième parties mobiles et comprenant un contrôleur fixe, ainsi qu'un système destiné à mettre en œuvre un procédé. Le système comprend une connexion entre le contrôleur et la première partie mobile et entre le contrôleur et les parties mobiles supplémentaires. Dans une première étape de procédé, la première partie mobile détecte sa position P1 et/ou détermine la position de son bord arrière H et transmet ensuite les valeurs déterminées au contrôleur. Chacune des parties mobiles supplémentaires détecte sa position P2 et/ou détermine la position de son bord avant V et transmet les valeurs déterminées au contrôleur. Dans une deuxième étape de procédé, le contrôleur détermine la partie mobile supplémentaire la plus étroitement adjacente à la première partie mobile et suivant celle-ci, puis transmet la position P1 et/ou la position du bord arrière H de la première partie mobile à ladite partie mobile supplémentaire Dans une troisième étape de procédé, la partie mobile suivante ajoute sa distance de freinage A, à laquelle sont en outre ajoutées une distance de sécurité et une plage de sécurité W, à la position P2 et/ou au bord avant V de la partie mobile suivante la plus proche adjacente et surveille cette position calculée en vue d'un risque de collision avec le bord arrière H de la première partie mobile
EP20747340.6A 2019-08-19 2020-07-23 Procédé pour faire fonctionner un système comprenant des première et deuxième parties mobiles et comprenant un contrôleur fixe, et système de mise en uvre d'un procédé Pending EP4017779A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019005763 2019-08-19
PCT/EP2020/025343 WO2021032314A1 (fr) 2019-08-19 2020-07-23 Procédé pour faire fonctionner un système comprenant des première et deuxième parties mobiles et comprenant un contrôleur fixe, et système de mise en œuvre d'un procédé

Publications (1)

Publication Number Publication Date
EP4017779A1 true EP4017779A1 (fr) 2022-06-29

Family

ID=71846350

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20747340.6A Pending EP4017779A1 (fr) 2019-08-19 2020-07-23 Procédé pour faire fonctionner un système comprenant des première et deuxième parties mobiles et comprenant un contrôleur fixe, et système de mise en uvre d'un procédé

Country Status (4)

Country Link
US (1) US20220274633A1 (fr)
EP (1) EP4017779A1 (fr)
DE (1) DE102020004463A1 (fr)
WO (1) WO2021032314A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022002106A1 (de) 2021-07-01 2023-01-05 Sew-Eurodrive Gmbh & Co Kg Verfahren zum Betreiben einer technischen Anlage und technische Anlage

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6580976B1 (en) * 1999-12-30 2003-06-17 Ge Harris Railway Electronics, Llc Methods and apparatus for very close following train movement
DE102004018404B4 (de) 2004-04-16 2015-06-25 Leuze Electronic Gmbh & Co. Kg Optoelektronische Vorrichtung
ES2564810T3 (es) * 2007-09-12 2016-03-29 Pepperl + Fuchs Gmbh Procedimiento y dispositivo para la determinación de la posición de un vehículo, programa de ordenador y producto de programa de ordenador
DE102008012416A1 (de) 2008-02-29 2009-09-10 Siemens Aktiengesellschaft Verfahren zur signaltechnischen Sicherung schienengebundener Fahrzeuge und diesbezügliches Sicherungssystem
DE102013020523B4 (de) 2013-12-11 2020-06-04 Sew-Eurodrive Gmbh & Co Kg Verfahren zur sicheren Überwachung auf Einhalten eines Mindestabstandes bei Fahrzeugen, insbesondere Schienenfahrzeugen, und Schienenanlage zur Durchführung eines Verfahrens
EP3061666B1 (fr) * 2015-02-24 2020-07-22 ALSTOM Transport Technologies Système de signalisation pour un réseau ferroviaire et procédé pour l'entière supervision d'un train réalisé par un tel système de signalisation
DE102017221812A1 (de) 2017-12-04 2019-06-06 Siemens Mobility GmbH Verfahren zum Betreiben von Schienenfahrzeugen

Also Published As

Publication number Publication date
US20220274633A1 (en) 2022-09-01
WO2021032314A1 (fr) 2021-02-25
DE102020004463A1 (de) 2021-02-25

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