EP4063232A1 - Véhicule, en particulier véhicule ferroviaire et son procédé de fonctionnement - Google Patents

Véhicule, en particulier véhicule ferroviaire et son procédé de fonctionnement Download PDF

Info

Publication number
EP4063232A1
EP4063232A1 EP22163259.9A EP22163259A EP4063232A1 EP 4063232 A1 EP4063232 A1 EP 4063232A1 EP 22163259 A EP22163259 A EP 22163259A EP 4063232 A1 EP4063232 A1 EP 4063232A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
braking capacity
route
aza
brakes
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
EP22163259.9A
Other languages
German (de)
English (en)
Inventor
Wolfgang Ebeling
Christopher Feihl
Volker SWATON
Manfred Wiesand
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
Original Assignee
Siemens Mobility GmbH
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 Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Publication of EP4063232A1 publication Critical patent/EP4063232A1/fr
Pending legal-status Critical Current

Links

Images

Classifications

    • 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
    • B61L15/0081—On-board diagnosis or maintenance
    • 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
    • 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
    • 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
    • B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]
    • 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
    • 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
    • B61L25/026—Relative localisation, e.g. using odometer

Definitions

  • the invention relates to a method for operating a vehicle, in particular a rail vehicle, in which method a failure state indication indicating the failure state of the brakes of the vehicle is determined and a braking capacity value indicating the braking capacity of the brakes of the vehicle is determined taking into account the failure state indication.
  • a failure condition measured value indicating the current failure condition of the brakes is determined on the basis of at least two measured values. Based on the failure condition, the vehicle's maximum allowable speed can be set.
  • the invention is based on the object of specifying a method for operating a vehicle in which a driving behavior that is particularly favorable for system operation can be achieved.
  • a current failure status indication indicating the current failure status of the brakes is determined at least once, preferably regularly or irregularly, a current braking ability value indicating the current braking capacity of the brakes of the vehicle
  • a location-dependent target speed profile is calculated that indicates the target speed of the Vehicle defined over the location in each traveled or next to be traveled route section.
  • a significant advantage of the method according to the invention can be seen in the fact that—in contrast to the previously known method described at the outset—not only is the actual braking capacity of the brakes determined while driving, but an adapted target speed profile is also always determined during driving; Such a desired speed profile can take operational boundary conditions such as route conditions, optimal headway times or minimum energy consumption into account.
  • the setpoint speed which is generally lower than the maximum permissible vehicle-dependent top speed, is adapted to the respective braking capacity while driving. For example, if there are problems on the brake side, braking can be initiated earlier than would otherwise be the case with healthy brakes, or shorter stopping distances can be planned for if, during the journey, brakes previously considered to be faulty or degraded become operational again.
  • a such target speed profile is preferably adapted to the route conditions of the respective route section as well as other parameters and is usually below the permissible vehicle-dependent maximum speed, in particular, for example with a view to optimum headway times; the invention thus relates to a location-dependent setpoint speed profile as a function of the current braking capacity and goes far beyond the determination of a maximum speed that is only related to the vehicle.
  • a display device is activated on which the desired speed at the respective vehicle location is visualized according to the desired speed profile.
  • the vehicle is preferably controlled on the basis of the location-dependent target speed profile in such a way that the vehicle drives at the target speed specified for the respective vehicle location according to the target speed profile.
  • the respective target speed which is dependent on the vehicle location, is preferably visualized on a speedometer of the vehicle, including a rescaling of the display.
  • the setpoint speed profile is calculated, taking into account planned stopping processes, in such a way that minimum headway times are achieved.
  • the target speed profile is calculated in such a way that the energy consumption is minimal while maintaining a specified timetable.
  • the target speed profile is preferably calculated in such a way that the target speed is predominantly, ie at all locations or at least at most locations, lower than the maximum speed that the vehicle is facing the current braking capacity should actually drive in compliance with specified safety criteria.
  • the setpoint speed profile is preferably calculated in a manner compatible with ETCS (European Train Control System or European train control system), particularly preferably in an ETCS-compatible vehicle control unit.
  • ETCS European Train Control System or European train control system
  • the route information ie such information or at least route-related information that enables the route information to be read out from a route information database stored on the vehicle, is preferably transmitted from a device on the route to the vehicle while the vehicle is in motion.
  • the route information is such or at least route-related information that enables the route information to be read from a route information database stored in the vehicle, is transmitted from an ETCS-compatible balise to the vehicle while driving.
  • a braking power value is preferably determined using the respective failure state information and the braking power value is preferably calculated on the basis of the braking power value and the respective vehicle mass.
  • a warning signal is preferably generated.
  • the respective vehicle mass is preferably measured while driving, forming a measured mass value, and the braking capacity value is preferably determined at least as a function of the measured mass value.
  • the mass is preferably determined on the basis of a pressure value or pressure value curve recorded on a pneumatic spring system of the vehicle.
  • the invention also relates to a vehicle control unit for a vehicle, in particular a rail vehicle, the vehicle control unit being suitable for determining a failure state indication indicating the failure state of the vehicle's brakes and for determining a braking capacity value indicating the braking capacity of the vehicle's brakes, including the failure state indication.
  • the vehicle control unit is designed in such a way that it determines at least once, preferably regularly or irregularly, a current failure state indication indicating the current failure state of the brakes while driving in a section of road, a current braking capacity of the brakes of the vehicle specified braking capacity value is determined while taking into account the current failure status information during the journey and on the basis of route information that describes the route section that is being traveled on or that is to be traveled next, as well as on the basis of the current braking capacity value that is during the journey, a location-dependent target speed profile is calculated that defines the target speed of the vehicle over the location in the route section being driven on or the next to be driven on.
  • the vehicle control unit has a computing device and a memory in which at least one control program module is stored which, when executed by the computing device, controls the mode of operation of the vehicle control unit is determined or at least co-determined, and the control program module is programmed in such a way that it can carry out a method as described above.
  • the vehicle control unit is preferably an ETCS-compatible vehicle control unit.
  • the invention also relates to a vehicle, in particular a rail vehicle, with a vehicle control unit as has been described above.
  • vehicle control unit as has been described above.
  • the figure 1 shows a rail vehicle 10 traveling on a railway line 20.
  • the rail vehicle 10 is at the end of a route section SAi and just before entering the next route section SAi+1.
  • a trackside device 30, for example in the form of an ETCS-compatible balise, is installed at the end of the route section SAi, which transmits route-related information SBA to the passing rail vehicle 10.
  • the transmission preferably takes place wirelessly via radio, for example in an ETCS-compatible form.
  • the trackside device 30 preferably identifies itself and preferably transmits an identifier for the respective route section SAi in which it is located, as well as an identifier for the next or neighboring route section SAi+1, as route-related information SBA.
  • the rail vehicle 10 is equipped with a vehicle control unit 100 which, on the basis of the route-related information SBA for the next or upcoming route section SAi+1, determines a location-dependent target speed profile Vsoll(x), which determines the target speed Vsoll of the rail vehicle 10 at location X in the route section SAi+1 to be traveled next.
  • a vehicle control unit 100 which, on the basis of the route-related information SBA for the next or upcoming route section SAi+1, determines a location-dependent target speed profile Vsoll(x), which determines the target speed Vsoll of the rail vehicle 10 at location X in the route section SAi+1 to be traveled next.
  • the location-dependent setpoint speed profile Vsoll(x) is shown as an example in FIG figure 2 over location X for the line segment SAi+1 extending from location Xi+1 to location Xi+2. It can be seen that the location-dependent setpoint speed profile Vsoll(x) for all locations X or at least for most locations X, i.e. predominantly, is lower than the maximum speed Vmax that the rail vehicle 10 actually has with a view to the current braking capacity value while complying with specified safety criteria should drive.
  • the location-dependent setpoint speed profile Vsoll(x) is preferably calculated taking into account planned stopping processes, the expected driving behavior of rail vehicles driving ahead and specified timetable data in such a way that optimal headway times and a journey in accordance with the timetable are achieved with minimum energy consumption.
  • the figure 3 shows a first exemplary embodiment for the rail vehicle 10 and the vehicle control unit 100 in more detail.
  • Vehicle control unit 100 includes a computing device 110 and a memory 120 in which at least one software program module SPM is stored. When executed by computing device 110, software program module SPM determines the mode of operation of vehicle control device 100 completely alone or alternatively with other components or software modules.
  • the software program module SPM includes, among other things, a braking capacity determination module BVBM, which forms a braking capacity determination device when executed by computing device 110, a target speed determination module SGBM, which forms a target speed determining device when executed by computing device 110, and a database DB.
  • a vehicle control module FSM is preferably additionally present, which forms a vehicle control device when executed by computing device 110 .
  • rail vehicle 10 is preferably additionally equipped with a display device AZ, which can display a location-dependent setpoint speed profile Vsoll(x) generated by setpoint speed determination module SGBM.
  • a display device AZ is preferably controlled in such a way that the desired speed Vsoll is visualized at the respective vehicle location X according to the location-dependent desired speed profile Vsoll(x).
  • the display device AZ is integrated in the speedometer and the respective desired speed Vsoll dependent on the vehicle location X is visualized on the speedometer, including a rescaling of the speed display.
  • the rail vehicle has a plurality of brakes 130, which themselves generate a brake status indication BZA that indicates their respective status and—regularly or irregularly—automatically transmit it to the braking ability determination module BVBM, or at least in response to a corresponding query from the braking ability determination module BVBM, a corresponding brake status indication BZA to the braking ability determination module BVBM spend.
  • the brakes 130 can be mechanical Act brakes 130 such as friction brakes and / or electrodynamic brakes 130, which are formed for example by drive motors and convert braking energy into electrical energy.
  • the braking capacity determination module BVBM evaluates the brake status information BZA of the various brakes 130 to form a failure status information AZA and generates a warning signal WS if at least one of the brake status information BZA indicates a failure of its respective brake 130 or at least a loss of braking power.
  • the braking capacity determination module BVBM uses the failure status indication AZA to determine a braking capacity value BVW, which quantifies the common current braking capacity of the brakes 130 .
  • Braking capability value BVW is transmitted to target speed determination module SGBM.
  • the target speed determination module SGBM is also connected to a communication device 140 of the rail vehicle 10 .
  • the communication device 140 is suitable with the wayside device 30 according to FIG figure 1 to communicate or at least to receive from this data such as the route-related information SBA and to forward this to the target speed determination module SGBM.
  • the target speed determination module SGBM After receiving the route-related information SBA, the target speed determination module SGBM reads route information SI from the database DB, which as shown can be stored in the memory 120 or in another memory that is not shown, for the route section SAi+1 ahead, which is the next to be traveled on Describe route section SAi+1.
  • the setpoint speed determination module SGBM calculates the location-dependent one, preferably while driving in the route section SAi Desired speed profile Vsoll(x), which defines the desired speed Vsoll of rail vehicle 10 over location X in route section SAi+1 to be traveled next.
  • the location-dependent setpoint speed profile Vsoll(x) is transmitted to the vehicle control module FSM and the display device AZ, so that the vehicle control module FSM can control the rail vehicle 10 during autonomous driving on the basis of the location-dependent setpoint speed profile Vsoll(x).
  • the display device AZ displays the entire location-dependent setpoint speed profile Vsetpoint(x) or at least a display of the respective setpoint speed Vsetpoint for the respective vehicle location X.
  • the target speed determination module SGBM is preferably programmed in such a way that it calculates the target speed profile in such a way that the target speed at every location on the route section, or at least at most locations on the route section, is lower than the maximum speed that the vehicle can drive with a view to the current braking capacity value BVW while complying with specified Safety criteria according to ETCS guidelines should actually drive.
  • the figure 4 shows a second exemplary embodiment for the rail vehicle 10 and the vehicle control device 100 according to FIG. 1 in more detail.
  • a mass sensor 150 is also present, which determines the respective vehicle mass or the respective vehicle weight and transmits a corresponding mass value M to the braking capacity determination module BVBM.
  • the braking capacity determination module BVBM is programmed in such a way that it not only determines the braking capacity value BVW as a function of the failure status indication AZA, but also using the respective mass value M.
  • the figure 5 shows a third exemplary embodiment for the rail vehicle 10 and the vehicle control device 100 according to FIG. 1 in more detail.
  • the figure 6 shows the rail vehicle 10 according to FIGS Figures 1 to 5 when traveling on the railway line 20 after entering the next line section SAi+2 and in the event that the trackside device 30 responsible for transmitting the relevant line-related information SBA is not at the end of the preceding line section SAi+1, but only at the beginning of the following section SAi+2 is mounted.
  • the vehicle control unit 100 uses the location-dependent setpoint speed profile Vsoll(x) (see figure 7 ) for the route section SAi+2 only after entering this on the basis of the route-related information SBA received there.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP22163259.9A 2021-03-24 2022-03-21 Véhicule, en particulier véhicule ferroviaire et son procédé de fonctionnement Pending EP4063232A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102021202892.6A DE102021202892A1 (de) 2021-03-24 2021-03-24 Fahrzeug, insbesondere Schienenfahrzeug, und Verfahren zu dessen Betrieb

Publications (1)

Publication Number Publication Date
EP4063232A1 true EP4063232A1 (fr) 2022-09-28

Family

ID=80928832

Family Applications (1)

Application Number Title Priority Date Filing Date
EP22163259.9A Pending EP4063232A1 (fr) 2021-03-24 2022-03-21 Véhicule, en particulier véhicule ferroviaire et son procédé de fonctionnement

Country Status (2)

Country Link
EP (1) EP4063232A1 (fr)
DE (1) DE102021202892A1 (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012108395A1 (de) * 2012-09-10 2014-03-13 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren zur Kalkulation einer Fahrempfehlung eines Schienenfahrzeugs, Assistenzsystem eines Schienenfahrzeugs und Schienenfahrzeug
WO2015128147A1 (fr) 2014-02-28 2015-09-03 Siemens Aktiengesellschaft Véhicule, en particulier véhicule ferroviaire, comportant une option de calcul de capacité de freinage et procédé pour le faire fonctionner
AT520261B1 (de) * 2017-08-08 2020-10-15 Siemens Mobility Austria Gmbh Kollisionsschutz für Schienenfahrzeuge

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010024800B4 (de) 2009-06-25 2014-07-03 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Anzeigevorrichtung und Verfahren zum Betreiben einer Anzeigevorrichtung
DE102017101505A1 (de) 2017-01-26 2018-07-26 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren zum Betrieb von Schienenfahrzeugen
DE102018216782A1 (de) 2018-09-28 2020-01-02 Siemens Mobility GmbH Verfahren und Anordnung zum Steuern zumindest einer Schutzfunktion eines Schienenfahrzeugs

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012108395A1 (de) * 2012-09-10 2014-03-13 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren zur Kalkulation einer Fahrempfehlung eines Schienenfahrzeugs, Assistenzsystem eines Schienenfahrzeugs und Schienenfahrzeug
WO2015128147A1 (fr) 2014-02-28 2015-09-03 Siemens Aktiengesellschaft Véhicule, en particulier véhicule ferroviaire, comportant une option de calcul de capacité de freinage et procédé pour le faire fonctionner
AT520261B1 (de) * 2017-08-08 2020-10-15 Siemens Mobility Austria Gmbh Kollisionsschutz für Schienenfahrzeuge

Also Published As

Publication number Publication date
DE102021202892A1 (de) 2022-09-29

Similar Documents

Publication Publication Date Title
EP3102474B1 (fr) Véhicule ferroviaire comportant une unité de bord etcs, rame de véhicules ferroviaires comportant au moins deux véhicules ferroviaires munis chacun d'une unité de bord etcs et procédé de gestion de ladite rame de véhicules
DE112007002358T5 (de) Verfahren und Einrichtung zur Steuerung von Zügen mit Antriebsverteilung
EP3126207A1 (fr) Autorisation de circuler pour un véhicule ferroviaire
DE102009023704A1 (de) Verfahren zur Information von Fahrpersonal in einem Schienenfahrzeug
DE102015222605A1 (de) Verfahren und Vorrichtung zum assistierten, teilautomatisierten, hochautomatisierten, vollautomatisierten oder fahrerlosen Fahren eines Kraftfahrzeuges
EP2681096A1 (fr) Procédé de calcul d'une recommandation de vitesse par un système d'assistance à la conduite intégré dans un véhicule ferroviaire
DE2926149A1 (de) Geraet und verfahren zum bestimmen der fahrgeschwindigkeit eines fahrzeuges in bezug auf eine gewuenschte stopposition
WO2020259966A1 (fr) Train et procédé de fonctionnement d'un train
EP2874857A2 (fr) Fonctionnement d'un véhicule ferroviaire au moyen d'un dispositif etcs
EP3124351A1 (fr) Procédé de post-équipement de parties de réseau ferroviaire existant avec un système de sécurisation de train
EP3500475A1 (fr) Procédé permettant de faire fonctionner des véhicules ferroviaires
WO2014048736A2 (fr) Commande d'un véhicule ferroviaire
DE102016224125A1 (de) Verfahren zur Steuerung von Nebenverbrauchern von Schienenfahrzeugen
EP4063232A1 (fr) Véhicule, en particulier véhicule ferroviaire et son procédé de fonctionnement
DE69926315T2 (de) Steuer- und Kommunikationsanlage für Eisenbahnzüge
EP3060452A1 (fr) Commande de véhicule ferroviaire
WO2019020282A1 (fr) Procédé de commande et dispositif de commande permettant de faire fonctionner un véhicule ferroviaire
DE102014218527A1 (de) Verfahren zum Erzeugen einer Geschwindigkeitsempfehlung für ein Schienenfahrzeug
AT518037B1 (de) Passagierschienenfahrzeug mit einem Rangierantrieb
DE102006033614B4 (de) Vorrichtung zur Zugsicherung
DE102014002297B4 (de) Verfahren zum vorbildgerechten Betreiben von Modellfahrzeugen einer Modellbahnanlage
EP3925851A1 (fr) Système et procédé pour effectuer un controle d'entrée pour un véhicule ferroviaire
DE102018207634A1 (de) Schienenfahrzeug mit Steuereinrichtung
EP1069021B1 (fr) Système de commande de train
DE102008025060B4 (de) Verfahren zur Beeinflussung und Begrenzung längsdynamischer Kräfte in einem Zugverband

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN PUBLISHED

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20230327

RBV Designated contracting states (corrected)

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR