EP4164935A1 - Procédé permettant de déterminer des informations de route se rapportant à des espaces dans un élément d'alimentation en courant et procédé permettant de faire fonctionner un véhicule - Google Patents

Procédé permettant de déterminer des informations de route se rapportant à des espaces dans un élément d'alimentation en courant et procédé permettant de faire fonctionner un véhicule

Info

Publication number
EP4164935A1
EP4164935A1 EP21746434.6A EP21746434A EP4164935A1 EP 4164935 A1 EP4164935 A1 EP 4164935A1 EP 21746434 A EP21746434 A EP 21746434A EP 4164935 A1 EP4164935 A1 EP 4164935A1
Authority
EP
European Patent Office
Prior art keywords
route
vehicle
information
power supply
supply element
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
EP21746434.6A
Other languages
German (de)
English (en)
Inventor
Roger Helling
Michael Merz
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 EP4164935A1 publication Critical patent/EP4164935A1/fr
Pending legal-status Critical Current

Links

Classifications

    • 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
    • B61L23/042—Track changes detection
    • 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

Definitions

  • the invention relates to a method for determining route information for the operation of a vehicle which has a current collector which is designed to supply energy to the vehicle when it comes into contact with a land-side power supply element.
  • gaps or interruptions in the power supply element often occur, for example when the vehicle runs over a transition from a first supply section to a second supply section of the route.
  • the gaps pose a problem for the vehicle's energy supply if they have a direct effect on the systems on the vehicle that are to be supplied.
  • Systems of this type are, for example, traction systems, auxiliary converters and, depending on the architecture of the vehicle, directly supplied air conditioning or transformer systems.
  • lightning protection barriers have been installed on the bogies, for example, to prevent the arc from jumping over to the car body. to prevent or reduce the probability of skipping.
  • drivers are operationally encouraged to roll through gaps to reduce traction load-bearing.
  • an attempt is made to reduce loads within the vehicle in the remaining time until the entire circuit is retracted.
  • DE 4423 692 A1 describes a method for bridging gaps in the power supply of electrical rail vehicles powered by converters.
  • a rail vehicle is provided at both ends with current collectors for contacting the power supply.
  • the traction converter is switched from ferry mode to auxiliary braking mode, i. H. regenerative operating state, or switched from braking operation to support braking operation as soon as a pantograph that is in front in the direction of travel has no contact with the power supply.
  • DE 102015 122 622 A1 describes a rail vehicle which has a first current collector, a second current collector and a contactor.
  • the contactor is electrically connected to the first current collector and the second current collector and configured to interrupt a current flow between the first current collector and the second current collector when the current flow has a first Exceeds threshold and/or when an increase in flow exceeds a second threshold.
  • the vehicle has the current collector, which is designed to supply the vehicle with energy when it comes into contact with the land-side power supply element.
  • the procedure includes the steps:
  • route information which includes at least ei ne section information, which represents the gap section.
  • the route information is adjusted depending on further driving on the route.
  • the invention is based on the finding that previous solutions for the operation of a vehicle, which draws energy from a power supply element (eg a power rail), frequently depend on the attention of the vehicle driver when driving over gaps in supply. Other previous solutions are static and do not respond appropriately to infrastructure changes. In previous solutions that react to a detected current gap, this reaction often follows with too great a delay. With solutions of this kind, automated operation of the vehicle cannot be satisfactorily achieved.
  • the solution according to the invention solves these problems by generating a route information that contains at least one section information tion includes. This route information can be added to an electronic route atlas or an electronic route map. An existing route atlas is supplemented with information about the infrastructure of the power supply element. Alternatively, the route information itself can serve as a route atlas or route map. By adapting the route information as a function of further driving, a self-learning mechanism is created that adapts the route information to changed circumstances with regard to the gap sections.
  • the method according to the invention is used, for example, in a semi-automatic ferry service with a driver, an accompanied driverless ferry service and/or a fully automatic driverless ferry service.
  • the route information can be used in such an operation in order to initiate appropriate measures in good time before the gap section is crossed. In this way, different subsystems of the vehicle can change the operating mode, be switched off, etc. in good time before crossing the gap section.
  • a further advantage resulting from the solution according to the invention is that the route information can be used by different vehicles independently of the vehicle architecture.
  • the vehicle is preferably a rail vehicle, for example a multiple unit.
  • the vehicle is a subway or a tram.
  • the vehicle is preferably an overhead line truck, which is supplied with energy via an overhead line.
  • the current collector comprises, for example, a current shoe or contact shoe or a pantograph, which is designed to come into contact with the power supply element.
  • the power supply element is preferably designed as a power rail (often referred to professionally as the third rail) or power line (e.g. overhead line with a contact wire).
  • the detection preferably takes place by means of a detection device of the vehicle, which evaluates detected sensor signals by means of a computing unit and, on this basis, detects the gap section.
  • the method preferably includes: determining location information which represents the location of the detected gap section on the route when driving on the route.
  • the section information then includes the location information.
  • the location information is preferably determined by means of a location determination device in the vehicle.
  • the location information is determined using a speed signal, which comes from a speed sensor of the vehicle.
  • the tachometer is preferably sampled at a constant rate.
  • landside elements with a known location for example balises, are taken into account when determining the location.
  • the section information is preferably generated by means of a computing device in the vehicle.
  • the section information further preferably includes first location information, which represents the start of the gap section, and second location information, which represents the end of the gap section.
  • the route information is preferably part of a so-called route atlas or a route map. In addition to the section information, further information is included in the route atlas.
  • the adaptation of the route information includes: changing the route information if a predetermined criterion is met.
  • the provision that a predetermined criterion must be met in order to change the route information means that section information can be prevented from being generated due to a disturbance variable. In other words, the route information is prevented from having section information about a gap section that does not exist.
  • the selection of the criterion depends on the conditions of the vehicle and the infrastructure.
  • the criterion can be met by a new or changed detection of the gap section of the route.
  • the new, changed or deleted gap section can be recorded in different ways with different types of recording (as described below).
  • the criterion includes: repeated detection of a high voltage gradient in the power supply of the vehicle when the gap section or another gap section is driven over.
  • the voltage gradient is preferably detected or recognized by means of a drive of the vehicle.
  • the repeated detection of a high voltage gradient can mean, for example, that the location of the gap section has changed and/or a new gap section is present on the route.
  • Additional sensor data can also be included in the criterion and offset in the sense of a sensor data fusion.
  • the criterion is not considered to be met while the speed of the vehicle is greater than a predetermined speed threshold value.
  • the self-learning mechanism is blocked when the vehicle is traveling at comparatively high speeds.
  • a higher resolution is achieved, for example, when determining a location using a speed sensor, which is sampled at a constant rate.
  • the criterion is not regarded as being met, while weather information is used to determine when driving over the gap section that a current weather condition is present which impairs the detection.
  • indicators showing bad weather conditions are used to prevent the route information from being adjusted in weather conditions of this type.
  • the weather information is based, for example, on frequent anti-skid and anti-skid interventions, which are used to draw conclusions about the current weather conditions.
  • the weather information is based on information that can be called up from a server via the web.
  • the adaptation of the route information includes: Retaining the route information if When driving on the route, there is a predetermined frequency of driving over the gap section, in which case no high voltage gradient was detected in the power supply of the vehicle. This has the advantage that there is no need to further refine the route information if it is sufficiently adapted.
  • the location determined for a detected gap section can be refined as location information.
  • Repeated driving results in a statistical distribution for the location information of the gap section, in particular for the beginning and the end of the gap section.
  • the mean is the most likely to match the actual gap.
  • a preferred development includes: determining a statistical variance based on the plurality of pieces of location information.
  • a statistical standard deviation is preferably determined using the plurality of pieces of location information.
  • a measure for the scattering of the measured values of the location of the gap section is determined in a particularly simple and expedient manner. This scatter results from measurement inaccuracies of the sensors, the addition of the signal propagation times in connection with the speed detection and their measurement errors.
  • the variance can be used during operation of the vehicle, in particular automated operation, for example to determine at which location (eg at what distance from the gap section) appropriate measures to prepare for the crossing are initiated.
  • a further preferred development includes: determining a first item of location information, which represents a beginning of the gap section, and a second item of location information, which represents an end of the route section, the section information comprising the first item of location information and second item of location information.
  • the detection comprises: detecting whether the current collector is in contact with the power supply element, based on a mechanical movement of the current collector. In this way, direct feedback from the pantograph when crossing the gap section is achieved. For example, the mechanical movement is detected using a limit switch on the pantograph.
  • the detection alternatively or additionally comprises: detecting the gap section using an optical scan, a radar scan and/or an ultra-fast scan of the power supply element.
  • the optical scanning, radar scanning and ultrasonic scanning are wear-free and provide direct feedback as to whether the power supply element is present.
  • the detection alternatively or additionally comprises: detecting the gap section using a capacitive scanning of the power supply element.
  • the capacitive scanning is wear-free and provides direct feedback as to whether the power supply element is present.
  • the detection alternatively or additionally comprises: detecting the gap section using an inductive scanning of the power supply element.
  • the inductive scanning is wear-free and provides direct feedback as to whether or not the busbar is present.
  • the detection comprises alternatively or additionally: detecting whether the current collector is in contact with the power supply element, based on a current measurement of an electric current of the vehicle's power supply.
  • this current measurement is preferably linked. In this case, it is particularly advantageous that a direct controlled variable is present.
  • the detection alternatively or additionally comprises: detecting whether the current collector is in contact with the power supply element, based on a voltage measurement of an intermediate circuit voltage.
  • a drive of the vehicle can react directly to an increase (in generator operation) or a drop (in motor operation) in the intermediate circuit voltage. It is particularly advantageous that there is a direct controlled variable.
  • the different types of detection can be combined in the manner of a sensor data fusion in order to minimize the influence of disturbance variables.
  • a further preferred embodiment of the method according to the invention comprises: transmission of the route information to a further vehicle.
  • the insights gained can information can be used by several vehicles.
  • the route atlases, route information and/or section information already present on the other vehicles can be improved or refined using the transmitted route information.
  • route information from a number of vehicles can be generated simultaneously or in parallel.
  • the route information generated by the several different vehicles can then be superimposed on the landside, for example, in order to achieve refined consolidated route information.
  • one vehicle detects the gap by measuring the voltage, the other vehicle using the end position switch and measuring the voltage, the third vehicle using a radar scan, etc.
  • the resulting route information can be offset against the consolidated route information.
  • Billing preferably takes place on land.
  • the different sensors can be offset with different weighting depending on their respective susceptibility to disturbance variables.
  • the route information is transmitted to the other vehicle, for example in the form of data via a communication network.
  • the transmission takes place, for example, through direct communication between the vehicle and the other vehicle.
  • the data is transmitted from the vehicle to a land-based data device and from there to the other vehicle.
  • the invention also relates to a computer program, comprising instructions which, when the program is executed by a computing unit, cause the latter to carry out the method for determining route information of the type described above.
  • the invention also relates to a computer-readable storage medium, comprising instructions which, when executed by a computing unit, cause the computing unit to carry out the method for determining route information of the type described above.
  • the invention also relates to a method for operating a vehicle, the vehicle being operated on the basis of route information which is determined using a method for determining the route information of the type described above.
  • the invention further relates to a vehicle, comprising: a current collector, which is designed to supply energy to the vehicle when it comes into contact with a landside power supply element.
  • the vehicle is designed to drive on a route on which the current collector is at least partially in contact with the power supply element.
  • the vehicle also includes a detection device which is designed to detect at least one gap section of the route within which the pantograph is not in contact with the power supply element when driving over it.
  • the vehicle also includes a computing device which is designed to generate and
  • the vehicle is preferably a rail vehicle, for example a multiple unit.
  • the vehicle is preferably a catenary truck powered by a catenary.
  • Figure 1 shows schematically the sequence of an exemplary embodiment of the method according to the invention
  • FIG. 2 shows schematically the structure of an exemplary embodiment of the vehicle according to the invention
  • FIG. 4 shows the vehicle shown in FIG. 2 at a further position on the route.
  • FIG. 1 shows a schematic flowchart which shows the sequence of an exemplary embodiment of the method according to the invention for determining route information for the operation of a vehicle.
  • FIG. 2 shows schematically the structure of an exemplary embodiment of a vehicle 1 according to the invention, which is designed as a track-bound vehicle 10, for example as an underground train.
  • a section of the vehicle 1 with a carriage 4 is shown.
  • a carriage transition 6 and a carriage transition 8 each form a transition to an adjacent car not ge showed.
  • the vehicle 1 has a first pantograph 12 and a second pantograph 14 which can each be in contact with a power supply element 16 th.
  • the power supply element 16 is a power rail (often referred to in the art as a third rail).
  • the vehicle 1 moves in the direction of travel 18 along a route 20.
  • the pantographs 12 and 14 are at least partially in contact with the power supply element 16.
  • the current collectors 12 and 14 have no contact with the power supply element 16, for example. This is because they are located between a first power supply section 15 and a second power supply section 17 of the power supply element 16, viewed in the direction of travel 18.
  • a route 20 is driven on by the vehicle 1 . This is, for example, a first driving on route 20.
  • a gap section 22 of the route 20 is detected by means of a detection device 24 of the vehicle 1 within which the pantographs are not in contact with the power supply element 16 .
  • a mechanical movement of the current collector 12 or 14 is used in a procedural step Bl to determine whether the current collector 12 or 14 is in contact with the power supply element.
  • FIG. 4 shows a situation in which the current collector 14 is in contact with the power supply element 16 and the current collector 12 is no longer in contact with the power supply element 16 .
  • the current collector 14 will move into the same position as the current collector 12 immediately after losing contact with the power supply element 16 .
  • the gap section 22 is detected on the basis of this upward mechanical movement (seen in the viewing direction of FIGS. 2 and 4).
  • the mechanical movement detects in a method step B11 that the current collector 12 or 14 loses contact with the first power supply section 15 of the power supply element 16 . It is further detected in a method step B12 that the current collector 12 or 14 resumes contact with the second power supply section 17 of the power supply element 16 .
  • the position on the route 20, which is at the end of the first power supply section 15, also represents the start of the gap section 22.
  • the position on the route 20, which is at the start of the second power supply section 17, also represents the end of the gap section 22
  • first location information which represents the beginning of the gap section 22 is determined.
  • second location information which represents the end of the gap section, is determined. The location information is determined using a location determination device 32 of the vehicle 1 .
  • Section information which represents the gap section 22 is generated in a method step D on the basis of the first and second location information.
  • the route information which includes at least the section information, is generated.
  • the route information is, for example, part of a route atlas (or a route map) that includes information on the position of several gap sections of the type described above.
  • the section information and the route information are generated in particular by means of a computing device 28 of the vehicle 1 and stored by means of a memory device 30 of the vehicle 1 .
  • the route information can be used to initiate appropriate measures in good time before the gap section is crossed.
  • different subsystems of the vehicle 1 can change the operating mode in good time before crossing the gap section, switch off who, etc.
  • a vehicle controller 25 can trigger rolling operation in good time before reaching a gap section 22 in order to increase the load capacity of the traction to reduce.
  • the vehicle controller 25 can trigger a reduction of loads within the vehicle in good time before the gap section 22 is reached.
  • a gap section 22 lying ahead can be announced to a vehicle driver by means of a driver assistance display.
  • the detection B and the determination CI, C2 of the location information can be repeated. In this way, there is the possibility of increasing the accuracy of the location information that represents the location of the detected gap section.
  • FIG. 3 shows schematically the course of the conductor rail along the direction of travel 18.
  • the region of the route 20 in which the conductor rail is present is shown hatched in FIG. 3 in the first line.
  • the gap portion 22 is shown as the white gap 23 in the first row.
  • step G Since the speed sensor is sampled at a constant rate, the determined locations appear as hatched pixels 26 with a constant spacing. At higher speeds, these pixels 26 would show a greater distance if the speed sensor had a constant sampling rate. This also applies to the sensors , which detects the gap.
  • This discrete location determination results in the pixels 26 shown and a corresponding discrete distribution of location information that represents the location of the detected gap section on the route.
  • a statistical mean location value ⁇ x> is determined in a method step H using the plurality of location information as section information.
  • a standard deviation s is determined as section information using the plurality of pieces of location information.
  • the section information each includes first location information ⁇ xi> indicating a beginning of the gap section 22 and second location information ⁇ X2> indicating an end of the gap section 22 .
  • the first location information ⁇ xi> and second location information ⁇ X2> each represent local mean values and an associated standard deviation ⁇ qi>, ⁇ q2>, which are determined by statistically averaging location information obtained from multiple visits.
  • the route information can be adjusted according to a method step K1.
  • the route information is changed in a method step K2 if a predetermined criterion is met.
  • the criterion includes that in a method step K3 a high voltage gradient in the energy supply Movement of the vehicle when driving over a gap portion within which the first and second current collectors 12 and 14 are not in contact with the power supply member 16 is repeatedly detected.
  • it can be a change in the position of the gap section 22 or a new gap section of this type that originally did not exist or was not determined. “Repeated” is to be understood as meaning that the detection K3 was preceded by several journeys in which the high voltage gradient (or the gap section using the other detection mechanisms mentioned, which are included in the standard deviation) was already detected.
  • the criterion is not considered to be met, for example, while the current speed of vehicle 1 is greater than a predefined speed threshold value.
  • the adaptation K1 of the route information is prevented according to a method step K4 if events are detected at comparatively high speeds.
  • the criterion is likewise not considered to be met, for example, while when driving over the gap section in a method step K5 it is determined on the basis of weather information that a current weather condition is present which impairs the detection.
  • the adaptation Kl includes that the route information is retained if, when driving K on the route 20, there is a predetermined frequency of driving over the gap section 22, in which case there is no high voltage gradient in the energy supply of the vehicle 1 (or no gap section was detected using the other detection mechanisms mentioned).
  • the generated route information can be transmitted to another vehicle.
  • the route information is, for example, in the form of data carry over a communication network to the other vehicle.
  • the transmission takes place, for example, through direct communication between the vehicle 1 and the other vehicle.
  • the data is transmitted from the vehicle 1 to a land-based data device and from there to the other vehicle.

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)

Abstract

L'invention se rapporte à un procédé permettant de déterminer des informations de route permettant de faire fonctionner un véhicule (1) qui présente un collecteur de courant (12, 14) qui est conçu pour fournir de l'énergie au véhicule (1) lors de la mise en contact d'un élément d'alimentation en courant côté terre (16). Afin d'améliorer le fonctionnement du véhicule (1), le procédé comprend les étapes consistant : à traverser (A) une route (20) sur laquelle le collecteur de courant (12, 14) vient au moins partiellement en contact avec l'élément d'alimentation en courant (16) ; à détecter (B) au moins une section d'espace (22) de la route (20), à l'intérieur de laquelle le collecteur de courant (12, 14) n'est pas en contact avec l'élément d'alimentation en courant (16), tout en traversant (A) la route (20) ; à générer (E) des informations de route qui comprennent au moins une information de section qui représente la section d'espace (22) ; et à adapter (F, K1) les informations de route sur la base d'une traversée supplémentaire (F) de la route (20).
EP21746434.6A 2020-07-30 2021-07-16 Procédé permettant de déterminer des informations de route se rapportant à des espaces dans un élément d'alimentation en courant et procédé permettant de faire fonctionner un véhicule Pending EP4164935A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020209642 2020-07-30
PCT/EP2021/070030 WO2022023087A1 (fr) 2020-07-30 2021-07-16 Procédé permettant de déterminer des informations de route se rapportant à des espaces dans un élément d'alimentation en courant et procédé permettant de faire fonctionner un véhicule

Publications (1)

Publication Number Publication Date
EP4164935A1 true EP4164935A1 (fr) 2023-04-19

Family

ID=77071538

Family Applications (1)

Application Number Title Priority Date Filing Date
EP21746434.6A Pending EP4164935A1 (fr) 2020-07-30 2021-07-16 Procédé permettant de déterminer des informations de route se rapportant à des espaces dans un élément d'alimentation en courant et procédé permettant de faire fonctionner un véhicule

Country Status (2)

Country Link
EP (1) EP4164935A1 (fr)
WO (1) WO2022023087A1 (fr)

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4423692A1 (de) 1994-07-06 1996-01-11 Abb Patent Gmbh Verfahren zur Überbrückung von Lücken in der Stromversorgung von elektrischen Schienenfahrzeugen
DE4438720A1 (de) 1994-10-29 1996-05-02 Abb Patent Gmbh Anordnung zur Detektion von Stromschienenlücken bei über Stromschienen gespeisten elektrischen Schienenfahrzeugen
DE102015122622A1 (de) 2015-12-22 2017-06-22 Bombardier Transportation Gmbh Schienenfahrzeug und Transportsystem
EP3623202A1 (fr) * 2018-09-13 2020-03-18 ABB Schweiz AG Procédé de détection d'anomalies dans un système de circulation électrique et système de surveillance permettant de détecter des anomalies dans un système de circulation électrique

Also Published As

Publication number Publication date
WO2022023087A1 (fr) 2022-02-03

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