EP4385854A1 - Procédé mis en uvre par ordinateur pour fournir une vitesse maximale d'un train - Google Patents

Procédé mis en uvre par ordinateur pour fournir une vitesse maximale d'un train Download PDF

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Publication number
EP4385854A1
EP4385854A1 EP22213743.2A EP22213743A EP4385854A1 EP 4385854 A1 EP4385854 A1 EP 4385854A1 EP 22213743 A EP22213743 A EP 22213743A EP 4385854 A1 EP4385854 A1 EP 4385854A1
Authority
EP
European Patent Office
Prior art keywords
train
zone
route
maximum speed
computer
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
EP22213743.2A
Other languages
German (de)
English (en)
Inventor
Kai Höfig
Jürgen Kazmeier
Cornel Klein
Thomas Waschulzik
Kristian Weiß
Marc Zeller
Sonja Zillner
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
Priority to EP22213743.2A priority Critical patent/EP4385854A1/fr
Publication of EP4385854A1 publication Critical patent/EP4385854A1/fr
Pending legal-status Critical Current

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    • 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
    • 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

Definitions

  • the invention relates to a computer-implemented method for providing a maximum speed of a train. Furthermore, the invention is directed to a corresponding technical system and a computer program product.
  • the autonomous vehicles are designed to be operated without a driver. They are therefore self-driving. As autonomous trains and their control systems continue to develop, control of the train is gradually being transferred from the train driver (also called train conductor) to a technical system with automated control (also called train control).
  • Obstacles in the track bed of trains still pose serious risks to rail traffic. Train drivers must sometimes react very quickly to prevent major damage to the train and passengers. Obstacles can be parts of track equipment damaged by storms, such as overhead lines or masts, but also fallen trees or people.
  • the challenge of safe and efficient train control is to detect dangerous objects and, if necessary, initiate emergency braking while driving over harmless objects.
  • the present invention therefore has the object of providing a computer-implemented method for providing a maximum speed of a train, which is more efficient and reliable and is able to dynamically adapt to its current environment, such as the route.
  • the invention is directed to a computer-implemented method for providing a maximum speed of a train.
  • maximum speed is to be interpreted in the conventional sense and can also be referred to as maximum speed or maximum speed.
  • the train is preferably designed as an autonomous train. Consequently, the train travels driverless on a route or a section of the route. In other words, the train is controlled without a human person such as a train driver or operator, but by a control unit.
  • the input data is provided.
  • the input data includes the environmental parameters and the map information.
  • Different parameters and information can be provided, for example the current speed of the train as environmental parameters and information about the current route, such as curves and crests, as map information. Further examples are given below.
  • one or more dynamic zones are determined, initially taking into account the environmental parameter alone. No further input data is included in this step.
  • the zone can also be referred to as a distance or area.
  • the zone defines the area between the train and the obstacle, more precisely the front of the train, i.e. the tip or front part of the train and the potential obstacle that may be in front of the front of the train. Obstacle detection can be carried out using a lidar or another sensor unit, such as a camera.
  • further input data is included, namely the map information.
  • the map information which provides information about the current route, such as a curve section or risk related to the route, such as poor visibility, etc.
  • the dynamic range can be expanded. In other words, the area between the train and the obstacle is advantageously larger and thus the safety distance is also increased.
  • the maximum speed of the train is adjusted based on this extended dynamic zone. Consequently, the predetermined or predefined maximum speed of the train is replaced by the adjusted maximum speed. In other words, the predetermined maximum speed is overwritten.
  • the adjusted maximum speed can be greater than, less than or equal to the predetermined maximum speed.
  • the train can travel faster than usual (in normal operation without adjustment).
  • the speed is increased.
  • the throughput of goods or people transported by train is consequently also improved.
  • train delays can be made up for in order to keep to the train's timetable and reduce waiting times for the train.
  • the adjusted maximum speed is lower, the train travels slower than usual (in normal operation without adjustment). The speed is reduced. By reducing the speed, obstacle detection becomes more reliable.
  • the present invention therefore ensures that the train is operated reliably and efficiently on the route. Obstacles are still reliably detected. However, the disadvantageous rapid braking according to the state of the art is significantly reduced.
  • the at least one environmental parameter is an environmental parameter selected from the group consisting of: a weight of the train, a speed of the train and a braking force of a braking system of the train.
  • the card information is information selected from the group consisting of: a route parameter, a risk related to the route, a risk related to at least one environmental parameter, weather information and a route section of the route.
  • the map information is stored in a volatile or non-volatile storage unit, preferably a database or cloud.
  • the storage unit can be designed as a database, a cloud or other volatile, non-volatile storage unit.
  • the storage unit enables reliable and fast data backup.
  • the storage unit can be flexibly selected in terms of its storage capacity and scalability, etc.
  • a further advantage is that the data can be accessed efficiently.
  • the environmental parameter can be sensed by one or more environmental sensor units and received by the environmental sensor unit. Alternatively, the environmental parameter can also be retrieved from a volatile or non-volatile storage unit.
  • the at least one card information is received via an input interface.
  • the input data is received via the input interface.
  • the output data such as maximum speed, can also be sent via an output interface.
  • the interfaces can be serial or parallel interfaces. The interfaces advantageously ensure efficient and smooth data transfer between computing units. Data can be exchanged bidirectionally without data congestion.
  • one or more measures can be initiated after the maximum speed has been provided as an output value of the method according to the invention.
  • the measures can be carried out simultaneously, sequentially or in stages.
  • the train can be operated at the adjusted maximum speed by transmitting this to the control unit that controls the train. In other words, the train now runs at the new maximum speed.
  • any input data or output data can be sent to any computing unit, such as a display, processing or storage unit.
  • the maximum speed can be stored.
  • the maximum speed itself or in the form of a corresponding message or notification can be transmitted to a terminal device and displayed to a person using a display unit.
  • the receiving processing unit can also initiate further appropriate measures after receipt, such as changing the timetable. Adjusting the maximum speed can also cause a change in the timetable.
  • the invention relates to a technical system for carrying out the above method.
  • the invention further relates to a computer program product with a computer program comprising means for carrying out the method described above when the computer program is executed on a program-controlled device.
  • a computer program product such as a computer program means
  • a control device such as an industrial control PC or a programmable logic controller (PLC for short), or a microprocessor for a smart card or the like, can be considered as a program-controlled device.
  • Figure 1 shows a flow chart of the method according to the invention with the method steps S1 to S6.
  • the environmental parameter is provided S1.
  • the map information in relation to a route of the train is provided S2.
  • the dynamic zone is determined depending on the environmental parameter S3.
  • the dynamic zone is expanded taking into account the map information S4 and the maximum speed of the train is adjusted depending on the expanded dynamic zone S5.
  • the adjusted maximum speed is provided S6.
  • a train 1 In a certain driving situation, a train 1 requires a certain braking distance in order to stop by emergency braking. This means that an obstacle must be at a minimum distance from the front of the train so that a train can still stop safely in the respective driving situation.
  • This area for an obstacle is in Figure 2 with the area 20 in front of the train and is called the yellow zone.
  • This area 20 moves forward or backward for different driving situations. For example, if train 1 becomes heavier, area 20 moves forward. If train 1 travels more slowly, the area moves towards train 1 because a shorter braking distance is required at low speeds. Rapid braking is an undesirable event with certain risks for passengers.
  • the green zone 10 is the area in which train 1 can stop in time before an obstacle without the need for emergency braking.
  • Red zone 30 is the area in which train 1 can no longer come to a stop. Train 1 can be slowed down by the existing braking systems, but a collision with an obstacle becomes unavoidable.
  • zones 10, 20, 30 are known before the start of the journey for the trains currently in use. However, they depend on certain parameters. Example parameters are the permissible total weight, the braking force of the braking system and the speed driven.
  • zones 10, 20, 30 are determined dynamically, one or more zones.
  • the environmental parameters that influence these zones are continuously measured and taken into account in the determination S3. This results in the advantage that an empty and therefore relatively light train can travel faster because it needs less distance to stop.
  • the train can be equipped with a sensor unit for obstacle detection, for example with a lidar, as shown in Figure 2.
  • the lidar is a pulsed laser for distance and environment detection. It is important that the lidar is arranged in such a way that the yellow zone 20 is not above the maximum range of the sensor unit. Otherwise, an obstacle in the lane can only be detected when it is no longer possible to detect it in time. to stop. The range of the obstacle detection limits the maximum speed accordingly.
  • lidar can include radar, camera, ultrasound, microwave or a combination of the aforementioned sensor units (sensor data fusion).
  • sensor units mentioned can have different properties and ranges.
  • a technical system equipped with radar can penetrate even a thick layer of snow and enable the vehicle to continue driving at a slower but safer pace.
  • Determining the respective maximum speeds for different train configurations and weights is initially a static calculation that does not change while the train is traveling. However, the range of obstacle detection changes during the journey depending on the route. The range of obstacle detection is further limited on curves or hilltops, as a laser mounted on the train, for example, cannot detect obstacles over hilltops or can only see into curves to a limited extent.
  • map information is used, preferably from the cloud, and the determined dynamic zone can be expanded depending on the map information S4.
  • the map information makes it possible to know before crests or bends that a section of the road is coming that is difficult to monitor.
  • the maximum speed can be adjusted accordingly S5, so that the range of the obstacle detection is again above the yellow emergency braking area 20.
  • the obstacle detection system can determine a minimum range in a conservative manner.
  • This Range can be transmitted to a computing unit, such as a control unit.
  • Figure 3 shows a schematic view with technical components for carrying out the method according to an embodiment of the invention.
  • the obstacle detection is designed as a sensor unit and is set up to detect obstacles on the route.
  • the collision warning is transmitted to the technical component "ADAPTOR Controller” together with the distance.
  • the collision avoidance function is integrated in the ADAPTOR Controller.
  • the braking system is triggered in an appropriate manner depending on the distance of the obstacle without further intervention. For example, emergency braking or service braking is initiated.
  • the ADAPTOR Controller also fulfills the function of determining the maximum speed.
  • the ADAPTOR Controller transmits the maximum speed to the vehicle control system. This reliably avoids collisions with detected obstacles on the route.
  • the ADAPTOR Controller also receives additional map information about the route from the cloud.
  • the maximum speed limit on specially equipped sections of the route may be set in such a way that the yellow zone 20 is outside the maximum range of obstacle detection. This is justified, for example, if the route is checked regularly, there are no trees on the side of the route or access to the route has been secured by natural obstacles. The current status can then be read from the cloud and the maximum speed is adjusted accordingly.
  • the ADAPTOR controller falls back to the regular maximum speed calculation described above according to an embodiment of the invention.
  • the ADAPTOR controller can then reduce the maximum speed even further in order to always be able to react to an obstacle with service braking, for example. In this way, the risk of emergency braking for the passengers is reduced.
  • the driver In regular operation with a train driver, the driver has the option of initiating an emergency braking maneuver or deciding against an emergency braking maneuver if the obstacle is obviously likely to be driven over, such as a cardboard box.
  • the cloud connection enables a secure increase in maximum speed via map information.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP22213743.2A 2022-12-15 2022-12-15 Procédé mis en uvre par ordinateur pour fournir une vitesse maximale d'un train Pending EP4385854A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP22213743.2A EP4385854A1 (fr) 2022-12-15 2022-12-15 Procédé mis en uvre par ordinateur pour fournir une vitesse maximale d'un train

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP22213743.2A EP4385854A1 (fr) 2022-12-15 2022-12-15 Procédé mis en uvre par ordinateur pour fournir une vitesse maximale d'un train

Publications (1)

Publication Number Publication Date
EP4385854A1 true EP4385854A1 (fr) 2024-06-19

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Family Applications (1)

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EP22213743.2A Pending EP4385854A1 (fr) 2022-12-15 2022-12-15 Procédé mis en uvre par ordinateur pour fournir une vitesse maximale d'un train

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014206473A1 (de) * 2014-04-03 2015-10-08 Bombardier Transportation Gmbh Automatische Assistenz eines Fahrers eines fahrspurgebundenen Fahrzeugs, insbesondere eines Schienenfahrzeugs
WO2016042352A1 (fr) * 2014-09-19 2016-03-24 Alstom Transport Technologies Système et procédé pour éviter une collision pour un véhicule
EP3569470A1 (fr) * 2018-05-18 2019-11-20 KNORR-BREMSE Systeme für Schienenfahrzeuge GmbH Système permettant d'éviter une collision pour un véhicule ainsi que procédé correspondant

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014206473A1 (de) * 2014-04-03 2015-10-08 Bombardier Transportation Gmbh Automatische Assistenz eines Fahrers eines fahrspurgebundenen Fahrzeugs, insbesondere eines Schienenfahrzeugs
WO2016042352A1 (fr) * 2014-09-19 2016-03-24 Alstom Transport Technologies Système et procédé pour éviter une collision pour un véhicule
EP3569470A1 (fr) * 2018-05-18 2019-11-20 KNORR-BREMSE Systeme für Schienenfahrzeuge GmbH Système permettant d'éviter une collision pour un véhicule ainsi que procédé correspondant

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