WO2016096398A1 - Véhicule ferroviaire équipé d'une unité de sécurité de train - Google Patents

Véhicule ferroviaire équipé d'une unité de sécurité de train Download PDF

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Publication number
WO2016096398A1
WO2016096398A1 PCT/EP2015/078158 EP2015078158W WO2016096398A1 WO 2016096398 A1 WO2016096398 A1 WO 2016096398A1 EP 2015078158 W EP2015078158 W EP 2015078158W WO 2016096398 A1 WO2016096398 A1 WO 2016096398A1
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WO
WIPO (PCT)
Prior art keywords
unit
decoding
bzd
brake
train
Prior art date
Application number
PCT/EP2015/078158
Other languages
German (de)
English (en)
Inventor
Stephan Horn
Original Assignee
Siemens Aktiengesellschaft
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 Aktiengesellschaft filed Critical Siemens Aktiengesellschaft
Publication of WO2016096398A1 publication Critical patent/WO2016096398A1/fr

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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
    • B61L15/0072—On-board train data handling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/665—Electrical control in fluid-pressure brake systems the systems being specially adapted for transferring two or more command signals, e.g. railway systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
    • 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 rail vehicle with a train ⁇ insurance unit, a set of brake units, a
  • Arithmetic unit which is provided to evaluate brake state data of the brake units for generating a train information, and an interface which is provided for the transmission of train information to the train control unit.
  • train data entry which transmits to the train control information about the train which is necessary for its function, in particular the information about the braking capacity of the train Brake units of the train a so-called Brh value (or "Brems mecanicstel") formed, which is entered in addition to other train parameters by the driver using an interface for train protection.
  • a given Brh value which is taken over by the train protection for their function, corresponds to a multiplicity of braking state situations of the train with different braking powers. This lack of unambiguity of braking power information is conventionally addressed by counting the amount of
  • the invention has for its object to provide a generic rail vehicle, in which the transmission ⁇ ment of train information can be done quickly and a variety of braking state situations for the operation of the train safety unit can be clearly characterized.
  • the arithmetic unit comprises a Codie ⁇ approximation unit, which is provided to an entire Melten set of braking state data to assign a code formed as a stopping power train information and the Switzerlandsiche ⁇ approximation unit includes a first decoding unit for decoding the braking capability codes.
  • the braking power code is designed in particular as a single parameter, for example as a number, a letter or another symbol.
  • the brake performance code is distinguished by a Brh value (or "brake hundredth"), which has the disadvantage that an approximation is carried out for determining it, whereby a plurality of operating state situations of the brake units is achieved Brh same value are characterized.
  • the process can be carried out preferably without a Switzerlandoireeingabe Unique ⁇ keitspp by the proposed transmission of the braking power codes.
  • a "Zug refreshmentssaku” is intended verstan be the ⁇ a unit which is provided in cooperation with track-bound, in particular track bed and / or disposed in the immediate vicinity of plants, such as balises to take measures in connection with the control of the railway vehicle. These include in particular an automatic ⁇ specific alert to the driver and / or intervention in the control of the railway vehicle, for example for automatic initiation of an emergency braking. these measures are in the expert language also among the loading summarized handle "influence”.
  • the train protection ⁇ unit can in particular embodiments, for example in the form of a linear train influencing (or LZB) may be provided for the automatic speed control of the railway vehicle.
  • the Switzerlandtechnischsaku is preferably provided with at least a receiver, eg an antenna.
  • the brake state data of a brake unit expediently comprise at least the indication of a brake type and the indication of an availability of the brake type.
  • the arithmetic unit and the Switzerland Klinsech each having a memory unit in which one is to ⁇ stored order table, are assigned to the values of Bremsver ⁇ like codes each having a set of brake status data of the set of brake units.
  • the brake performance code may simply be in the form of a table index.
  • the coding and the decoding can advantageously take place using the same table.
  • the Alloc ⁇ planning table is expediently created during the development phase ⁇ the rail vehicle and is valid for a ge ⁇ entire fleet of rolling stock.
  • the encoding unit and decoding unit have respective dedicated ⁇ advantageously a processor unit which has access to the respective memory unit.
  • This processing unit may be an existing processor unit of the computer unit or of the Switzerland Schweizershow which carries a coding program of ⁇ .
  • the rail vehicle is advantageously designed as an association of coupled cars, wherein at least one of the cars is designed as a railcar.
  • Rail vehicles in such a configuration, - in the expert lan- guage also "multiple units" referred to - are typically operated as a train ⁇ unit fixed Number of cars, wherein the different braking state situations that can potentially occur in association determined and taken into account when creating the mapping table
  • the dressing may be designed for the transport of goods and / or passengers, but preferably the wagons are each intended for the transport of passengers.
  • Brake units of the set are typically arranged in different wagons of the association, wherein the braking state data of a brake unit is detected by a local control unit of the corresponding wagon.
  • the arithmetic unit is expediently compared to the local control units a central unit of the rail vehicle and / or it is superordinate to the local control units.
  • the rail vehicle has at least one data bus to which the local control units of the car and the computing unit are connected by data technology.
  • the rail vehicle has a central brake control unit ⁇ , wherein the computing unit is part of the brake control unit ⁇ .
  • the arithmetic unit may in particular be formed by an existing arithmetic unit of the central brake control unit.
  • this arithmetic unit can be programmed with a corresponding coding function.
  • the brake control unit is expediently embodied as a central unit with respect to local control units, which are each assigned to at least one brake unit and serve to detect corresponding brake state data.
  • the train data input takes place with the involvement of the vehicle driver.
  • the output unit may be a display arranged in the driver's compartment.
  • a particularly high level of security can be achieved if the interface has an input unit for inputting the train information by the driver.
  • the security of the train data input process can be raised to a level which satisfies prescribed requirements.
  • the rail vehicle has a transmission unit adapted to transmit results of a means of the first decoding unit decoding ⁇ out to the interface.
  • the transmission unit can be part of the train control unit.
  • Advantageous redundancy in the decoding of the braking capability code can also be achieved if the rail vehicle has a second decoding unit for decoding the braking capability code.
  • the second decoding unit is part of the arithmetic unit. Characterized can be made to decode both on the side of the train protection ⁇ unit as well as on the side of a vehicle control and, therefore, on both sides of the interface.
  • Test unit which is intended to check results of executed by means of the first and second decoding ⁇ th decoding. As a result, a high degree of can be achieved against errors in the coding and decoding of the brake capacity code and / or data transmission errors. In particular, the test unit performs a Ver ⁇ equal to the results from each other automatically.
  • the decoding units are each programmed with different programming codes.
  • the invention is further based on a method for operating a rail vehicle, which has a Switzerlandtechnischsein ⁇ unit and a set of brake units, in which brake state data of the brake units are detected, the brake state data are evaluated and from a train information is generated and the train information to the Switzerlandtechnischsaku is transmitted.
  • FIG. 1 shows a rail vehicle with local Brems tenueinhei- th, a central brake control unit and a
  • Figure 2 is a cross-linking of the brake control units and the central brake control unit with a man-machine interface and the Switzerlandtechnischsein ⁇ standardized
  • FIG. 3 shows an allocation table with braking capability codes
  • FIG. 4 shows the cross-linking from FIG. 2 in a test mode.
  • FIG. 1 shows a rail vehicle 10 in a schematic side view. It is designed as an association of carriages 12.1, 12.2, etc., which are coupled together.
  • the rail vehicle 10 is embodied as an operationally inseparable tractor unit, which is also referred to in the expert language as a "train train.” The railroad is thereby exclusively divided for maintenance or repair purposes each a different suspension - also called “drive bogie" - assigned.
  • An on ⁇ drive unit 14 has at least one driving motor which drives at least one driven axle 16 or "drive axis" of the corresponding landing gear.
  • a drive unit 14 may have one or two traction motors.
  • Non-driven axes 18 of the rail vehicle 10 are "running axles" called. Multiple units can be designed according to different drive concepts.
  • a train train equipped with a distributed traction are components of a drive chain through which an electrical power for at least one on ⁇ drive unit 14 is provided, such as in particular a transformer and / or elements of a converter unit distributed over several carriages 12.
  • the components of a drive ⁇ chain can be arranged also concentrated in a carriage 12 according to a further drive system, which therefore is drivingly independently operable.
  • a division for removing or adding such a traction trolley can be made.
  • the number of carriages 12 is not variable.
  • the dressing can be operated individually or in the coupled state with one or more generic dressings.
  • the dressing resulting from the coupling of the bandages is to be ver ⁇ .
  • the rail vehicle 10 has a braking device with a set of brake units 20, which are arranged distributed in the association ange ⁇ .
  • the set comprises brake units 20 a and 20 b, which are designed as a friction brake or as an engine brake.
  • the electrical energy generated during operation of an engine brake 20. B can be fed into the supply network 21 and / or braking resistors.
  • eddy current brakes may be provided in the set of brake units (not shown).
  • the brake units 20 in the carriages 12 are each controlled by a local, carriage-related brake control unit 22.
  • the brake control units 22 are in each case provided in each case for providing brake state data BZD of the assigned brake inputs. to capture 20 (see Figures 2 and 3).
  • This Bremszu- status data BZD a brake unit 20 comprises at least one braking state parameter BZK which is representative of the current Be ⁇ operating state of the brake unit 20th
  • a braking state parameter BZK information about the availability of the corresponding brake unit 20.
  • the Bremszu ⁇ was characteristic BZK as a binary size -. Be formed, wherein a first value (eg "1") the Ver - for example, as a bit - Availability of the associated brake unit 20 and the second
  • the set of local, carriage-related brake control units 22 is connected to a data bus 24 of the rail vehicle 10. This is in particular according to the TCN protocol (or
  • the data bus 24 may be designed as an MVB bus (or "multifunction vehicle bus"). Data communication via the data bus 24 is preferably wired, but it can alternatively or additionally be done at least partially wirelessly.
  • the braking device of the rail vehicle 10 further has a central brake control unit 26, which is superordinate to the local brake control units 22.
  • the brake control unit 26 is connected to the data bus 24, wherein a ⁇ Since tenkommunikation occurs between the brake control unit 26 and the local brake control units 22 via the data bus 24th
  • the rail vehicle 10 includes a train securing unit 28.
  • This has a unit 30, which to a
  • the unit 30 comprises a wider insbeson ⁇ Switzerlandantenne.
  • the interaction of the trackside installations 31 and the train control unit 28 can trigger engagement of the train control unit 28 in the control of the rail vehicle 10 when certain operating situations are present.
  • the train protection unit 28 for example, when exceeding a maximum permitted speed or trigger emergency braking of the rail vehicle 10 in the event of an impermissible passage past the main shaft .
  • Known systems of a train protection are, for example, the PZB (selective train control), LZB (Line Train Influence), ATP (Automatic Train Protection), TBL (Transmission Balse Locomotive), ATB (Automatic trinbeinvloeding) and the ETCS (European Train Control System ).
  • the function of the train protection unit 28 is based on train information, which depends on the configuration of the rail vehicle 10 and on the current operating states of its facilities. In particular, before a service recording of the rail vehicle 10, information about its braking capacity must be transmitted to the train control unit 28. This information is particularly out of consideration of a braking distance evaluates ⁇ from the Switzerlandtechnischsaku 28th
  • the generation of a train information by means of a computing unit 34, which is connected to the local brake control units 22 via the data bus 24 in terms of data technology.
  • the brake state data BZD are transmitted to the arithmetic unit 34, which evaluates these for generating train information related to the braking capacity.
  • the arithmetic unit 34 is part of the central brake control unit 26, wherein alternative embodiments of the arithmetic unit 34 as part of another central train control device or as an independent device are also conceivable.
  • the networking of the local brake control units 22 and the central brake control unit 26 with the computing unit 34 is shown schematically in FIG.
  • the transmission of the brake state data BZD from the brake control units 22 to the arithmetic unit 34 is shown by arrows.
  • the corresponding brake state data BZD i comprises the data record: - Cart: 12. i;
  • the arithmetic unit 34 has a storage unit 36, in which a mapping table shown in Figure 3. 38 is inserted behind ⁇ .
  • a line Z of the allocation table 38 for a configuration of the rail vehicle 10 with n carriages 12.1 to 12.n comprises the following information:
  • the lines Z of the allocation table 38 correspond to various combinations of operating states of the brake units 20. For the sake of simplicity, it is assumed in the representation of the allocation table 38 in FIG. 3 that all carriages 12 have two different brake types with brake units 20 a and 20 b ,
  • the first line Z i corresponds to a situation in which all brake units 20 of the rail vehicle 10 are available.
  • the third line is characterized by the failure of the electrical brake units 20 b in the car 12.1 and 12.2.
  • the arithmetic unit 34 Upon receipt of the set of current brake state data BZD_1 to BZD_n, the arithmetic unit 34 evaluates this brake state data by comparing this collected set of the current brake state data BZD with the data sets of the mapping table 38. To this end, it has a coding ⁇ unit 40, which - of the entire event of a match The set of current brake state data BZD_1 to BZD_n with a set of brake state data of the allocation table 38 - assigns the corresponding brake capacity code BVC to the collected set.
  • the encoding unit 40 is, for example, by a processor unit of the computing unit 34 - formed, which executes an encoding program ⁇ - and therefore of the brake control unit 26th
  • the associated brake capacity code BVC forms a train information which is transmitted via the data bus 24 to an output unit 42 of a human-machine interface 43.
  • the off ⁇ output unit is provided for outputting the train information to the vehicle driver 44th Typically, it is designed as a display.
  • ⁇ means of an input unit 46 which is part of a section ⁇ point 48. This serves to transmit the train information to the train control unit 28.
  • the rail vehicle 10 further has a central Steuerge ⁇ device 47, which otherwise provides information I about the train configuration - such as the train length - via the data bus 24 for transmission to the train control unit 28 via the interface 48.
  • the train protection unit 28 comprises a decoding unit 49, which is provided for decoding the transmitted train information, ie the braking capacity code BVC. 28 To this end the Switzerlandommesech to a memory unit 50, in which the assignment table shown in Figure 3. 38 is inserted behind ⁇ . From the obtained stopping power code BVC 28 of the set of status data Bremszu ⁇ BZD can be obtained with the current braking state parameters BZK on the side of Switzerlandtechnischsaku. An operation of the train control unit 28 can thus take place on the basis of this brake state data.
  • the results of the decoding by the decoding unit 49 - ie the set of braking state data BZD - are transmitted to the interface 48 via a transmission unit 52.
  • the transfer Mitt ⁇ averaging unit 52 is part of the Switzerlandtechnischsaku 28. This is shown in FIG. 4
  • the rail vehicle 10 further has a second decoding unit 54, which is different from the decoding unit 49 of the train control unit 28 and therefore separated from it.
  • the decoding unit 54 is part of the central Brems Kunststoff ⁇ unit 26, wherein alternative embodiments of the decoding ⁇ unit 54 as part of another central Weru ⁇ device or as an independent device are also conceivable. Particularly advantageous is the decoding unit 54 component of the computing unit 34.
  • the decoding unit 54 is ⁇ - as the decoding unit of the Wersiche ⁇ approximation unit 49 28 - provided for decoding the braking ability codes BVC.
  • the laid in the storage unit 36 behind ⁇ allocation table 38 is used, in which results of decoding are formed by a code the braking ability BVC associated set of brake condition data BZD *.
  • the results of the decoding which takes place on the side of the train ⁇ fuse unit 28, and the results of the decoding which is performed by the decoding unit 54 are examined by means of a test unit 56, which the He ⁇ results of (BZD, BZD *) compared with each other. If they match the results of the process of Wernergabe applies ⁇ be executed proceedings the stopping power of the rail vehicle 10 as a successful rich.
  • the test unit 56 is in terms of data technology with the interface 48, which receives the results of the decoding ⁇ tion in the train control unit 28, and the Deco ⁇ d iststechnik 54 in connection.
  • the test unit is 56 übermit ⁇ telt the result of the test on the driver 44, WEL rather herewith the successful completion of Switzerlandbieeingabe informed. If necessary, the test unit 56 can display the data BZD and BZD * by means of the output unit 42 may be provided, wherein a visual comparison of the data BZD and BZD * by the driver 44 takes place.
  • the first decoding unit 49 and the second decoding unit 54 are programmed such that decoding by the first decoding unit 49 and a Decodie ⁇ tion by means of the second decoding unit 54 to each other diversely be performed, thereby providing a high security ⁇ level, particularly against erroneous busübertra- conditions can be achieved.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (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)

Abstract

L'invention concerne un véhicule ferroviaire équipé d'une unité de sécurité de train (28), d'un ensemble d'unités de frein (20.a, 20.b), d'une unité de calcul (34) qui est destinée à évaluer des données d'état de frein (BZD_1, ..., BZD_n) des unités de frein (20.a, 20.b) pour produire une information de train, et une interface (48) qui est destinée à transmettre les informations de train à l'unité de sécurité de train (28). Selon l'invention, pour produire un véhicule ferroviaire générique dans lequel la transmission d'informations de train peut être effectuée rapidement et dans lequel une pluralité de situations d'état de frein peuvent être caractérisées de façon unique pour faire fonctionner l'unité de sécurité de frein, l'unité de calcul (34) comporte une unité de codage (40) qui est destinée à associer, à un ensemble collecté de données d'état de frein (BZD_1, ..., BZD_n), une information de train se présentant sous la forme d'un code de capacité de freinage (BVC) et l'unité de sécurité de train (28) comprend une première unité de décodage (49) destinée à décoder les codes de capacité de freinage (BVC).
PCT/EP2015/078158 2014-12-17 2015-12-01 Véhicule ferroviaire équipé d'une unité de sécurité de train WO2016096398A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014226230.5 2014-12-17
DE102014226230.5A DE102014226230A1 (de) 2014-12-17 2014-12-17 Schienenfahrzeug mit einer Zugsicherungseinheit

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WO2016096398A1 true WO2016096398A1 (fr) 2016-06-23

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114670897A (zh) * 2022-04-28 2022-06-28 中车青岛四方车辆研究所有限公司 基于两级控制架构的牵引制动融合系统及方法

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022211172A1 (de) * 2022-10-21 2024-05-02 Siemens Mobility GmbH Verfahren zur Erstellung einer Zugsteuerung

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DE10233845A1 (de) * 2002-07-25 2004-02-12 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Diagnose- und Überwachungsvorrichtung einer Bremszuspanneinrichtung eines Fahrzeugs
EP1522480A2 (fr) * 2003-10-09 2005-04-13 Bombardier Transportation GmbH Procédé et dispositif de surveillance de frein pour un véhicule ferroviaire

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Publication number Priority date Publication date Assignee Title
DE102006056420B4 (de) * 2006-11-28 2012-11-29 Wago Verwaltungsgesellschaft Mbh Sicherheitsmodul und Automatisierungssystem
DE102011004840A1 (de) * 2011-02-28 2012-08-30 Siemens Aktiengesellschaft Verfahren und Vorrichtung zur Eingabe einer Zugdatenfolge

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10233845A1 (de) * 2002-07-25 2004-02-12 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Diagnose- und Überwachungsvorrichtung einer Bremszuspanneinrichtung eines Fahrzeugs
EP1522480A2 (fr) * 2003-10-09 2005-04-13 Bombardier Transportation GmbH Procédé et dispositif de surveillance de frein pour un véhicule ferroviaire

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114670897A (zh) * 2022-04-28 2022-06-28 中车青岛四方车辆研究所有限公司 基于两级控制架构的牵引制动融合系统及方法
CN114670897B (zh) * 2022-04-28 2023-11-17 中车青岛四方车辆研究所有限公司 基于两级控制架构的牵引制动融合系统及方法

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