WO2019110293A1

WO2019110293A1 - Method for operating rail vehicles with absolute braking distance

Info

Publication number: WO2019110293A1
Application number: PCT/EP2018/081917
Authority: WO
Inventors: Walter Büngener
Original assignee: Siemens Mobility GmbH
Priority date: 2017-12-04
Filing date: 2018-11-20
Publication date: 2019-06-13
Also published as: EP3697667B1; EP3697667A1; DE102017221812A1; EP3697667C0

Abstract

The invention relates to a method for operating rail vehicles (1, 2), wherein an absolute braking distance (Ab) is ascertained for a rail vehicle (2) following a leading rail vehicle (1), wherein the braking distance prevents or at least should prevent the leading rail vehicle (1) from being driven against. The following rail vehicle (2) is operated so as to at least maintain the absolute braking distance (Ab) to the leading rail vehicle (1). According to the invention, the following rail vehicle (2) is operated so as to maintain an additional distance (Az), which depends on the speed (V1(t)) of the leading rail vehicle (1), in addition to the absolute braking distance (Ab).

Description

description

METHOD FOR OPERATING RAIL VEHICLES IN ABSOLUTE BRAKE CIRCULATION

The invention relates to a method for operating rail vehicles, wherein for a behind a vorausfah ing rail vehicle trailing rail vehicle, an absolute braking distance that avoids a collision on the vo outgoing rail vehicle or should avoid at least ver, is determined, and the trailing rail nenfahrzeug such is operated that it complies with at least this absolute braking distance to the preceding rail vehicle. Such a method is known in the field of railway technology.

The railway standard IEEE Std 1474.1-2004 defines the basic requirements for train control systems for local traffic on CBTC (Communication-Based Train Control) basis. The essential parameter describing the performance is the attainable train time (referred to as the "Design Headway" in Section 5.1 of the standard). The Zugfol is Tide from CBTC view and at CBTC systems by be realized safe spacing (as "Safe train Se ^¬ paration" (safe train separation) in Section 6.1.2 of the standard referred to) and "Safe Braking" used - Model (see brake model, see section 6.2.1 of the standard) with the parameter GEBR ("guaranteed emergency brake rate", guaranteed emergency braking deceleration) limited.

The value GEBR is particularly critical here. Typical values are between 0.8 m / s ² and 1.2 m / s ² . For safety reasons, the GEBR value should be chosen small enough to cover all expected failures and environmental conditions, on the other hand, a smaller value deteriorates the achievable train time significantly. Operational practice shows that, in particular when operating on the surface (outside of tunnels), at times due to weather conditions (eg wet leaves) the rail) of the static coefficient of friction between the wheel and rail can be very small, so that then delay values of only 0.5 m / s ² or even reached below who the.

An adjustment of the GEBR value to these exceptional cases would worsen the achievable train time too much. Such exceptional cases are then often covered by operational measures, eg. B. weather-related reduction of betriebli chen braking delay. The difficulty is to recognize and communicate these situations in good time. Since you do not reach the usual security level.

The problem of a GEBR value which is insufficient in special situations only becomes apparent in its full extent with the increasing introduction of CBTC systems on the stretches of the weather. CBTC systems operate in the "moving block" technical distance, whereas conventional systems operate in the fixed-block language block and still contain safety reserves. The "moving block" has now freed itself from these safety reserves in favor of increased performance. If you do not comply with the "guaranteed" values, a CBTC system often immediately enters a safety-critical area. This is often a new situation for public transport operators, for which there are still no established solutions. Some systems allow switching to a lower operational delay or lower forced braking delay (GEBR), but at the discretion of the operator.

The invention has for its object to provide a method for operating rail vehicles, which allows a FITS safe operation of rail vehicles while still small train times.

This object is achieved by a method having the features according to claim 1. advantageous Embodiments of the method according to the invention are specified in Un-claims.

Thereafter, the invention provides that the hinterherfah-generating rail vehicle is operated such that it additional Lich to the absolute braking distance maintains an additional distance, which depends on the speed of the preceding rail vehicle.

A significant advantage of the method according to the invention is to be seen in that a particularly large degree of operational safety is achieved by the additionally provided to rate distance, especially with regard to the above Ausfüh ments in connection with the uncertainty of delay values.

It is advantageous if the additional distance is set to zero when the preceding rail vehicle reaches or exceeds a pre-defined speed threshold.

In the event that the preceding rail vehicle falls below the pre-given speed threshold, the set distance is preferably increased with increasing difference between the speed of the preceding rail vehicle and the speed threshold.

The additional distance is preferably calculated according to:

Az = (V0 ² -V1 (t) ² ) / (2 * al) for Vl (t) <V0, where Az is the additional distance, VI (t) is the respective speed of the preceding rail vehicle, V0 is the specified speed threshold and al a predetermined one

Braking delay value for the braking behavior of the vorausfah-generating rail vehicle, preferably taking into account the influence of Fahrwegneigung designated. It is particularly advantageous if the additional distance is determined as a function of a braking deceleration value which is calculated by summation of a basic deceleration value, which indicates the maximum or maximum expected deceleration of the preceding rail vehicle, and a given before Zuschlagbremsverzögerungswert.

The surcharge brake delay value is preferably determined taking into account the positional uncertainty in locating the vehicle going out of the vehicle, the greater the local uncertainty of the positioning, the greater the impact braking deceleration value.

With regard, for example, to a shunting or Kupplungsbe drive, it is considered advantageous if compliance with the additional distance is exposed and the trailing rail vehicle retraction in the area of Zusatzab is allowed state when the speed of the trailing rail vehicle a predetermined allowable A driving speed reached or fallen below.

After entering the range of the additional distance, the speed of the trailing rail vehicle is preferably limited to the permissible retraction speed.

The invention also relates to a Steuerein direction for operating one or more rail vehicles. According to the invention with respect to such a control device is provided that it is designed such that it can betrei ben one or more rail vehicles, in particular a trailing behind a preceding rail vehicle rail vehicles, according to a method as described above.

The control device preferably comprises a computer and a memory in which an operating program is stored. The operating program preferably forms the method described above, preferably in the form of a software code. When management of the operating program, the computer then performs a Ver drive in the manner described above.

The invention also relates to a railway system with at least two driving thereon Schienenfahrzeu. According to the invention with respect to such a Eisenbahnan location provided that it has a control device, as has been described above.

The invention also relates to a rail vehicle. According to the invention it is provided that the rail vehicle has a control device, as has been described above be. Preferably, the control device is configured such that it determines a minimum distance of its rail vehicle to a preceding rail vehicle, by summation or at least by summation of an absolute braking distance, which avoids or avoid driving on the preceding rail vehicle, and an additional distance from a velocity of the preceding rail vehicle on giving speed value depends.

The invention will be explained in more detail with reference to Ausführungsbeispie sources; thereby show by way of example

FIG. 1 shows an exemplary embodiment of a railway installation in which rail vehicles communicate directly with one another and each rail vehicle determines its minimum distance to the preceding rail vehicle itself,

2 shows an exemplary embodiment of a railway system in which rail vehicles determine their respective location and their respective speed themselves and transmit this information to a central office, which forwards the respective information to trailing rail vehicles, Figure 3 shows an embodiment of a railway system, in which a central location and the speed of speeding on the railway system moving rail vehicles determined and transmitted the appropriate information to the rail vehicles, so that they can determine their own minimum distance to a preceding rail nenfahrzeug,

Figure 4 shows an embodiment of a railway system, in which a center for each on the railway system moving rail vehicle each an additional distance and / or based on a Mindestab calculated and transmitted to the respective rail vehicles witness, and

Figure 5 shows an example of a path-time diagram for a possible

Train sequence.

For the sake of clarity, the same reference numerals are always used in the figures for identical or similar components.

1 shows a railway system EA, which is used by two rail vehicles 1 and 2. In the rail vehicles 1 and 2 may, for example, to trains han spins, so that they are referred to below as train 1 or train 2.

The two rail vehicles 1 and 2 move along the direction of the arrow P in Figure 1 from left to right. Accordingly, in FIG. 1 the right-hand rail vehicle 1 can be referred to as a rail vehicle traveling out of the way and the rail vehicle 2 on the left in FIG. 1 can be referred to as a trailing rail vehicle.

The two rail vehicles 1 and 2 may for example be of identical design, which is assumed below by way of example. They each have a communication onseinrichtung 10 and a control device 20 for controlling a drive not shown. The Steuereinrich device 20 includes a computer 21 and a memory 22. In the memory 22, an operating program BP is stored, which determines the operation of the computer 21 and thus the working as the controller 20 in total.

In the embodiment according to FIG

Rail vehicles 1 and 2 by means of their own sensors and / or their own measuring devices each have their own location XI (t) or X2 (t) and their own speed VI (t) or V2 (t) and send the corresponding measured values on their communication tion device 10th in each case at least to the trailing rail vehicle.

In the exemplary embodiment according to FIG. 1, therefore, the preceding rail vehicle 1 transmits its respective location XI (t) and its speed VI (t) to the following rail vehicle 2, which thus has both information about the location and speed of the preceding rail vehicle 1 and due to own measurements - the own place X2 (t) and the own speed V2 (t) is known.

The operating program BP in the memory 22 of the control device 20 is configured such that the trailing rail nenfahrzeug 2 determines its minimum distance Amin to the preceding drive the rail vehicle 1 itself, preferably as follows:

Amine = Ab + Az, where

Amin denotes the minimum distance, Ab denotes an absolute brake distance away, which avoids a collision on the vorausfah-generating rail vehicle 1 or at least avoid, and Az denotes an additional distance, which depends on the Ge speed of the preceding rail vehicle. The absolute braking distance is preferably calculated in the usual way, as is known in the art; In this connection, reference should be made to the above statements in connection with the prior art and to the relevant standard IEEE Std 1474.1-2004. For example, the absolute braking distance can be calculated according to:

Ab = (V2 (t) + dV2 (t)) ² / (2 * (GEBR + Nmin * g)) + (V2 (t) + dV2 (t)) * Tv where dV2 is the speed measurement error, Nmin is the minimum path inclination in Braking distance of the rail vehicle 2 (negative values on gradients), g is the acceleration due to gravity and Tv is the response delay time of the brake of the rail vehicle 2.

The additional distance Az is preferably calculated according to:

Az = (V0 ² -V1 (t) ² ) / (2 * al) for Vl (t) <V0 and

Az = 0 for Vl (t)> V0 and where Az is the additional distance, VI (t) is the respective speed of the preceding rail vehicle 1, V0 is the preset speed threshold and al is a predetermined one

Braking delay value for the braking behavior of the vorausfah-generating rail vehicle 1, taking into account the A flow of Fahrwegneigung called.

With respect to the braking deceleration value al, it is considered advantageous if it is calculated by summation of a base delay value indicating the maximum or maximum expected delay of the preceding rail vehicle 1, and a predetermined Zuschlagsbremsverzögerungs value.

The additional brake delay value is preferably calculated taking into account the positional uncertainty in locating the rail vehicle 1 which is driving away, that is, taking into account the location uncertainty in the determination of XI (t). averages; In this case, the additional brake deceleration value is chosen to be larger, the greater the local uncertainty of the localization.

With a view to a special operation of rail vehicles, in particular with regard to a coupling of rail vehicle testify, it is considered advantageous if a cons management of the additional distance Az is exposed and the trailing rail vehicle 2 retraction in the range of the additional distance Az is allowed when the speed of the trailing rail vehicle 2 reaches or falls below a predetermined too low retraction speed.

If the rail vehicle 1 on the right in FIG. 1 is preceded by a rail vehicle not shown in FIG. 1, the rail vehicle 1 preferably operates with respect to the location and speed data derived from the rail vehicle, not shown, such as the left rail in FIG.

If the left in Figure 1 rail vehicle 2 a not shown in the figure 1 rail vehicle follows, the rail vehicle 2 operates with respect to the non-gezeig from th rail vehicle location and Geschwindigkeitsan preferably like the right in Figure 1 rails vehicle 1.

2 shows an embodiment of a railway system EA, in which for the control of rail vehicles 1 and 2 in addition a central 100 is provided. The Zent rale 100 receives from the railway vehicle EA traveling rail vehicles 1 and 2 respectively the location XI (t) and X2 (t) and the speed values VI (t) and V2 (t) and forwards this information to all rail vehicles on the railway system EA or at least to the respective trailing the rail vehicles on (ie the information of the rail vehicle 1 to this trailing rail vehicle 2, etc ..). In contrast to the exemplary embodiment according to FIG. 1, the trailing rail vehicle 2 captures the location information XI (t) and the speed VI (t) from the vehicle in front

Rail vehicle 1 so not directly, but with Mitwir effect of the center 100, which operates as a relay station and forwards the values of the preceding rail vehicle 1.

In addition, the above statements apply in connection with the embodiments of Figure 1 in the embodiment example according to FIG 2 accordingly.

FIG. 3 shows a variant embodiment for an iron railway installation EA, in which the control center 100 determines the location information XI (t) and X2 (t) and the speed data VI (t) and V2 (t) by means of trackside facilities and the determined values the rail vehicles 1 and 2 averages. The calculation of the minimum distance Amin or the additional distance Az is then performed on the rail vehicle side by means of the control devices 20 in the rail vehicles 1 and 2, as has been explained above in connection with FIGS. 1 and 2.

FIG. 4 shows a variant embodiment for an iron railroad installation EA, in which the control center 100 determines the minimum distance and / or the additional distance for each of the rail vehicles 1 and 2 and transmits the respectively determined values to the assigned rail vehicles 1 and 2. In the figure 4 Aminl denotes the minimum distance for the

Rail vehicle 1, Amin2 the minimum distance for the rail nenfahrzeug 2, Azl the additional distance for the rail vehicle 1 and Az2 the additional distance for the rail vehicle. 2

In this embodiment, the rail vehicles 1 and 2 or their control devices 20 do not have to calculate the minimum distance Aminl or Amin2 and / or the additional distance Azl or Az2 themselves since they receive the corresponding values from the center 100. Incidentally, the above statements apply in connection with the embodiments according to Figures 1 to 3 accordingly.

In summary, in the embodiments according to Figures 1 to 4, the function of safe distance between the rail vehicles or trains ("safe train Sepa ration") to be improved so that additional Si security distances are provided there where it is in violation of the "safe Bremsmodells "(" safe braking model ") is advantageous and at the same time does not limit the train following time.

The Zugfolgezeit between two stops restricting point is typically where the leading rail nenfahrzeug 1 (hereinafter referred to as train 1) a holding agency completely and additionally about the ride for a subsequent rail vehicle 2 (hereinafter referred to as train 2) required Protected area after the stop has vacated. The most dangerous situation for the distance situation, however, is when the preceding train 1 is in the stop, while the train 2 travels behind travels to this stop and the distance to the train 1 in advance steadily shortened.

In the context of the described embodiments, the additional safety distance Az is introduced behind the preceding train 1 and thus between the two consecutive trains 1 and 2, when the train 1 traveling slowly moves or stands. In order to avoid sudden changes in the additional safety distance Az, the safety distance Az is built continuously below a certain speed threshold of the preceding train 1 until it reaches its maximum value when the preceding train 1 is at a standstill. After the further travel of the train 1 vorausfah-generating this additional safety distance Az is reduced again with increasing speed. In the ideal case, the additional safety distance Az is already reduced before the critical point for the train sequence time is reached, so that the train sequence time remains unaffected. The assembly and disassembly of the additional Sicherheitsab standes takes place in a CBTC system, for example in the context of Be calculation of the driving permission ("movement authority") of the train 2 behind, but can also elsewhere in the calculation of the safe distance ("safe train Separa tion "), and requires no additional hardware, since the speed of the preceding train 1 in the CBTC system is known.

When setting up the additional safety distance Az, the greatest operational delay of the preceding train 1 should be taken into account, more precisely the apparent deceleration of the train closure, which includes the possible increase in location uncertainty.

If the build-up of the additional safety distance Az begins at a speed threshold VO and the apparent delay is al, the preceding train 1 continues to drive until at least sl = VO ² / (2 * a1) to a standstill. The additional safety distance Az can therefore be built up to sl, eg according to Az = (VO ² -VI (t) ² ) / (2 * a1) with VI (t) as the speed of the preceding train 1. Preferably this function becomes applied continuously, irrespective of braking and acceleration, and VO should be adjusted at the critical point for the train following time.

An additional safety distance Az can be operationally restrictive if the following train 2 is to approach close to the preceding train 1 in special situations, eg for coupling or tightly stopping trains. In order to avoid these restrictions, the effect of the additional safety distance can be limited to speeds V2 (t) of the following train 2, which are greater than a predetermined minimum speed. This works additional safety distance Az at low speeds of the subsequent train 2 no longer, but a possible Fehlbremsweg for this train because of eg a non-inte grated GEBR value ("guaranteed emergency brake rate" garan requested emergency braking delay) then falls at speeds th smaller than that Minimum speed also small.

The advantage of the procedure described in connection with FIGS. 1 to 4 lies in the fact that even when driving in the "moving block", safety margins are available at a distance of the defined minimum train follow time as a function of the operating situation and leave this behind for an additional safety distance can be used on a subsequent train without degrading the design headway. This is shown by way of example in FIG. 5, in which a path-time diagram (location S in meters over time t in seconds) for a possible train sequence is shown by way of example.

In the figure 5 is shown with a curve Kl the course of the train tip of a train in front, the curve K2 shows the Zugspitze of the following train. The curve Kls be writes the place of the train or the train end of vo outgoing train. K3 visualizes the additional distance Az behind Kls.

K4 shows the minimum permissible driving range (technical term "move ment authority") of the following train on the basis of the absolute braking distance Ab from the instantaneous driving speed. It can be seen that at the point RP relevant to the train sequence, at which the curve K4 of the curve approaches Kls closest, the additional distance Az is already completely degraded and thus does not worsen the train following time.

Depending on the system parameters z. B. between 50 and 100 m additional safety distance behind a stationary train to be won. In exceptional situations where the "safe Even if the safety distance of the installation is not maintained, even larger safety distances Az can be realized with only a slight deterioration of the sequence of traction.The technical implementation can advantageously be carried out solely in the calculation of the movement authority "without any need for additional hardware.

Although the invention has been further illustrated and described in detail by way of preferred embodiments, the invention is not limited to the disclosed examples, and other variations can be derived therefrom by those skilled in the art without departing from the scope of the invention.

Claims

claims

1. A method for operating rail vehicles (1, 2), where at

- For a behind a preceding rail vehicle (1) trailing rail vehicle (2) an absolute braking distance (Ab), which avoids a collision on the vorausfah ing rail vehicle (1) or at least avoid ver, is determined, and

- The trailing rail vehicle (2) is operated ben that it was at least this absolute Bremswegab was (Ab) to the preceding rail vehicle (1) complies,

d a d u r c h e c e n c i n e s that

the trailing rail vehicle (2) is operated such that in addition to the absolute braking distance (Ab) an additional distance (Az) complies with the Geschwin speed (VI (t)) of the preceding rail vehicle (1) depends.

2. The method according to claim 1,

d a d u r c h e c e n c i n e s that

the additional distance (Az) is set to zero when the vehicle outgoing (1) reaches or exceeds a predetermined speed threshold (VO).

3. Method according to one of the preceding claims, characterized in that

in the event that the preceding rail vehicle (1) falls below the predetermined speed threshold (VO), the additional distance (Az) with increasing difference between the speed (VI (t)) of the preceding rail vehicle (1) and the speed threshold (VO) is increased ,

4. Method according to one of the preceding claims, characterized in that

the additional distance (Az) is calculated according to: Az (t) = (V0 ² -V1 (t) ² ) / (2 * al) for Vl (t) <V0, where Az is the additional distance, VI (t) the respective speed of the preceding rail vehicle (1), V0 denotes the pre-given speed threshold and al a predetermined braking deceleration value for the braking behavior of the vorausfah-generating rail vehicle (1).

5. Method according to one of the preceding claims, characterized in that

the additional distance (Az) is determined as a function of a braking deceleration value (al) calculated by summing a base deceleration value indicating the maximum or maximum expected deceleration of the preceding rail vehicle (1) and a predetermined supplement deceleration deceleration value.

6. The method according to claim 5,

d a d u r c h e c e n c i n e s that

the Zuschlagsbremsverzögerungswert taking into account the location uncertainty in the location of the preceding rail vehicle (1) is determined, the Zuschlagsbremsverzöge is negligible value, the greater the Ortsunsi safety of the location is.

7. Method according to one of the preceding claims, characterized in that

compliance with the additional distance is suspended and the trailing rail vehicle (2) is allowed to retract into the range of the additional distance when the Geschwin speed (V2 (t)) of the trailing rail vehicle (2) reaches or falls below a predetermined allowable retraction speed.

8. The method according to claim 7,

d a d u r c h e c e n c i n e s that

after entering the additional distance range, the speed (VI (t)) of the following rail vehicle (2) is limited to the permissible entry speed.

9. control device (20) for operating one or more rail vehicles (1, 2),

d a d u r c h e c e n c i n e s that

the control device (20) is configured such that it can operate one or more rail vehicles (1, 2), in particular a rail vehicle (2) trailing behind a preceding rail vehicle (1), according to a method according to one of the preceding claims.

10. Control device (20) according to claim 9,

d a d u r c h e c e n c i n e s that

the control device (20) is configured in such a way that it can determine a minimum distance to a preceding rail vehicle (1) for a rail vehicle (2) by summation or at least also by summation of an absolute brake travel distance (Ab), which drives onto the vehicle Preventing rail vehicle (1) avoids or ver avoided, and an additional distance (Az), which depends on a speed (VI (t)) of the preceding rail vehicle (1) indicative speed value.

11. Railway system with at least two on it

Rail vehicles (1, 2),

d a d u r c h e c e n c i n e s that

the railway system has a control device (20) according to one of the preceding claims 9 to 10.

12. Rail vehicle (2),

d a d u r c h e c e n c i n e s that

- The rail vehicle (2) has a control device (20) according to one of the preceding claims 9 to 10 and

- The control device (20) is designed such that it determines a minimum distance of their rail vehicle (2) to a preceding rail vehicle (1), by summation or at least by summation Formation of an absolute braking distance (Ab), which avoids or should prevent a collision with the preceding rail vehicle (1), and an additional distance (Az), which depends on the speed (VI (t)) of the preceding rail vehicle (1). depending on the speed.