WO2021037534A1

WO2021037534A1 - Rail vehicle and method for operation thereof

Info

Publication number: WO2021037534A1
Application number: PCT/EP2020/072365
Authority: WO
Inventors: Boris CELAN; Alper KÜCÜKKAYA; Andreas Meinecke; Christian Weise; Patrik Zuralski
Original assignee: Siemens Mobility GmbH
Priority date: 2019-08-27
Filing date: 2020-08-10
Publication date: 2021-03-04
Also published as: EP4021777A1; DE102019212790A1

Abstract

The invention relates, inter alia, to a method for operating rail vehicles (20) on a railway track system (10) which comprises at least one passenger transport region (11) for transporting passengers and at least one depot region (12) for parking the rail vehicles (20), an autonomous driving mode of the rail vehicles (20) being possible in the passenger transport region (11). According to the invention, for starting a rail vehicle (20) parked in the depot region (12), a drive command (FB) is transmitted to the vehicle instructing it to drive to a predetermined transfer point (113b), on receipt of the drive command (FB) the rail vehicle (20) begins driving in an autonomous auxiliary driving mode and, after meeting a predetermined condition, switches from the autonomous auxiliary driving mode into the autonomous driving mode and continues driving in the autonomous driving mode to the transfer point (113b).

Description

description

Rail vehicle and procedure for its operation

The invention relates to a method for operating rail vehicles on a railroad track system, which comprises at least one passenger transport area for transporting passengers and at least one depot area for parking the rail vehicles, with autonomous ferry operation of the rail vehicles being possible in the passenger transport area.

As is known, passenger transport areas of railroad tracks can be equipped with trackside facilities that allow a rail vehicle to run an autonomous Fährbe ("Automatic Train Operation", ATO).

The invention is based on the object of specifying a method for operating rail vehicles that enables an economically more efficient operation of Eisenbahngleisanla conditions than before.

According to the invention, this object is achieved by a method having the features according to patent claim 1. Advantageous embodiments of the method according to the invention are specified in subclaims Un.

According to the invention, it is provided that, for the commissioning of a rail vehicle parked in the depot area, a travel command is transmitted to this, which instructs a journey to a specified transfer point, the rail vehicle begins its journey in an autonomous auxiliary driving mode when the travel command is present and after a specified one has been fulfilled Condition switches from the autonomous auxiliary driving operation to the autonomous ferry operation and continues its journey in the autonomous ferry operation to the transfer point. A major advantage of the method according to the invention is that an autonomous ferry operation, i.e. without the involvement of personnel, can not only take place in the passenger transport area, but also in the depot area in connection with vehicles parked in the depot area. According to the invention, an autonomous auxiliary driving operation is provided for this purpose, which after a parked rail vehicle is put into operation or when a corresponding travel command is present, the start of the journey will be correct before a predetermined condition for switching from the autonomous auxiliary driving operation to the autonomous ferry operation he follows.

It is advantageous if the rail vehicle takes into account signals transmitted by trackside devices in the autonomous ferry operation and does not take them into account in the autonomous auxiliary driving operation. In particular, it is advantageous if the rail vehicle takes into account control signals transmitted by trackside devices that define maximum speeds in autonomous ferry operation and ignores such control signals in autonomous auxiliary driving and instead drives, for example, at a fixed maximum speed for autonomous auxiliary driving.

The predetermined condition is preferably seen as fulfilled when the rail vehicle has passed over a predetermined number of track circles or balises installed in the railroad track system after commissioning in the autonomous auxiliary driving mode.

It is particularly advantageous if the predefined condition is considered to be fulfilled when the rail vehicle has passed over two track circles on the rail side after commissioning in the autonomous auxiliary driving mode.

In a variant of the method that is considered to be particularly advantageous, it is provided that if a central A request signal generated by a driver who wants to use the rail vehicle, with which a rail vehicle parked in the depot area is requested to the transfer point, is checked whether the rail vehicle is allowed to drive into the depot area autonomously; There is danger-free or at least low-risk drivability of the route to be covered by the rail vehicle in the autonomous auxiliary operation, and when the release signal is present, this is transmitted to the rail vehicle.

The request signal and / or the travel command are preferentially the specified transfer point in the passenger transport area.

It is also advantageous if the request signal specifies the pre-given transfer point in the passenger transport area and the request signal forms the travel command together with the release signal.

In a further variant of the method, which is regarded as particularly advantageous, it is provided that the request signal is generated by the driver and transmitted to the rail vehicle, the rail vehicle, after receiving the request signal, sends a request as to whether the rail vehicle is allowed to drive into the depot area autonomously to a depot-side monitoring device that The depot-side monitoring device checks the autonomous drivability after receiving the request, the depot-side monitoring device generates the release signal if the check reveals that the route to be covered by the rail vehicle in the autonomous auxiliary operation is safe or at least low-risk, and the rail vehicle when the release signal is present executes the request signal as a drive command.

In another variant of the method, which is regarded as particularly advantageous, it is provided that the request signal is generated on the control center side, it is checked by a depot-side monitoring device whether the rail vehicle is allowed to drive into the depot area autonomously, the monitoring device generates the release signal if the test reveals that the route to be covered by the rail vehicle in the autonomous auxiliary operation can be driven on by the rail vehicle in autonomous auxiliary operation, and at If the release signal is present, the request signal is sent together with the release signal or without it as a travel command to the rail vehicle.

The monitoring device on the depot side preferably comprises at least one camera which is aimed at the depot area or at least a section thereof.

The depot-side monitoring device can advantageously form part of the control center or be a separate device that can be connected to the control center.

The invention also relates to a railroad track system that includes at least one passenger transport area for transporting passengers and at least one depot area for parking rail vehicles, with track-side facilities in the passenger transport area that enable autonomous ferry operation of the rail vehicles.

According to the invention, it is provided that the depot area or at least one or more sections of the depot area are equipped with one or more trackside devices that enable the rail vehicles to operate autonomously.

With regard to the advantages of the railroad track system according to the invention, reference is made to the above statements in connection with the method according to the invention. The invention also relates to a rail vehicle for operation on a railroad track system, which comprises at least one passenger transport area for transporting passengers and at least one depot area for parking the rail vehicles, the rail vehicle being suitable for being operated in the passenger transport area in an autonomous ferry operation become.

According to the invention, with regard to such a rail vehicle, it is provided that the rail vehicle is designed to start its journey in an autonomous auxiliary driving operation in the parked state in the depot area when there is a travel command that instructs a journey to a specified transfer point and, after a specified requirement has been met The condition to switch from the autonomous auxiliary driving operation to the autonomous ferry operation and to continue driving in the autonomous ferry operation to the transfer point.

With regard to the advantages of the rail vehicle according to the invention, reference is made to the above statements in connection with the method according to the invention.

It is advantageous if the rail vehicle has a vehicle control device which comprises a computing device and a memory in which a driving module is stored in the memory, which when executed by the computing device enables an autonomous ferry operation, an auxiliary module is stored in the memory, which when executed an autonomous auxiliary driving mode made possible by the computing device, and a control module is stored in the memory, which is configured to first activate the auxiliary module when the rail vehicle is started up and to switch from the auxiliary module to the driving module only when a predetermined switching condition is met.

The invention is explained in more detail with reference to Ausführungsbeispie len; show by way of example Fig. 1-8 an embodiment of a Eisenbahngleisan location, with reference to which embodiments are explained for the method according to the invention, and

9 shows an exemplary embodiment for an inventive one

Rail vehicle that is suitable for driving on the railway track system according to Figures 1-8.

In the figures, the same reference numerals are always used for identical or comparable components.

FIG. 1 shows a railroad track system 10 which comprises a passenger transport area 11 and a depot area 12. In the exemplary embodiment according to FIG. 1, the passenger transport area 11 has two tracks 111 and 112, which are equipped with three stops or train stations 113a, 113b and 113c.

The passenger transport area 11 has a large number of trackside devices which enable an autonomously drivable rail vehicle to operate autonomously. The trackside facilities for this autonomous ferry operation are not shown in more detail in FIG. 1 for the passenger transport area 11 for reasons of clarity.

In the exemplary embodiment according to FIG. 1, the depot area 12 of the railroad tracks 10 has three sidings 121, 122 and 123. The sidings or the depot area 12 as a whole are also equipped with track-side devices which enable an autonomously driving rail vehicle to operate autonomously; the trackside facilities in the depot area 12 are symbolized in FIG. 1 by circles, three of which are indicated by way of example with the reference numerals 124a, 124b and 124.

The trackside devices 124 can be, for example, track circles or balises placed in the track bed of the railroad track system 10. The depot area 12 is also equipped with a monitoring device 30 which enables the depot area 12 or at least sections of the depot area 12 to be monitored. For this purpose, the monitoring device 30 is equipped with cameras 31, the camera signals KS of which are evaluated by an evaluation device 32 of the monitoring device 30. The monitoring device 30 is connected to a higher-level control center 40, for example.

In the illustration according to FIG. 1, an autonomously drivable rail vehicle 20 is located on the siding 123 and is parked there.

In the following, with the aid of FIGS. 2 to 8, exemplary embodiments for methods are explained with which the rail vehicle 20 can be put into operation without a vehicle driver, that is to say in an autonomous ferry operation, and can be transferred from there to the passenger transport area 11:

FIG. 2 shows a person capable of driving the rail vehicle 20, hereinafter referred to as the vehicle driver FF for short, who is located in the station 113b of the passenger transport area 11. The vehicle driver FF would like to put the rail vehicle 20 into operation and, as part of an autonomous ferry operation, drive it to the station 113b forming the transfer point, where he would like to take the rail vehicle for further travel. For this purpose, the vehicle driver FF generates a request signal AS, which he transmits, for example, by radio to the rail vehicle 20 parked in the depot area 12.

After receiving the request signal AS, the rail vehicle 20 generates a request A (see FIG. 3), which it sends to the monitoring device 30 on the spot. With inquiry A, the rail vehicle asks whether it is allowed to drive into the depot area autonomously or not. After receiving request A, the depot-side monitoring device 30 uses the camera signals KS of the cameras 31 to check whether the depot area 12 as a whole or at least the section 200 is free and can be driven through by the rail vehicle 20 in an autonomous auxiliary driving mode without endangering it.

In the exemplary embodiments in connection with FIGS. 1 to 8, it is assumed by way of example that the rail vehicle 20 may not initially travel in an autonomous ferry mode after being put into operation, but must first be operated in an autonomous auxiliary travel mode. Switching from the autonomous auxiliary driving operation to the autonomous ferry operation should only be possible or permitted when the rail vehicle 20 - starting from the stopping position shown in FIGS. 1 to 4 - has passed the first and second trackside devices 124a and 124b.

In other words, the route section 200, which extends from the stopping position to the second route-side device 124b, should first be driven through in the autonomous auxiliary driving mode; Only then should the rail vehicle 20 switch to the autonomous ferry operation and be allowed to travel in this through the remaining depot area 12 in the direction of the passenger transport area 11.

If the monitoring device 30 determines that the route section 200 up to the second route-side device 124b is free or can be driven through without danger, it generates a release signal FS on the output side, which signals the drivability. The release signal FS is transmitted from the monitoring device 30 to the rail vehicle 20 (see FIG. 4).

As soon as the rail vehicle 20 has received the release signal FS, it sees the request signal AS as a travel command and begins its journey in the direction of the passenger transport area 11 to the station 113b, which is used as the destination, for example is indicated in the request signal AS. In this case, the rail vehicle 20 in the route section 200, that is to say until it passes the second route-side device 124b, will initially travel in autonomous auxiliary driving mode. In the autonomous auxiliary driving mode, it will ignore signals which it receives from the two trackside devices 124a and 124b or other trackside devices and which indicate, for example, maximum permitted speeds (see FIG. 5) and preferably a fixed maximum speed for the autonomous auxiliary driving mode do not exceed.

Only after passing the second trackside device 124b (see Figure 6) will it switch to the autonomous ferry operation and in this - in a known manner using or observing control signals received from trackside devices 124 and, for example, maximum speeds specify - drive through the depot area 12 into the passenger transport area 11 and to the train station 113b. As soon as it has reached the station 113b, the vehicle driver FF can take over the rail vehicle 20 and continue from there.

Alternatively, it is possible that the request signal AS is generated by the control center 40 and transmitted to the rail vehicle 20 (see FIG. 7). In this case, too, the rail vehicle 20 can inquire from the monitoring device 30 (inquiry A) whether the route section 200 can be driven on and the journey in the direction of the passenger transport area 11 - as described in connection with FIGS. 1 to 6 - can take place; and the monitoring device 30 can, if necessary, generate the release signal FS.

In addition, it is alternatively possible that the control center 40 forwards the request signal AS directly to the monitoring device 30, which after checking the drivability of the depot area 12 or the route section 200, the release signal FS together with the request signal AS as Travel command FB is transmitted to rail vehicle 20 (see FIG. 8).

FIG. 9 shows an exemplary embodiment for the rail vehicle 20 according to FIGS. 1 to 8 in greater detail. The rail vehicle 20 has a vehicle control device 210 which comprises a computing device 211 and a memory 212. A driving module ATO is stored in the memory 212, which when executed by the computing device 211 enables an autonomous ferry operation, as is generally known in the field of railway technology, in particular in the field of rail-bound local transport.

In addition, an auxiliary module HM is stored in the memory 212, which when executed by the computing device enables an autonomous auxiliary driving mode in which - unlike in the autonomous ferry operation - control signals transmitted by trackside devices are disregarded and preferably independent of received control signals The maximum speed specified for the autonomous auxiliary drive is not exceeded.

A control module SM is designed to first activate the autonomous auxiliary driving mode, i.e. the auxiliary module HM, and only switch from the auxiliary module to the driving module ATO when a specified switchover condition is met, for example after starting up in the autonomous auxiliary driving mode, a specified number In the railway track system 10 attached track-side devices 124a and 124b (z. B. track circles or balises) has been driven over.

Otherwise, the above statements in connection with FIGS. 1 to 8 apply accordingly.

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

List of reference symbols

10 railroad tracks

11 Passenger Transportation Area

12 Depot area

20 rail vehicle

30 Monitoring device

31 camera

32 Evaluation device

40 control center

111 track

112 track

113a train station

113b train station

113c train station

121 siding

122 siding

123 siding

124 trackside facility

124a trackside facility

124b trackside facility

200 route section

210 vehicle control device

211 computing device

212 memory

A request

AS request signal

ATO driving module

FB travel command

FF vehicle driver

FS release signal

KS camera signal

HM auxiliary module

SM control module

Claims

1. A method for operating rail vehicles (20) on a railroad track system (10) which comprises at least one passenger transport area (11) for transporting passengers and at least one depot area (12) for parking the rail vehicles (20), wherein in the passenger transport area ( 11) an autonomous ferry operation of the rail vehicles (20) is possible, characterized in that

- for the commissioning of a rail vehicle (20) parked in the depot area (12), a travel command (FB) is transmitted to this, which instructs a journey to a predetermined transfer point (113b),

- The rail vehicle (20) when the travel command (FB) is present begins its journey in an autonomous auxiliary driving mode and, after fulfilling a predetermined condition, switches from the autonomous auxiliary driving mode to the autonomous ferry mode and continues its journey in the autonomous ferry mode to the transfer point (113b) .

2. The method according to claim 1, d a d u r c h g e k e n n z e i c h n e t that the rail vehicle (20) in the autonomous ferry operation of trackside devices (124a, 124b, 124) takes into account signals transmitted and disregarded in the autonomous auxiliary driving operation.

3. The method according to any one of the preceding claims, characterized in that the predetermined condition is considered to be fulfilled when the rail vehicle (20) has passed over a predetermined number of track circles or balises attached in the railway track system (10) after commissioning in the autonomous auxiliary driving mode .

4. The method according to any one of the preceding claims, characterized in that the predefined condition is considered to be fulfilled when the rail vehicle (20) has traveled over two track circles on the rail side after commissioning in the autonomous auxiliary driving mode.

5. The method according to any one of the preceding claims, d a d u r c h g e k e n n z e i c h n e t that

- If there is a request signal (AS) generated on the control center side or on the vehicle driver side by a driver who wants to use the rail vehicle (20), with which a rail vehicle (20) parked in the depot area (12) is requested to the transfer point (113b), it is checked whether the rail vehicle (20) is allowed to drive into the depot area (12) autonomously,

- A release signal (FS) is generated when the test reveals a risk-free or at least low-risk accessibility of the route (200) to be covered by the rail vehicle (20) in the autonomous auxiliary mode, and

- When the release signal (FS) is present, this is transmitted to the rail vehicle (20).

6. The method according to any one of the preceding claims, d a d u r c h g e k e n n z e i c h n e t that the request signal (AS) and / or the travel command (FB) indicates the predetermined transfer point (113b) in the passenger transport area (11).

7. The method according to any one of the preceding claims, d a d u r c h g e k e n n z e i c h n e t that the request signal (AS) indicates the predetermined transfer point (113b) in the passenger transport area (11) and the request signal (AS) forms the travel command (FB) together with the release signal (FS).

8. The method according to any one of the preceding claims 5 to 7, d a d u r c h g e k e n n z e i c h n e t that

- the request signal (AS) is generated by the driver and transmitted to the rail vehicle (20), - After receiving the request signal (AS), the rail vehicle (20) sends a request (A) as to whether the rail vehicle (20) is allowed to drive into the depot area (12) autonomously to a monitoring device (30) on the depot side,

- the depot-side monitoring device (30) checks the autonomous drivability after receiving the request (A),

- The depot-side monitoring device (30) generates the release signal (FS) when the test shows that the route (200) to be covered by the rail vehicle (20) in the autonomous auxiliary operation is safe or at least low-risk, and

- When the release signal (FS) is present, the rail vehicle (20) executes the request signal (AS) as a travel command (FB).

9. The method according to any one of the preceding claims 5 to 7, d a d u r c h g e k e n n z e i c h n e t that

- the request signal (AS) is generated by the control center,

- A monitoring device (30) on the depot side checks whether the rail vehicle (20) is allowed to drive into the depot area (12) autonomously,

- The monitoring device (30) generates the release signal (FS) when the test reveals that the route (200) to be covered by the rail vehicle (20) in the autonomous auxiliary operation is safe or at least low-risk, and

- When the release signal (FS) is present, the request signal (AS) is sent to the rail vehicle (20) together with the release signal (FS) or without this as a travel command (FB).

10. The method according to any one of the preceding claims, characterized in that the depot-side monitoring device (30) comprises at least one camera (31) which is directed at the depot area (12) or at least a section thereof.

11. The method according to any one of the preceding claims, d a d u r c h g e k e n n z e i c h n e t that the depot-side monitoring device (30) forms part of the control center (40) or is a device connected to the control center (40).

12. Railway track system (10), which comprises at least one passenger transport area (11) for transporting passengers and at least one depot area (12) for parking rail vehicles (20), with track-side devices (124a, 124b, in the passenger transport area (11)) 124) are available that enable autonomous ferry operation of the rail vehicles (20), characterized in that the depot area (12) or at least one or more sections of the depot area (12) with one or more trackside devices (124a, 124b, 124) are equipped, which enable the rail vehicles (20) to operate autonomously.

13. Rail vehicle (20) for operation on a railway track system (10) which includes at least one passenger transport area (11) for transporting passengers and at least one depot area (12) for parking the rail vehicles (20), the rail vehicle (20) is suitable to be operated in an autonomous ferry service in the passenger transport area (11), characterized in that the rail vehicle is designed to be parked in the depot area (12) when a travel command (FB) is present, which indicates a journey to a predetermined handover place (113b) instructs to begin his journey in an autonomous auxiliary driving operation and after fulfilling a predetermined condition to switch from the autonomous auxiliary driving operation to the autonomous ferry operation and to continue driving in the autonomous ferry operation to the transfer point (113b).

14. Rail vehicle (20) according to claim 13 characterized in that

- the rail vehicle (20) has a vehicle control device (210) which comprises a computing device (211) and a memory 212, - a driving module (ATO) is stored in the memory (212) which, when executed by the computing device (211), has a enables autonomous ferry operation,

- An auxiliary module (HM) is stored in the memory (212) which, when executed by the computing device (211), enables an autonomous auxiliary driving mode, and

- A control module (SM) is stored in the memory (212), which is designed to first activate the auxiliary module (HM) when the rail vehicle (20) is started up and only switch from the auxiliary module (HM) to the driving module (ATO) if a specified switchover condition is met.