WO2024046725A1

WO2024046725A1 - Method for monitoring a specified direction of movement for a rail vehicle

Info

Publication number: WO2024046725A1
Application number: PCT/EP2023/071980
Authority: WO
Inventors: Georg Lohneis; Christian STRÖSSNER
Original assignee: Siemens Mobility GmbH
Priority date: 2022-08-30
Filing date: 2023-08-08
Publication date: 2024-03-07
Also published as: DE102022208993A1

Abstract

The invention relates to a method for monitoring a specified direction of movement for a rail vehicle (SFZ). A target direction of travel is specified to the rail vehicle. In the rail vehicle, the orientation (OR) of the rail vehicle on the track traveled on is determined automatedly. In the rail vehicle (SFZ), a travel command in the target direction of travel of the rail vehicle is generated automatedly on the basis of the orientation (OR) and on the basis of the target direction of travel, which travel command is implemented by means of a rail-vehicle control and communication system in order for the rail vehicle to move in a current direction of travel (T1, T2). In the rail vehicle, on the basis of the orientation determined and on the basis of the target direction of travel, the current direction of travel is continuously and automatedly compared with the target direction of travel and monitored. When a deviation is identified, a drive of the rail vehicle is stopped independently of the rail-vehicle control and communication system, and the rail vehicle is braked in order to bring the rail vehicle to a standstill.

Description

Method for monitoring a specified direction of movement in a rail vehicle

The invention relates to a method for monitoring a predetermined direction of movement in a rail vehicle.

For the safe operation of a rail vehicle, e.g. B. a locomotive, it is necessary to have a given direction of movement or The direction of travel of the rail vehicle must be monitored when the rail vehicle begins to move and subsequently continuously, in particular to avoid endangering people.

This monitoring is therefore classified as a safety-critical task in operational operations.

In the case of rail vehicles, this task is currently carried out by the (train) driver. He gives the desired or correct direction of movement and intervenes immediately if the rail vehicle moves in an undesired direction.

Rail vehicles are known that are operated either autonomously or fully autonomously.

During autonomous operation, a vehicle driver can be on board the rail vehicle in order to make the start inputs necessary for operation when the journey begins or to intervene in emergencies during ongoing operation. to meet required security or control requirements. In fully autonomous operation, there is no longer a driver on board the rail vehicle; its operation is fully automatic and remote-controlled, if necessary. via a land-based operational control center or Operations control center.

With these two operating modes of the rail vehicle, there is no possibility of monitoring the correctness of the specified desired direction of travel while the rail vehicle is in operation.

With fully autonomous operation, there is no longer any possibility of specifying the desired direction of travel on board the rail vehicle.

It is therefore the primary object of the present invention to provide a method with which an autonomous or. fully autonomously operated rail vehicle whose specified direction of movement is monitored.

A secondary object of the present invention is to provide a method with which the direction of movement of a fully autonomously operated rail vehicle is specified.

The primary task is solved by the features of patent claim 1. Advantageous further developments, also with regard to the secondary task, are specified in the dependent patent claims.

In the method according to the invention for monitoring a predetermined direction of movement in a rail vehicle, the rail vehicle is given a target direction of travel. On the part of the rail vehicle, an automated determination of the orientation of the rail vehicle on the track being used is carried out.

This determines in which direction a front end and a rear end of the rail vehicle are located in relation to the track being used.

On the part of the rail vehicle, based on the orientation and based on the target direction of travel, a driving command for the target direction of travel of the rail vehicle is automatically formed, which is implemented with the help of a rail vehicle control system in order to carry out a movement of the rail vehicle in a current direction of travel.

Based on the determined orientation and based on the target direction of travel, the current direction of travel is continuously and automatically compared and monitored by the rail vehicle with the target direction of travel. If a deviation is detected, a drive of the rail vehicle is stopped and the rail vehicle is braked, regardless of the rail vehicle control technology, in order to bring the rail vehicle to a standstill.

In an advantageous development, the target direction of travel is determined from a landside, for example from an operational control center or Operations control center specified. Alternatively, a manual specification on the part of the rail vehicle, for example by a rail vehicle driver on board, is conceivable.

In an advantageous development, the predetermined target direction of travel is determined via a timetable that is sent to the rail vehicle by the land-based operational control center. ral or Automatically transferred to the operations control center and stored there.

Alternatively, the timetable is saved manually by a person on the rail vehicle at the start of operation.

In an advantageous development, the orientation of the rail vehicle is determined with the help of two satellite-based positioning devices, which are at a distance from one another and are arranged on the rail vehicle in such a way that the front end and the rear end of the rail vehicle can be determined.

Based on the different GPS positions for the two ends of the rail vehicle, it is calculated in which direction the rail vehicle is aligned or. is oriented. The determined orientation of the rail vehicle is then compared with stored information that indicates the alignment of the track to the rail vehicle position. Based on this comparison, it is calculated whether the first rail vehicle end of the rail vehicle is in a first track direction or in a second track direction.

In an advantageous development, the direction of travel is monitored at the start and continuously during the journey.

In an advantageous development, the direction of travel is monitored independently of the control technology of the rail vehicle. In an advantageous development, the rail vehicle orientation and a determined, current vehicle position of the rail vehicle are sent to the land-based operational control center or continuously transmitted to the operations control center.

In an advantageous development, sensors on bogies of the rail vehicle are used to monitor the direction of travel and are operated independently of the control technology.

In an advantageous development, a speed sensor is used as a sensor, which is arranged on a bogie of the rail vehicle.

Alternatively or in addition to this, a sensor is used with which a starting traction force that builds up in a bogie of the SFZ rail vehicle can be determined.

The method according to the invention advantageously uses a secure data connection between the rail vehicle and the land-based operational control center or Operations control center, as described, for example, in the description of the patent application with the application number DE 10 2022 206 426. 7, registered on 27. 06. 2022, is described.

The solutions described therein are incorporated into the present description by reference.

The present invention enables an autonomous or Fully autonomous operation of the rail vehicle, in which there is no active involvement of the driver.

The present invention enables direction monitoring to be carried out without the involvement of trackside controls. trolling equipment, trackside train protection systems or trackside ATO systems can be implemented.

The present invention can be integrated into new rail vehicles with very little effort.

The present invention can be retrofitted into existing rail vehicles with very little effort. retrofittable.

The present invention enables autonomous or Fully autonomous operation of the rail vehicle while maintaining the required safety levels.

The present invention also makes it possible to increase the operational safety of existing rail vehicles that are operated by a driver during operation, since it can be used in these manually operated rail vehicles as additional security against operating errors by the driver.

The invention is explained in more detail below with the help of a drawing. This shows:

1 shows the method according to the invention in a basic overview,

2 with reference to FIG. 1 further details of the method according to the invention, and

3 with reference to FIG. 1 and to FIG. 2 further details for determining the direction of travel.

FIG. 1 shows the method according to the invention in a basic overview. The term “unit” is used below. This term is to be understood in the sense of a functionality that is ensured via assemblies, components, etc.

With the help of a unit 1.0, a predetermined target direction of travel is transferred to the rail vehicle.

This handover is carried out, for example, by a land-based operations control center or operations control center, which transmits to the rail vehicle a timetable to be carried out or the target direction of travel to be adhered to.

The timetable is saved by the rail vehicle and processed accordingly.

Alternatively, the timetable is saved manually by a person in the rail vehicle at the start of operation and is subsequently processed accordingly.

The transmission from the operations control center to the rail vehicle takes place via secure data transmission, as described, for example, in the description of the patent application with the application number DE 10 2022 206 426.7, filed on June 27, 2022.

Parallel to this or independently of this, an orientation of the rail vehicle in the track being used is determined by a unit 1.1.

It is recorded in which track direction a first end of the rail vehicle points and in which track direction a second end of the rail vehicle opposite the first end points. As shown in more detail below in FIG. 2, satellite-based positioning devices, in particular GPS devices, are used for this purpose, which are arranged lengthwise on the rail vehicle and are at a distance from one another.

Determining the orientation of the rail vehicle is therefore possible even when the rail vehicle control system 1.3 is switched off or deactivated.

The orientation of the rail vehicle is handed over from unit 1.1 to the rail vehicle control system 1.3, which is responsible for generating, distributing and processing driving commands in the rail vehicle.

With this orientation information and using the specified target direction of travel of the unit 1.0, the control technology 1.3 calculates the information as to whether the rail vehicle should move towards the first end of the rail vehicle or towards the second end of the rail vehicle.

The control technology 1.3 forms a corresponding driving command FB, which is transmitted from the rail vehicle control technology 1.3 to a unit 1.6.

The unit 1.6, as a drive device or as a braking device of the rail vehicle, implements the driving command FB and controls the rail vehicle accordingly.

With the help of a monitoring device UÜW that is independent of the vehicle control technology 1.3, using the target direction of travel of the unit 1.0 and using the driving Stuff orientation of unit 1.1 monitors the direction of travel at the start and during the journey.

With the help of a unit 1.2, the direction of travel is monitored at the start of the journey, while with the help of a unit 1.4, the direction of travel is monitored while the rail vehicle is traveling.

As soon as the monitoring device UÜW detects a deviation between the target direction of travel of the unit 1.0 and the current direction of travel of the units 1.2 and 1.4, the drive of the rail vehicle is switched off via a unit 1.5 independently of the control technology 1.3 and the rail vehicle is braked using the unit 1.5 coupled unit 1.6 until the rail vehicle comes to a standstill.

The unit 1.5 is designed as an interruption device and is designed in such a way that it can both safely switch off the drive and carry out braking safely and reliably, regardless of the rail vehicle control technology 1.3, in accordance with the necessary safety classifications.

The units 1.2, 1.4 and 1.5 are components of the independent monitoring device UÜW, which is implemented on the rail vehicle independently of the control technology 1.3 and therefore cannot be influenced by the control technology 1.3 in every conceivable error case.

The monitoring device UÜW carries out independent monitoring of the direction of movement or the direction of travel of the rail vehicle, so that a required safety level is achieved that is sufficient for the autonomous operation of the rail vehicle. The unit 1. 1 is with a unit 2. 0 coupled, so that the calculated rail vehicle orientation of the unit is 1. 1 . and a determined, current vehicle position to a land-based operational control center or The operations control center must be transmitted in parallel and continuously.

There, with the help of data electronic devices, automatic, continuous monitoring takes place as to whether the rail vehicle movement corresponds to the desired target direction of travel or not.

If an error is detected, the unit 1. 5 coupled unit 2 . 0 the drive shutdown or . Braking on rail vehicles via unit 1. 6 ago.

FIG. 2 shows further details of the method according to the invention with reference to FIG. 1.

The orientation OR of the rail vehicle SFZ is determined with the help of at least two satellite-based position determination systems. Accordingly, two GPS devices Gl and G2 are shown here, which are arranged on the rail vehicle SFZ and are at a distance from one another when viewed in the direction of travel.

A first GPS device Gl is arranged at a first end El of the rail vehicle SFZ, while a second GPS device G2 is arranged at an opposite second end E2 of the rail vehicle SFZ.

Based on the different GPS positions for the two ends El and E2 of the rail vehicle, it is calculated in which direction the rail vehicle SFZ is aligned or. is oriented. The determined orientation OR of the rail vehicle SFZ is then compared with stored information that indicates the alignment of the track at the rail vehicle position.

Based on this comparison, it is calculated whether the first rail vehicle end El of the rail vehicle SFZ is in the track direction TI or in the track direction T2.

Here, the first end El of the rail vehicle SFZ points in a first track direction TI, while the second end E2 of the rail vehicle SFZ points in a second track direction T2. This determines the OR orientation of the SFZ rail vehicle.

The rail vehicle orientation OR is sent to the control technology 1 for further processing. 3 of the rail vehicle, to the independent monitoring device UÜW and to the land-based operations control center 2. 0 transmitted.

With the help of another GPS device G3, increased security is achieved when determining orientation. For this purpose, the additional GPS device G3 is here, for example, arranged at the end of the train, while the rail vehicle SFZ with the GPS devices Gl, G2 is at the front of the train.

FIG. 3 shows details for determining the direction of travel with reference to FIG. 1 and FIG. 2.

When starting the journey, which takes place from the stationary position of the rail vehicle, it is particularly important to correctly identify the direction of travel in order to avoid personal injury. To ensure this, unit 1.2 is used regardless of the rail vehicle control technology 1.3 and independent of the rail vehicle drive.

Unit 1.2 has its own and self-sufficient sensor system. For example, with the help of sensors EF1 and EF2, a starting traction force that builds up in bogies DG1 and DG2 of the rail vehicle SFZ is determined.

Associated measured values are transmitted to a unit 1.2.2, which is connected to the unit 1.2.

In addition, a direction of rotation of the wheels of the bogies DG2 is determined by a speed sensor DZG as a sensor.

Associated measured values are transmitted to a unit 1.2.1, which is connected to the unit 1.2.

The unit 1.2 determines the direction of the beginning rail vehicle movement from the collected measured values and compares it with the target direction of travel of the unit 1.0.

If a deviation from the target direction of travel is detected, the unit 1.2 interrupts the drive of the rail vehicle with the help of the unit 1.5 and triggers the rail vehicle to brake.

As shown above, the direction of travel is monitored while driving using unit 1.4.

In addition to the monitoring function of unit 1.2, the location information from the satellite-based GPS devices Gl and G2 of the SFZ rail vehicle is used. Through the parallel evaluation of changes in the associated location information of the GPS devices Gl and G2, it is continuously checked whether the change in the rail vehicle position corresponds to the desired direction of travel, which is determined by unit 1. 0 was transmitted, matches or not.

As shown above, in order to increase the safety of the method, the direction of travel is monitored on land via the unit 2. 0.

This monitoring is carried out additionally depending on the required security level and may be necessary if the security level is low. also completely eliminated.

On the land side, the orientation OR of the rail vehicle SFZ is stored there and compared with a last confirmed and stored value.

If there are any deviations, a corresponding error or Alarm message generated for responsible control personnel.

Based on the GPS position of the rail vehicle, its travel or Direction of movement is determined and continuously compared with a stored target movement direction.

If these do not match, the operational control will report it to the central or Operations control center or the associated unit 2. 0 sends a command to stop immediately to the SFZ rail vehicle via an appropriately secured radio connection. This command is sent in the rail vehicle via unit 1. 5 carried out.

Claims

Patent claims

1 . Method for monitoring a specified direction of movement in a rail vehicle,

- in which the rail vehicle is given a target direction of travel,

- in which the rail vehicle carries out an automated determination of the orientation of the rail vehicle on the track being traveled,

- in which a driving command for the target direction of travel of the rail vehicle is automatically generated by the rail vehicle based on the orientation and based on the target direction of travel,

- in which the driving command is implemented by the rail vehicle with the help of a rail vehicle control system in order to move the rail vehicle in a current direction of travel,

- in which, based on the determined orientation and based on the target direction of travel on the part of the rail vehicle, the current direction of travel is continuously and automatically compared and monitored with the target direction of travel and, if a deviation is detected, a drive of the rail vehicle is stopped, regardless of the rail vehicle control technology and the rail vehicle is braked to bring the rail vehicle to a standstill.

2. Method according to claim 1, in which the predetermined target direction of travel is determined via a timetable which is automatically transmitted to the rail vehicle by a land-based operational control center and stored there, or which is stored manually by the rail vehicle at the start of operation in the rail vehicle. Method according to claim 1, in which the orientation of the rail vehicle is determined with the help of at least two satellite-based positioning devices, the orientation being determined by comparing the different positions of the positioning devices on the rail vehicle with respect to the position of the track being traveled. Method according to claim 1, in which the monitoring of the direction of travel is carried out continuously at the start and during the journey. Method according to claim 1, in which the direction of travel is monitored independently of the control technology of the rail vehicle. Method according to claim 1, in which the rail vehicle orientation and a determined current vehicle position of the rail vehicle are sent to a land-based operational control center or continuously transmitted to the operations control center. Method according to claim 1, in which sensors on bogies of the rail vehicle are used to monitor the direction of travel, which are operated independently of the control technology. Method according to claim 7, in which a speed sensor is used as sensors, which is arranged on a bogie of the rail vehicle, and / or in which a sensor is used, with which a starting tractive force that builds up in the bogie of the rail vehicle can be determined. Method according to claim 1, in which the target direction of travel is specified by an operational control center or operations control center.