EP3036146A1

EP3036146A1 - Operation of a rail vehicle

Info

Publication number: EP3036146A1
Application number: EP14771822.5A
Authority: EP
Inventors: Jacob Johannes KOHLRUSS
Original assignee: Siemens AG
Current assignee: Siemens AG
Priority date: 2013-09-27
Filing date: 2014-09-11
Publication date: 2016-06-29
Anticipated expiration: 2034-09-11
Also published as: EP3036146B1; CN105579323B; CN105579323A; DE102013219647A1; ES2657309T3; WO2015043967A1; DK3036146T3; SG11201602051PA; HK1223594A1

Abstract

The solution according to the invention allows continued driving - depending on the proper state of the track and the proper state of the vehicle - even if a communication link between a rail vehicle and a track monitoring system is interrupted. Such continued driving preferably takes place at least partially at a reduced speed. If an undesirable state is established by the track monitoring system, the power supply to the rail vehicle is interrupted, the rail vehicle establishes this and brakes to a stop. If an undesirable state is established by the rail vehicle, the rail vehicle brakes automatically (preferably to a stop). It is advantageous that operation of the rail vehicle can be continued, at least until entering the next station, even if the communication link is interrupted. The passengers can be evacuated safely in said station. The invention can be used for example for underground urban railways, in particular for driverless systems.

Description

description

Operation of a Rail Vehicle The invention relates to a method for operating a rail vehicle, to a corresponding rail vehicle and to a corresponding station monitoring system.

Routes of Metrostadtbahnen or metro systems (such as suburban or underground trains) are often located in urban areas underground in tunnels. In the event of a disruption of a rail vehicle occupied by passengers or passengers (also referred to as a train), an evacuation of the passengers in the usually very narrow tunnels should be avoided. For operational and safety reasons, in the event of incidents, it is attempted to steer the rail vehicle to a next station (for example, station or bus stop) ("safe-haven principle"). In an operation of the metro system in a companion or driverless mode (also referred to as "GoA4 operation") is for a rail vehicle, the entry into the station only possible if the entrance has been approved by the station and if the information representing the permission the incoming rail vehicle was successfully transmitted via a communication link. A station may change its state or status under the control of safety devices, for example in the case of identification of opened platform screen doors and the associated danger of persons possibly staying in the track area.

In the case of failure of the communication link between a link-side route monitoring system and a rail vehicle-side train control unit (that is, for example, between the track monitoring and the rail vehicle) can

Railway vehicle should no longer be informed about possible dangerous situations. Therefore, if the communication link fails, the rail vehicle will only continue to travel still possible until the end of a currently valid "Movement Authority" (MA), that is, until the end of an area for which the state can not be changed by another event. For example, the rail vehicle is controlled so that it stops immediately before entering the station. An entry of the rail vehicle into the station is then not possible (even if there is no dangerous situation) until either the communication connection is restored or personnel arrives at the rail vehicle, which drives the rail vehicle manually on sight into the station. Both events can take considerable time.

Since the passengers may have the opportunity to leave the rail vehicle on their own after it has come to a standstill, the likelihood that the passengers want to leave the rail vehicle will increase, especially with longer-term standstill. However, passengers traveling around in the track area are undesirable, in particular because safe operation of rail vehicles on the route concerned is then no longer possible. Rather, then the train operation in the vicinity of the stopped rail vehicle must be at least temporarily adjusted to avoid endangering the passengers. Thus, a technical failure of the communication link between the rail vehicle and the route monitoring system for both the passengers and for the current train operation have a safety-critical situation result, leading to a significant delay in the course of train operation.

The object of the invention is to avoid the above-mentioned disadvantages and to ensure an efficient train operation in particular in case of failure of the communication link between rail vehicle and track monitoring system. This object is achieved according to the features of the independent claims. Preferred embodiments are in particular the dependent claims.

To achieve the object, a method for operating a rail vehicle is proposed,

in which a failure of a communication link between a route monitoring system and the rail vehicle is detected by the track monitoring system and the rail vehicle,

- In which a continuation of the rail vehicle is carried out even in case of failed communication connection, as long as no hazardous condition is determined by the route monitoring system and the rail vehicle.

In particular, the hazardous state is a condition of the line or the rail vehicle that is considered to be unfavorable, hazardous to safety or inadmissible or predetermined (operating). The dangerous condition can be determined, for example, by means of sensors of the track or of the rail vehicle. It is also possible that the danger state can be deduced from information or data supplied by sensors.

As long as no hazardous condition is determined by both the route monitoring system and the rail vehicle, the rail vehicle can continue.

A further development is that the rail vehicle is braked, in particular stopped, if a dangerous condition is determined.

Another development is that a power supply to the rail vehicle is interrupted by the route monitoring system if the hazardous state is determined by the route monitoring system. In particular, it is a further development that the rail vehicle is braked, in particular stopped, if an interruption of the power supply is detected by the rail vehicle.

It is also a development that the rail vehicle is braked and in particular stopped, if the hazardous state is determined by the rail vehicle. Furthermore, it is a further development that the hazard state is determined by the route monitoring system by means of at least one route sensor and / or by means of at least one station monitoring system. A next development is that the dangerous condition of the rail vehicle by means of sensors and / or information available in the rail vehicle is determined.

One embodiment is that the dangerous condition includes at least one of the following events:

- a defect of the rail vehicle,

- a defect or a disability on the route to be traveled,

- a defect of the approaching station,

- a dangerous situation in the approaching station.

An alternative embodiment is that the continued travel of the rail vehicle is carried out at least partially at reduced speed, even if the communication connection fails, as long as no hazardous condition is determined by the track monitoring system and by the rail vehicle.

A next embodiment is that the communication connection is a wireless communication connection. In particular, the communication connection can be any radio connection between the rail vehicle and the route monitoring system. To achieve the object stated above, a rail vehicle is also proposed with a processing unit and with a communication unit, wherein the processing unit is set up

for detecting a failure of a communication link between a route monitoring system and the rail vehicle,

- To continue the journey of the rail vehicle even with failed communication link, as long as no dangerous condition can be determined and as long as no interruption of a power supply to the rail vehicle is detected.

A development is that the processing unit is set up to initiate a braking operation of the rail vehicle, if a dangerous condition can be determined or if the interruption of the power supply to the

Rail vehicle is detectable.

An additional embodiment is that the processing unit is set up to continue the travel of the rail vehicle even if the communication connection fails, at least partially at reduced speed, as long as no dangerous condition can be determined and as long as no interruption of the power supply to the rail vehicle can be determined.

The above object is also achieved by a route monitoring system with a processing unit and with a communication unit, wherein the processing unit is set up

for detecting a failure of a communication link between the route monitoring system and a rail vehicle, - To power the rail vehicle even in case of failed communication connection, as long as no dangerous condition can be determined. In particular, the processing unit of the route monitoring system can be set up to detect a malfunction in the station.

A development is that the processing unit is set up to interrupt the power supply to the rail vehicle, if a dangerous condition can be determined.

The embodiments relating to the method apply to the devices, i. the rail vehicle and the route monitoring system accordingly.

The processing unit mentioned here may in particular be embodied as a processor unit and / or an at least partially hard-wired or logical circuit arrangement, which is set up, for example, in such a way that the method can be carried out as described herein. Said processing unit may be or include any type of processor or computer or computer with correspondingly necessary peripherals (memory, input / output interfaces, input / output devices, etc.). The processing unit may be part of a control unit of the rail vehicle or the route monitoring system.

The above-described characteristics, features, and advantages of this invention, as well as the manner in which they will be achieved, will become clearer and more clearly understood in connection with the following schematic description of exemplary embodiments which will be described in detail in conjunction with the drawings. In this case, the same or equivalent elements may be provided with the same reference numerals for clarity.

Show it: FIG. 1 shows a diagram of a driving profile for illustrating the sequence of an efficient operating method for a rail vehicle even after a communication link has failed with a route monitoring system; FIG.

2 shows an exemplary system configuration for the control of the rail vehicle.

FIG. 1 is a schematic diagram illustrating the flow of an efficient operating method for a rail vehicle even after failure of a communication link to a link monitoring system.

The driving profile 100 shows an exemplary portion of a route 101 on which a rail vehicle 130 (e.g., in a driverless mode) is traveling in a direction of travel 140 through a tunnel 110 to a station 120.

It should be noted that the rail vehicle (also referred to as "train") has at least one car, the car may be a traction vehicle, a travel car, a freight car or a combination of such compartments or functions. The traction unit has a driver's cab (also referred to as an operator station) and can be designed with or without drive. The traction vehicle may in particular be a locomotive. In driverless operation, the traction unit may have an emergency operating console, which is arranged, for example, in the passenger compartment behind a closable flap.

Furthermore, FIG. 1 shows a speed diagram 102 adapted to the route 101, which shows the course of a speed v (in [km / h]) of the rail vehicle 130 as a function of a position s (in [km]) on the route 101 represents. FIG. 2 shows an exemplary system configuration 200 for the proposed control of rail vehicle 130.

The rail vehicle 130 comprises a train control unit 220 with a radio-based communication unit 225. About a

Interface 221, the train control unit 220 is connected to a brake system 215 of the rail vehicle 130. Furthermore, the Zugsteuergerät 220 is connected via an interface 222 to a current collector 216, which is guided in a along the route 101 arranged busbar 240.

2 further shows a route monitoring system 250. The route monitoring system 250 includes a radio-based communication unit 255 and an interface 251, via which a switch 261 of a traction current system 260 can be controlled. Via the switch 261, the bus bar 240 can be coupled to the traction current system 260, so that an electrical energy required for operating the rail vehicle 130 can be provided.

Via a further interface 252, the route monitoring system 250 is connected to a station monitoring system 270. By the station monitoring system 270, e.g. station-side conditions such as components and functions (e.g., the status of doors) of a station.

Via at least one further optional interface 253 of the route monitoring system 250, one or more route sensors 275 (for example route monitoring sensors) optionally arranged along the route 101 may be connected, by which trackside conditions are detected and e.g. on the proper functioning of trackside components can be deduced. Alternatively or additionally, trackside conditions may be detected or determined directly by the track monitoring system 250.

Accordingly, a line 280 symbolically separates the station from the rest of the route, ie, to the left of line 280 logically the station and to the right of the line the route outside the station. The route sensors 275 thus provide data concerning the route outside the station, and the station monitoring system 270 supplies data of the station to the route monitoring system 250.

Information (for example position and status information) between the rail vehicle 130 and the route monitoring system 250 can be exchanged via a wireless communication link 217 (radio link) established by means of the communication units 225, 255.

Functioning: First, assume a normal operation or trouble-free operation of the rail vehicle 130, in which all track and rail vehicle side conditions met, ie required for the operation of the rail vehicle 130 track and rail vehicle side systems or components active and required functions are available. In normal operation, the rail vehicle 130 travels to the next station 120 at a predetermined speed (in speed diagram 102, the normal speed profile is illustrated by a curve 160), with the position and status of the rail vehicle 130 via the wireless communication link 217 to the link monitoring system 250 are transmitted. In normal operation, the rail vehicle 130 is assigned a valid driving permission 165 (movement authority) up to a stop in the station 120. When the station 120 is ready to enter the rail vehicle 130, it is indicated by the station monitoring system 270 to the line monitoring system 250. The switch 261 is closed, the bus bar 240 and thus the rail vehicle 130 are powered by the driving power system 260 and the rail vehicle 130 can enter the station 120. The rail vehicle 130 is decelerated in accordance with the course of the curve 160 in the station 120 and stops at the intended location. For the following explanations, it is assumed that the communication link 217 between the route monitoring system 250 and the rail vehicle 130 is interrupted, for example, by a technical defect. In Fig.l such an interruption 170 of the communication link 217 is indicated when driving the rail vehicle 130 in the tunnel 110. The interruption 170 of the communication connection 217 is noticed both by the route monitoring system 250 and by the train control device 220 arranged in the rail vehicle 130.

If such an interrupt 170 is detected, the link monitoring system 250 will e.g. With the aid of the distance sensors 275, the trackside conditions, i. the status and status of all trackside components and functions relevant to the current driver 165 are checked. As part of the review will be either

- a status indicating the proper or error-free functioning of all relevant components and functions (variant A), or

a status indicating a faulty component or function (variant B)

reported to the route monitoring system 250.

In the case of variant B, switch 261 is opened by route monitoring system 250, i. the bus bar 240 is disconnected from the traction current system 260, the rail vehicle 130 can not continue.

Furthermore, the train control unit 220 checks the status and the status of all rail vehicle-side components and functions. In particular, it is checked via the interface 222 whether the traction current is still switched on, ie the busbar 240 and thus the rail vehicle 130 are connected to the traction current. Here, it is an option to reduce the speed of the rail vehicle 130 to a predetermined speed 167 (this is indicated by a curve 161 in the speed diagram 102). In this case, the rail vehicle 130 is allocated, for example, a restricted driving permission 166 for continued travel at reduced speed. Alternatively, the speed may also be reduced stepwise as a function of the distance of the rail vehicle 130 from the station 120.

If a faulty or malfunctioning component or function of the rail vehicle 130 is detected by the train control unit 220, the driving permission 165, 166, even with limited speed, can not be used until the scheduled end. Rather, the train control unit 220 causes an immediate stop of the rail vehicle 130. Accordingly, a stop of the rail vehicle 130 is caused when a missing traction current is detected by the Zugsteuergerät 220.

In the case of variant A, the route monitoring system 250 ensures that the currently assigned driving permission 165, 166 of the rail vehicle 130 can be used to the end of the track. In this case, the route monitoring system 250 assumes that the train control device 220 monitors the rail vehicle-related states with respect to the currently assigned driving license 165, 166 and prevents the entry into the station 120, for example. at a reduced speed.

Accordingly, on the rail vehicle 130 side, the train control unit 220 assumes that, even in the case of the interruption 170, the trackside conditions, optionally based on the reduced speed of the rail vehicle 130, are monitored by the track monitoring system 250. Specifically, the train controller 220 assumes that the track monitoring system 250 detects improper trackside conditions the switch 261 is opened, the driving power system 260 is disconnected from the busbar 240 and thus the traction current for the rail vehicle 130 is switched off. In other words, as long as an activated driving flow is detected at the interface 222, the journey of the rail vehicle 130 continues until the end of the currently allocated driving license 165, 166, possibly at reduced speed, even if the interruption 170 is present. If the track monitoring system 250 detects an incorrect trackside condition according to variant B which does not justify or prohibit further travel of the rail vehicle 130, optionally by the track monitoring system 250, by driving the power switch 261 accordingly, the traction current system 260 disconnected from the busbar 240 and thus switched off the traction current. Switching off the traction current is detected by the train control unit 220 by reading the interface 222 and a braking process, such as an immediate emergency braking of the rail vehicle 130 initiated. Thus, a secure state is achieved even in the presence of the interruption 170. After reaching standstill, passengers can leave the rail vehicle 130.

The solution proposed here thus makes it possible-depending on the conditionally trackside condition and the proper on-board condition-to continue driving even if the communications link 217 is interrupted 170 between the rail vehicle 130 and the route monitoring system 250. Such a travel preferably takes place at least partially at reduced speed. If the track monitoring system 250 detects an undesirable condition, the power supply of the rail vehicle 130 is interrupted, the rail vehicle 130 detects this and brakes to a standstill. If an undesirable condition is detected by the rail vehicle, it brakes automatically (preferably to a standstill). In this case, it is advantageous that an entry into the next station is still possible even when the communication connection 170 is interrupted. Thus, the train operation does not come to a standstill merely because of such an interruption 170 of the communication link and it is avoided that passengers enter the track area, although there is no reason for this and the passengers would be much safer in the rail vehicle.

The approach thus makes it possible, in particular, to continue train operation until a safe state for passengers and train operation has been achieved (safe-haven principle), in particular if the communication link between the rail vehicle and the route or route monitoring system fails.

By using the traction current system as fail-safe, unidirectional (from the route monitoring system towards the rail vehicle), secondary communication system, the route monitoring system is given a correspondingly secure way of transmitting information to the rail vehicle, if the trackside conditions no longer allow the rail vehicle to continue. In this case, the fail-safe secondary communication system is designed, for example, such that exactly one information unit (also referred to as "bit") is transmitted by means of the traction current system, by which the permission for the further travel of the rail vehicle is displayed or not. For the fail-safe communication system, a secure control contact between the route monitoring system and the traction current system or current switch is used on the roadside in order to ensure a safe switching off of the traction current in the relevant track area and thus a safe deceleration of the rail vehicle in the event of a hazard.

Furthermore, on the side of the rail vehicle, a secure contact between the busbar and the Zugsteuergerät used via the pantograph to safely detect the information transmitted by the route monitoring system information unit (eg existing or disconnected traction current).

Other advantages:

One advantage is that the train operation can be continued even with a disturbed communication link of a rail vehicle. It is not necessary to block the entire route since there is no risk of passengers possibly staying in the rail area. Another advantage is that an evacuation of the passengers can be controlled on the platform of the next station. Switching off the traction current is not required here because the rail vehicle and the route monitoring system have corresponding information to the effect that the rail vehicle is in a station and the passengers can open the doors only to the platform side.

It is also an advantage that no additional borrowed technical equipment is required for the safe station entrance in case of failure of the communication link. The existing contact or the connection between the route monitoring system and the traction current system and between the train control device and the current collector are used. These are preferably designed fail-safe.

In addition, it is advantageous that a further travel of the rail vehicle is carried out at a reduced speed. This

- allows a faster stopping of the rail vehicle after the power has been switched off by the track monitoring system; - Prevents a possible Selbstevakuierung the passengers, since a self-evacuation is possible only when the rail vehicle;

leads to a gain of time in order to attempt a re-establishment of the communication connection;

- saves time to delegate staff to the station and the eventual evacuation area so that further obstacles to train operation are prevented or minimized;

- Significantly reduces the requirements for continued travel of the rail vehicle (eg braking distances, positioning accuracy, system reaction times). While the invention has been further illustrated and described in detail by the at least one embodiment shown, the invention is not so limited and other variations can be derived therefrom by those skilled in the art without departing from the scope of the invention.

Claims

Method for operating a rail vehicle (130),

in which a failure of a communication link (217) between a link monitoring system (250) and the rail vehicle (130) is detected by the link monitoring system (250) and the rail vehicle (130),

- In which a further travel of the rail vehicle (130) is carried out even in case of failed communication link (217), as long as from the track monitoring system (250) and the rail vehicle (130) no dangerous condition is determined.

The method of claim 1, wherein the rail vehicle (130) is braked if a hazardous condition is determined.

A method according to any one of the preceding claims, wherein a power supply (260) to the rail vehicle is interrupted (261) by the track monitoring system if the hazardous condition is determined by the track monitoring system.

The method of claim 3, wherein the rail vehicle (130) is braked if the railway vehicle (130) an interruption of the power supply (260) is determined.

Method according to one of the preceding claims, in which the rail vehicle (130) is braked if the hazardous state is determined by the rail vehicle (130). 6. The method according to any one of the preceding claims, wherein the hazardous condition of the track monitoring system (250) by means of at least one track sensor (275) and / or by means of at least one station monitoring system (270).

Method according to one of the preceding claims, in which the dangerous condition is determined by the rail vehicle (130) by means of sensors and / or information available in the rail vehicle.

Method according to one of the preceding claims, in which the dangerous condition comprises at least one of the following events:

- a defect of the rail vehicle,

- a defect or a disability on the route to be traveled,

- a defect of the approaching station,

- a dangerous situation in the approaching station.

Method according to one of the preceding claims, in which the further travel of the rail vehicle (130) is also carried out at least partially at reduced speed, even if the communication connection (217) fails, as long as no hazardous condition is determined by the route monitoring system (250) and the rail vehicle (130) ,

Method according to one of the preceding claims, in which the communication connection (217) is a wireless communication connection.

Rail vehicle (130) with a processing unit (220) and with a communication unit (225), wherein the processing unit (220) is set up

for detecting a failure of a communication link (217) between a link monitoring system (250) and the rail vehicle (130),

- To continue the journey of the rail vehicle (130) even with failed communication link

(217), as long as no dangerous condition can be determined and as long as no interruption of a power supply to the rail vehicle (130) is detectable.

Rail vehicle according to claim 11, wherein the processing unit (220) is arranged to initiate a braking operation of the rail vehicle (130), if a dangerous condition can be determined or if the interruption of the power supply to the rail vehicle (130) can be determined.

Rail vehicle according to one of claims 11 or 12, wherein the processing unit (220) is arranged to continue the travel of the rail vehicle (130) even at failed communication link (217) at least partially at reduced speed, as long as no dangerous condition can be determined and as long as no interruption of the power supply to the rail vehicle (130) can be detected.

A route monitoring system (250) comprising a processing unit and a communication unit (255), the processing unit being arranged

for detecting a failure of a communication link (217) between the route monitoring system (250) and a rail vehicle (130),

- For the power supply of the rail vehicle (130) even with failed communication link (217), as long as no dangerous condition can be determined.

The route monitoring system of claim 14, wherein the processing unit is configured to interrupt (261) the power supply (260) to the rail vehicle (130) if a hazardous condition is detectable.