EP2874860A2 - Système de commande pour commander des unités fonctionnelles dans un véhicule ferroviaire - Google Patents

Système de commande pour commander des unités fonctionnelles dans un véhicule ferroviaire

Info

Publication number
EP2874860A2
EP2874860A2 EP13771411.9A EP13771411A EP2874860A2 EP 2874860 A2 EP2874860 A2 EP 2874860A2 EP 13771411 A EP13771411 A EP 13771411A EP 2874860 A2 EP2874860 A2 EP 2874860A2
Authority
EP
European Patent Office
Prior art keywords
rail vehicle
operating system
mobile terminal
user
functional units
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP13771411.9A
Other languages
German (de)
English (en)
Other versions
EP2874860B2 (fr
EP2874860B1 (fr
Inventor
Martin Kessner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility GmbH
Original Assignee
Siemens AG
Siemens Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=49301437&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP2874860(A2) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Siemens AG, Siemens Corp filed Critical Siemens AG
Publication of EP2874860A2 publication Critical patent/EP2874860A2/fr
Application granted granted Critical
Publication of EP2874860B1 publication Critical patent/EP2874860B1/fr
Publication of EP2874860B2 publication Critical patent/EP2874860B2/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0081—On-board diagnosis or maintenance

Definitions

  • DE 197 43 306 discloses a mobile operating device of a vehicle, which has a control display for displaying data to be monitored of the vehicle and comprises an input unit, with which a predetermined action can be performed. Furthermore, the mobile operating device contains a computer which displays the data to be monitored on the control display and performs the respective predetermined action on the basis of a corresponding actuation of the input unit.
  • DE 10 2006 023 319 relates to a system for information access and communication in a high-speed vehicle with several coupled units.
  • the system comprises a server unit adapted for providing information and communication, a plurality of radio access points adapted for data communication with data processing apparatuses by radio, a data network connecting the server unit to the radio access points.
  • US 2005/0 259 598 A1 discloses a wireless network (WLAN) within a train with multiple cars, each car having an access point or router.
  • WLAN wireless network
  • stationary control terminals are provided which are permanently mounted in a Switzerlandbegleiterabteil or in a specific cabinet.
  • train attendants have to operate announcements as well as to display short text messages via cordless telephones, in particular on DECT basis.
  • the conventional facilities in rail vehicles are inadequate and have significant disadvantages. For example, when an alarm or warning message occurs, a train attendant must first move to a stationary operator terminal located, for example, in a train attendant compartment or the like in order to get a complete picture of the situation. Short messages about malfunctions are sometimes transmitted to DECT terminals.
  • At least one stationary terminal is provided in the rail vehicle, at which the user's mobile terminal is registered to participate in the operating system.
  • a position of the user's mobile terminal within the rail vehicle is detected.
  • it is additionally recorded in which car of the rail vehicle the mobile terminal of the user is located.
  • the exact position of the user's mobile terminal within a car of the rail vehicle is additionally detected.
  • the base station is connected via a car control unit to a control bus of a train control system of the rail vehicle, which controls the functional units of the rail vehicle.
  • the operation of a functional unit of the rail vehicle takes place as a function of the detected current position of the mobile terminal of the user.
  • the current position of the user's mobile terminal within the rail vehicle is detected by means of the base stations provided in the various carriages of the rail vehicle.
  • the base station is a WLAN base station, which communicates bidirectionally with the mobile terminal of the authenticated user via a wireless interface.
  • the communication between the base station and the user's mobile terminal is encrypted.
  • the authentication of the user with respect to the operating system takes place at a stationary operating terminal not accessible to unauthorized users.
  • the current position of further authenticated users of the operating system is displayed on a display of the mobile terminal of the authenticated user.
  • bidirectional communication between the authenticated user of the mobile terminal with other mobile terminals is carried out by further authenticated users of the operating system via a bus of the train control system within the rail vehicle.
  • this operating system is provided with an order system.
  • tem in particular an order system for ordering train tickets (tickets) coupled.
  • the operating system with a
  • Timetable information system in particular a timetable system of the rail network, coupled.
  • the operating system of the rail vehicle is coupled to a passenger information system.
  • the operating system of the rail vehicle is coupled to a navigation system or guidance system of the rail vehicle.
  • Fig. 1 is a representation of a wagon within a
  • FIG. 2 shows a block diagram for illustrating a variant of the operating system according to the invention
  • Figures 3 display views on a graphical Oberbis 14 surface of a mobile terminal of the operating system according to the invention to explain different examples of applications for the operation of functional units in a rail vehicle.
  • a rail vehicle in particular a train, has, in addition to a drive carriage, a plurality of cars or wagons 1 coupled to one another, as illustrated by way of example in FIG. 1.
  • the car 1 has wheels R with which it rolls over a rail S.
  • the carriage 1 has a car body 2, in which various functional units or functional units of the rail vehicle can be located.
  • the rail cars of the rail vehicle are connected to each other via doors and have outer doors for the passengers or passengers. As shown in Fig. 1, each car 1 usually has on each side at least two doors 3A, 3B with a corresponding door control unit.
  • each car 1 of the rail vehicle may have a car control unit 4, which is connected via a bus with a Switzerland Kunststoff Experience or Switzerland Kunststoffsystem, as shown in Fig. 2.
  • a train bus 11 connects train control units 11 with car control units 4 different car 1, to which at least one base station 5 is connected.
  • a stationary terminal 13 may be connected to the train bus 11, which is located for example in a Switzerlandbegleiterabteil.
  • the carriage 1 in the illustrated embodiment additionally has two base stations 5A, 5B, which may be located at the two ends of the car.
  • passenger emergency brakes 6A, 6B available, with the help of which a passenger or a train attendant can initiate emergency braking of the rail vehicle.
  • a speaker 7 for announcements to the passengers.
  • fire alarms or fire alarm sensors 8 may be present in the carriage 1 of the rail vehicle.
  • an air conditioner 9 with a corresponding control device available.
  • a plurality of further functional units can be accommodated in the carriage 1 of the rail vehicle.
  • the number of base stations 5A, 5B within the cart 1 may vary, depending on the length of the cart.
  • the base stations 5A, 5B may in a preferred embodiment be WLAN base stations.
  • the WLAN base stations within the train carriage 1 communicate via a radio interface or wireless interface with a mobile terminal 10 of a user. This user is an authenticated user, in particular an authenticated user
  • the communication between the base stations 5A, 5B and the mobile terminal 10 is preferably encrypted, so that unauthenticated third users have no possibility to perform the operation of functional units of the rail vehicle.
  • the mobile terminal 10 is first registered at a stationary terminal within the rail vehicle and authenticated against the operating system.
  • at least one stationary terminal is preferably provided in the rail vehicle, to which a train attendant or
  • the authentication process used thus requires access to the stationary operator terminal in the train attendant compartment, which is locked with a security lock.
  • the authentication with respect to the operating system takes place in a possible embodiment variant with a password or a
  • the authentication can be carried out with the aid of a certificate of the mobile terminal 10.
  • the au- authentication can be performed by means of a bar code displayed on a display, which can be photographed by a camera of the mobile terminal 10, for example.
  • a predetermined role is selected or selected during the registration of a mobile terminal 10 for the user, each role giving the respective user certain associated access rights to certain functional units of the rail vehicle.
  • the various users may be, for example, a railcar driver, a train boss, a train attendant or a service person within the train. For example, disturbances that occur on the train are signaled only to the user who plays the role of a train boss of the train.
  • the frequency band or channel is preferably separated from other channels used for ordinary data transmission, for example between terminals of passengers and the base stations. As a result, the security against interference and manipulation is further increased.
  • the current position of the user's mobile terminal 10 within the rail vehicle is detected by means of the base stations. In particular, it is recorded in which car the train conductor or user is currently in det.
  • accurate localization of the position of the mobile terminal 10 within a carriage 1 of the rail vehicle take place. For example, it is ascertained with the aid of a layout plan or equipment plan of the wagon on which row of seats within the wagon 1 the mobile terminal 10 of the train attendant or user is currently located.
  • the operation of the functional units of the rail vehicle takes place as a function of the current position of the mobile terminal 10 of the authenticated user. If, for example, a train attendant enters the air conditioning unit as a functional unit, the air conditioning unit or the air conditioning unit 9 automatically becomes within that car 1 of the
  • the operation of functional units additionally takes place as a function of the exact current position of the mobile terminal 10 within the carriage 1. If, for example, the train attendant within a carriage 1 suffers damage or a defect, for example damaged seats or Likewise, the exact location of the damage is automatically recorded without special input of the train attendant, for example, the row of damaged seats. In addition, it is detected in which car 1 the damage occurred.
  • the defects picked up by the train attendant in the various carriages at the various locations within the carriages are preferably stored by the train control system in a database or a data memory of the rail vehicle and can be automatically read out during later maintenance measures. The data can be used by maintenance personnel to pinpoint the exact locations where defects have occurred. be directed.
  • maintenance personnel may also have a corresponding mobile terminal 10 and be directed to the location of the defect that has occurred.
  • the localization of the position of the mobile terminal 10 thus facilitates the operation of functional units in the rail vehicle by the train attendant and additionally avoids incorrect settings.
  • the localization of the mobile terminal 10 is used to increase efficiency, especially during maintenance or the like.
  • the localization of the mobile terminal 10 within a wagon 1 takes place by evaluating a signal strength of a signal which is exchanged between the mobile terminal 10 and at least one of the base stations 5A, 5B. The closer the mobile terminal 10 is to the base station, the higher the received signal strength.
  • a corresponding measurement signal is transmitted by the mobile terminal 10, which is processed by a base station 5A, 5B for determining the position or the distance of the mobile terminal 10 from the base station.
  • a so-called time-of-flight evaluation takes place, ie the signal propagation time between the mobile terminal 10 and the base station is determined and from this the position of the mobile terminal 10 within the carriage 1 is determined.
  • the accuracy of determining the position of the mobile terminal 10 within the carriage 1 can be increased.
  • the angle of incidence of the received signal is evaluated by the base station (angle of arrival).
  • the accuracy of the determination of the position of the mobile terminal 10 within the carriage 1 can be additionally increased.
  • a three-dimensional position determination is performed and the coordinates x, y, z of the mobile terminal 10 within the carriage 1 are calculated.
  • the control of functional units within the rail vehicle takes place as a function of the calculated coordinates x, y, z of the mobile terminal 10 within the car as well as the determined weight number of the car 1.
  • FIGS. 3 to 14 show various application examples for setting functional units by means of a mobile terminal 10 of an authenticated user, in particular an authenticated train attendant.
  • the mobile terminal 10 has a graphical user interface with which the user can control functional units of the rail vehicle or via which the user can obtain information from function control units.
  • the graphical user interface is preferably a so-called touch screen, in which the user can enter control commands by touching sensitive areas.
  • FIG. 3 shows a possible embodiment of a displayed main menu that can be displayed on a display of a graphical user interface of the mobile terminal 10.
  • the user or train attendant can activate various functions, namely an air conditioner or an air conditioning K within the car or doors T within the rail vehicle.
  • the train attendant can record deficiencies M or carry out a communication KOM with other users within the rail vehicle.
  • the user can activate announcements D and make a logout from the operating system.
  • additional useful information is displayed to the train attendants, in particular the time of day and the information as to whether any error messages exist. If fault or fault messages are present, these can likewise be displayed on the display of the mobile terminal 10, as shown in FIG. 4.
  • an emergency brake NB was actuated in carriage 13 or a galley G in carriage 14 burns.
  • the train attendant is shown in the example shown that the underfloor UF burns in the car 14 and in this car additionally two door faults TS are present at different doors.
  • the train attendant is shown graphically that an emergency call has been generated on the disabled toilet.
  • Fig. 5 shows a display of fire alarm on a display of the mobile terminal 10.
  • the user is displayed in which car the fire has occurred.
  • the fire message was generated in the car with the car number 17.
  • the operating system provides the opportunity for the user to perform a central emergency shutdown of the air conditioning systems for the entire train or the entire rail vehicle in case of fire in order to prevent the spread of flue gases within the rail vehicle.
  • the train attendant can deactivate the air conditioning throughout the train by touching the sensitive area "Climate immediately off CRSA.”
  • the display shows a drawn passenger emergency brake in the railcar 15. The menu thus allows the display of pending alarms and warnings as well hints in topic-specific graphical overviews.
  • Fig. 7 shows an example of the display of door conditions for different cars 1 of the rail vehicle.
  • door conditions for each door of the train for example, whether the door T is closed and locked or released or opened.
  • a fault of the respective door T can be displayed or whether it is locked by a square key or if it is emergency unlocked.
  • a corresponding sensitive area WS Lock car
  • the train attendant can also display door details, such as shown by way of example in FIG. 8.
  • the train attendant is shown graphically different door conditions. For example, in the example shown in Fig. 9 in the carriage 26, 27, the doors T are locked.
  • AF Release All
  • the train attendant also has the option of having detailed remedial information displayed for the respective fault, as illustrated by way of example in FIG. 10.
  • a door malfunction has occurred in the carriage 14.
  • the train attendant is given an assistance, how he can eliminate the door disturbance.
  • a corresponding text message TN is transmitted to him, as in
  • the train attendant has the option of setting air conditioners 9 in different wagons 1, for example by operating corresponding sliders, which are displayed graphically on his display. This is shown by way of example in FIG. 11.
  • the setting of an air conditioner 9 additionally takes place in dependence on the position of the respective user or train attendant.
  • the train attendant has only the ability to adjust the air conditioner 9 within that car 1, in which he is currently.
  • the setting of functional units within the rail vehicle can also be done in dependence on the assigned role of the user.
  • a train attendant can only set the air conditioning system within that car 1 in which he is currently located, while, for example, a train manager has the opportunity to centralize all the air conditioning systems of all cars of the rail vehicle. len.
  • other users such as regular service personnel, usually have no rights to adjust any air conditioners within the rail vehicle.
  • a user or a train attendant has the option of making deficiency entries directly on site, as shown by way of example in FIG. 12.
  • Defects can be entered, for example, by a defined defect code or alternatively by a menu-guided selection.
  • the entered defects M are preferably loaded in a central data memory of the rail vehicle.
  • the information is transmitted, at which point within the rail vehicle, the defect was recorded by the user or train attendant.
  • the corresponding data record thus has the position coordinates x, y, z of the entering train attendants within the carriage 1 as well as the carriage number of that carriage 1 in which the defect input M takes place.
  • the user or train attendant can use a camera present in the mobile terminal 10 to take a picture of the fault found for illustration purposes and also to describe it in more detail with free text.
  • the user or train attendant located in trolley 26 may indicate that the carpet in this trolley is heavily soiled
  • the train attendant has the opportunity to make announcements locally or in the entire rail vehicle. This is exemplified in Fig. 13.
  • the announcements are output acoustically via the loudspeakers 7 within the carriages 1 of the rail vehicle.
  • certain acoustic announcements are stored in advance and only have to be activated by the train attendant by activating a corresponding sensitive area.
  • the operating system according to the invention enables a communication KOM between different train attendants within the rail vehicle, as shown in FIG. 14.
  • the user recognizes further authenticated users with different roles in different cars of the rail vehicle and can activate a direct communication with the respective user, for example for a telephone conversation between the users.
  • it is thus possible to carry out operating actions precisely where the cause for the operating action exists or arises.
  • climate settings are usually made, for example, based on expressed passenger wishes.
  • the train attendant or user can thus immediately on the spot in response to the passenger request to make the climate setting and does not have to go to a stationary terminal, which may be located within the rail vehicles and several cars far away.
  • the train attendant does not have to remember the passenger's request and can not forget it.
  • the passenger can immediately hear that his request is implemented immediately.
  • the operating system makes it possible to enter defects within the rail vehicle directly where the defect is located.
  • the train attendant does not have to memorize or write down the defect until he has arrived at the next stationary workstation. In this way it is also prevented that the train attendant or user forgets the defect he has noticed before entering or forgets the exact location where the defect has occurred.
  • the defect can be entered more quickly by the train conductor as the current position tion of the train attendant is detected by the operating system and thus the entry of their own position, such as the car number, is superfluous. This leads to a higher operating efficiency.
  • the train attendant has the option of additional information, such as photos or
  • the train attendant By displaying a door release status, undesirable delays in an exit procedure can also be avoided.
  • the train attendant has the opportunity to immediately recognize whether the driver of the rail vehicle may not yet have released the doors and can also notify the driver accordingly.
  • the operating system according to the invention also makes it possible to exclude doors in the short term and taking into account local conditions from the release.
  • local conditions are for example a short platform, a slowing down of the train or unusable platform sections within a railway station.
  • the communication of the train crew is integrated with each other.
  • the operating system according to the invention makes it possible to make announcements D by means of the mobile terminal 10. In this way it is possible to dispense with the traditional cordless phones.
  • alarms warnings and instructions are promptly and extensively transmitted to the train attendant.
  • the optical processing with the aid of colors and pictograms allows the train attendant to more quickly record transmitted information or warnings. Displayed disturbances, especially in graphical form, allow the train attendant to gain an overview of the overall situation more quickly and to react accordingly. This makes it possible to respond to certain alarm messages promptly and appropriately on site, for example by quickly switching off the air conditioning system in the event of a fire.
  • the operating system according to the invention makes it possible to display detailed corrective measures in the event of a fault where they are needed, ie. usually directly at the location of the fault occurred. This facilitates the execution or correction of the fault that has occurred.
  • the indicated corrective measures make it easier to remedy the fault and prevent faulty measures by the train conductor. This will speed up the remedy and speed up the process
  • the operating system according to the invention can be coupled with other systems, in particular with an ordering system for train tickets, a timetable information system of a rail network, a passenger information system and a navigation system. If, for example, a passenger wishes to know at which point the train is currently located or when the next station is reached, this can be displayed graphically to the passenger on a display of the mobile terminal due to the coupling to a navigation system. Furthermore, when the control system is coupled to an ordering system, the passenger can have a ticket issued directly to the train attendant.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Management, Administration, Business Operations System, And Electronic Commerce (AREA)

Abstract

Système de commande pour commander des unités fonctionnelles dans un véhicule ferroviaire, au moins une station de base étant prévue dans chaque wagon du véhicule ferroviaire, cette station communiquant par une interface sans fil avec un terminal mobile d'un utilisateur authentifié, notamment d'un agent d'accompagnement authentifié, qui commande des unités fonctionnelles du véhicule ferroviaire au moyen d'une interface utilisateur graphique du terminal mobile.
EP13771411.9A 2012-10-04 2013-09-18 Procédé de commande d' unités fonctionnelles dans un véhicule ferroviaire Active EP2874860B2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012218143.1A DE102012218143B4 (de) 2012-10-04 2012-10-04 Bediensystem zur Bedienung von Funktionseinheiten bei einem Schienenfahrzeug
PCT/EP2013/069328 WO2014053318A2 (fr) 2012-10-04 2013-09-18 Système de commande pour commander des unités fonctionnelles dans un véhicule ferroviaire

Publications (3)

Publication Number Publication Date
EP2874860A2 true EP2874860A2 (fr) 2015-05-27
EP2874860B1 EP2874860B1 (fr) 2016-11-02
EP2874860B2 EP2874860B2 (fr) 2024-06-12

Family

ID=49301437

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13771411.9A Active EP2874860B2 (fr) 2012-10-04 2013-09-18 Procédé de commande d' unités fonctionnelles dans un véhicule ferroviaire

Country Status (11)

Country Link
US (1) US9950719B2 (fr)
EP (1) EP2874860B2 (fr)
CN (1) CN104684786B (fr)
BR (1) BR112015007134A2 (fr)
CA (1) CA2887093C (fr)
DE (1) DE102012218143B4 (fr)
ES (1) ES2609401T5 (fr)
IN (1) IN2015DN01697A (fr)
PL (1) PL2874860T5 (fr)
RU (1) RU2649251C2 (fr)
WO (1) WO2014053318A2 (fr)

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Publication number Publication date
WO2014053318A3 (fr) 2015-02-26
IN2015DN01697A (fr) 2015-07-03
PL2874860T5 (pl) 2024-10-14
RU2015112132A (ru) 2016-11-20
BR112015007134A2 (pt) 2017-07-04
PL2874860T3 (pl) 2017-04-28
CA2887093C (fr) 2020-01-14
DE102012218143A1 (de) 2014-04-24
CA2887093A1 (fr) 2014-04-10
US9950719B2 (en) 2018-04-24
DE102012218143B4 (de) 2021-11-18
WO2014053318A2 (fr) 2014-04-10
RU2649251C2 (ru) 2018-03-30
ES2609401T3 (es) 2017-04-20
CN104684786B (zh) 2017-08-01
EP2874860B2 (fr) 2024-06-12
EP2874860B1 (fr) 2016-11-02
US20150251673A1 (en) 2015-09-10
ES2609401T5 (en) 2025-02-04
CN104684786A (zh) 2015-06-03

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