WO2012117068A1 - Procédé de calcul d'une recommandation de vitesse par un système d'assistance à la conduite intégré dans un véhicule ferroviaire - Google Patents

Procédé de calcul d'une recommandation de vitesse par un système d'assistance à la conduite intégré dans un véhicule ferroviaire Download PDF

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Publication number
WO2012117068A1
WO2012117068A1 PCT/EP2012/053546 EP2012053546W WO2012117068A1 WO 2012117068 A1 WO2012117068 A1 WO 2012117068A1 EP 2012053546 W EP2012053546 W EP 2012053546W WO 2012117068 A1 WO2012117068 A1 WO 2012117068A1
Authority
WO
WIPO (PCT)
Prior art keywords
speed
rail vehicle
recommendation
data
data memory
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.)
Ceased
Application number
PCT/EP2012/053546
Other languages
German (de)
English (en)
Inventor
Martin Deuter
Peter Frank
Marco Nock
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.)
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
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
Application filed by Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH filed Critical Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Priority to EP12707532.3A priority Critical patent/EP2681096A1/fr
Publication of WO2012117068A1 publication Critical patent/WO2012117068A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • B61L15/0058—On-board optimisation of vehicle or vehicle train operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/02—Global system for mobile communication - railways [GSM-R]

Definitions

  • the present invention relates to a method for calculating a speed recommendation by a driver assistance system installed in a rail vehicle, in particular in a railcar or a locomotive.
  • Rail assistance systems that are used in rail transport serve, inter alia, to move a rail vehicle, in particular a multiple unit or a locomotive with passenger or freight cars possibly attached to it, in the most energy-efficient manner possible over a route.
  • the rail vehicles drive on closed railway lines on the basis of a predefined timetable, taking into account further railway-specific conditions such as safety devices with which a collision of rail vehicles is effectively prevented and on the basis of predetermined speed limits for sections.
  • the timetable and other railway-specific conditions generally define the operating mode of the rail vehicle.
  • the driver train driver or driver
  • the speeds selected by the driver on the respective sections have a lasting effect on the energy consumption and the energy costs of the rail vehicle.
  • the object of the present invention is to provide a method for calculating a speed recommendation by a driver assistance system installed in a rail vehicle, which is to be integrated into the rail vehicle in a simple manner and with which the driver of the rail vehicle vehicle is offered a way that energy-efficient, safe and punctual to guide the rail vehicle to the next breakpoint of the route.
  • This object is achieved by a method for calculating a speed recommendation by a driver assistance system installed in a rail vehicle having the features of claim 1.
  • the driver assistance system is equipped with a control unit and a data memory in which the timetable and route information of the route to be traveled are stored, as well as physical characteristics of the rail vehicle and, if appropriate, carriages attached to this rail vehicle.
  • the position of the rail vehicle and the current time is first recorded by a receiver of a global navigation satellite system installed on or in the rail vehicle. From this data, the current speed of the rail vehicle is determined. The current speed of the rail vehicle is compared in a further step with a predetermined target speed for the currently traveled section and then a speed recommendation for at least the next following section calculated taking into account the data stored in the data memory and displayed on the speed recommendation display.
  • the setpoint speed for the individual sections is calculated dynamically.
  • a minimal connection of the driver assistance system to the electronics of the rail vehicle is possible. All that is necessary is the connection of the driver assistance system to the power supply and the antenna for satellite-supported position determination. An additional interface for connection to the train control of the rail vehicle is not necessary.
  • the remaining data necessary for calculating a speed recommendation are stored in this variant in the data memory of the control unit of the driver assistance system or are derived from the dynamic driving behavior. These data include, in particular, the physical characteristics of the rail vehicle and the possibly attached wagons.
  • the actual speed of the rail vehicle deviates from the speed setpoint when a predetermined speed is exceeded, th threshold value, a recalculation of the speed profile for the remaining distance traveled based on the current position of the rail vehicle and the current time made.
  • a speed recommendation deviating from the desired speed recommendation is calculated so that the actual speed of the rail vehicle, following this current speed recommendation, corresponds to the speed recommendation calculated before the start of the journey or dynamically recalculated in the subsequent speed recommendation change. This allows the output of a speed recommendation that directs the driver in setting the speed such that the speed for the next changes in the speed driving recommendation again corresponds to the calculated speed.
  • the speed recommendation display indicates a warning if the actual speed deviates from the currently calculated setpoint speed by more than a predefined threshold value. This is particularly important in dangerous situations when the train driver requires increased attention in order to master the critical situation in the best possible way.
  • the speed recommendation can also be such that there is an indication that no speed recommendation can be given to make sure that the train driver focuses in a critical situation exclusively on the safe control of the vehicle.
  • FIG. 1 shows a schematic illustration of a rail vehicle with a driver assistance system installed therein with a minimal interface between driver assistance system and rail vehicle
  • FIG. 2 shows a schematic representation of a rail vehicle with driver assistance system installed therein with additional data interface
  • FIG. 3 shows a schematic illustration of a rail vehicle with built-in driver assistance system with additional wireless communication interface
  • FIG. 4 is a schematic flowchart showing an embodiment variant of the method according to the invention for controlling a speed recommendation display
  • FIG. 5 is a further schematic flow diagram showing a variant of the method according to the invention for controlling a speed recommendation display.
  • FIGS. 1 to 3 show different variants of a driver assistance system 3 installed in a rail vehicle 1.
  • the driver assistance system 3 essentially has a screen, which is preferably part of the cab of a trainset or a locomotive.
  • the screen is connected to a control unit 2, which has a data memory.
  • the data memory includes on the one hand the timetable and route information of the route to be traveled and on the other hand, the physical characteristics of the rail vehicle 1 and optionally attached to this car, wherein the physical properties u. a. the mass of the rail vehicle (s) and the characteristics of the drive and brake are included.
  • the control unit 2 is merely connected to a power supply of the rail vehicle and to an antenna for satellite-based position determination via a global navigation satellite system 5. A connection of the control unit 2 to the control of the rail vehicle itself, in particular to the control system of the rail vehicle, is not provided.
  • FIG. 2 shows a system architecture similar to the system architecture shown in FIG. 1, wherein the control unit 2 here has an additional data interface 6 which, for example, can be used to connect a memory array. te, a memory stick or other storage medium or a keyboard, via which the control unit 2 can be supplied with data. Via this data interface 6, data such as the vehicle characteristics, timetables or route information can be easily updated in a simple manner, whereby the calculations to be carried out by the control unit 2 can be optimized. Another purpose of this data interface is to be able to load data from the driver assistance system to a mobile storage medium and then make it accessible to an external evaluation. In this way, for example, logs of journeys, eg energy consumption and punctuality, can be evaluated.
  • an additional data interface 6 which, for example, can be used to connect a memory array. te, a memory stick or other storage medium or a keyboard, via which the control unit 2 can be supplied with data.
  • data such as the vehicle characteristics, timetables or route information can be easily updated in
  • the system architecture shown in FIG. 3 has, as an alternative to the data interface 6 of FIG. 2, a wireless communication interface 7, via which data can be exchanged with a central control station.
  • the communication can take place from the control center to the driver assistance system, for example, to update timetables or carried out by the driver assistance system to the control center, for example, to transmit the energy consumption of the train to the control center.
  • the information about used traction or braking force and other information such as the current mass of the train can not be determined directly.
  • the connection to the global navigation satellite system makes it possible to deduce the speed and the currently acting forces. It is important that in the data memory exact data of the route profile including curve lines and height gradients and the physical properties of the train consisting of one or more rail vehicles are stored. Thus, based on the current time, which can also be queried via the global navigation satellite system 5 and the position on the route, the current timetable, the speed limits on the route, the exact knowledge of the route profile and the physical characteristics of the train an energy-efficient ride in Form of a desired speed profile from the current position to the next stop of the train are determined.
  • the current position, current time, train composition, speed limits and other constraints must be defined a priori.
  • the driver assistance system in contrast to static calculations of a desired speed profile known from the prior art, such a speed profile can be adapted dynamically to current conditions and thus the energy efficiency of a drive can be further improved.
  • the driver assistance system is equipped with a powerful processor that allows the calculation of an energy-efficient ride based on the current situation.
  • the position of the rail vehicle 1 is detected in a first step 101 and the current time in step 102 by a receiver 4 of a global navigation satellite system 5 installed on or in the rail vehicle. Then, in a further step 103, the current speed of the rail vehicle 1 is determined from the data received from the navigation satellite system 5, and then in step 104 the current speed is compared with a previously calculated setpoint speed for the currently traveled route section.
  • the timetable, the train model and the route profile of the route to be traveled from the data memory of the control unit 2 are preferably detected in a first step.
  • the data can be entered into the data memory via the storage medium connected to the data interface 6 or via the wireless connection to the control center.
  • the current position of the rail vehicle 1 is detected by satellite navigation. The initial calculation of the driving recommendation and the output of the desired speed profile based thereon then ensue from these data.
  • this target speed profile is calculated taking into account the current position and speed. updated speed of the rail vehicle and the data stored in the data memory and the driver (train driver, train driver) displayed on a speed recommendation display.
  • a minimum for the energy consumption is preferably calculated by means of suitable optimization algorithms. If the initially stored boundary conditions change during the journey, for example due to a delay of the train, the dynamic calculation can again determine an energy-efficient speed profile, a new setpoint speed profile that is current as long as no deviation from the ideal course of the journey occurs.
  • an adaptive adaptation of the speed recommendation is preferably made for smaller deviations of the journey from the most energy efficient ride in a step 106, which leads to the driver as comfortable as possible to bring back to the correct speed.
  • the target speed which is decisive for eliminating small deviations from the ideal speed is that at the position on the track at which the driving recommendation changes in the calculated speed profile.
  • the vehicle speed recommendation is thus output so that the speed at the next change in the vehicle speed recommendation again corresponds to the pre-calculated speed.
  • step 105 If a return to the previously calculated speed profile is no longer possible due to a greater delay, for example, a dynamic recalculation of the vehicle speed profile in step 105 is necessary. It is important here to design the respectively adaptive adaptation of the vehicle speed recommendation so that the driver or locomotive driver does not keep contradictory or quickly changing driving recommendations from the driver assistance system. This means that once given driving speed recommendations for the train driver, even if the train driver slightly deviates from the calculated speed profile. The introduction to the recommended speed is carried out in such a way that the driver is not irritated or disturbed by speed recommendations in the short term and finds the correct target speed in the medium term by observing the driving speed recommendation.
  • the speed recommendation display indicates a warning if the actual speed deviates from the currently reported setpoint speed by more than a predetermined threshold value.
  • a predetermined threshold value Such situations often require a quick response of both the driver assistance system and the driver or engine driver himself.
  • step 201 in which the timetable data, the data of the train model and the route profile are loaded from the data memory, the detection of the current position and time by satellite navigation follows in step 202.
  • step 203 After the subsequent calculation of the current position and speed, it is checked in step 203 whether a possibly determined deviation from desired position to actual position or desired speed to actual speed exceeds a predetermined threshold value. If not, then step 202 is continued. If so, in step 204, a recalculation of the driving recommendation, as described in detail above. Subsequently, in step 205, the output of the new desired speed profile in the display of the driver assistance system 3 and it is continued with step 202 to check the course of the onward journey.
  • LIST OF REFERENCE NUMBERS LIST OF REFERENCE NUMBERS

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un procédé servant au calcul d'une recommandation de vitesse par un système d'assistance à la conduite (3) qui est intégré dans un véhicule ferroviaire (1), en particulier dans une automotrice ou une locomotive, et qui comporte une unité de commande (2) et une mémoire de données dans laquelle sont enregistrées des informations sur le tableau de marche et des informations sur la voie à parcourir, des propriétés physiques du véhicule ferroviaire (1) et, le cas échéant, des propriétés physiques des wagons accrochés au dit véhicule ferroviaire. Ledit procédé comprend les étapes suivantes consistant à : détecter la position du véhicule ferroviaire (1) et l'heure actuelle par un récepteur (4) d'un système mondial de satellites de navigation (5), ledit récepteur étant installé sur ou dans le véhicule ferroviaire (1); déterminer la vitesse actuelle du véhicule ferroviaire (1) à partir des données reçues du système de satellites de navigation (5); comparer la vitesse actuelle du véhicule ferroviaire (1) à vitesse de consigne calculée au préalable pour le secteur de voie parcouru actuellement, la vitesse de consigne étant calculée pour les différents secteurs de voie avant le départ et étant enregistrée dans la mémoire de données en tant que profil de vitesse de consigne; actualiser le profil de vitesse de consigne durant le trajet en tenant compte de la position actuelle et de la vitesse du véhicule ferroviaire (1) et des données enregistrées dans la mémoire de données; et afficher la recommandation de vitesse actualisée.
PCT/EP2012/053546 2011-03-03 2012-03-01 Procédé de calcul d'une recommandation de vitesse par un système d'assistance à la conduite intégré dans un véhicule ferroviaire Ceased WO2012117068A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP12707532.3A EP2681096A1 (fr) 2011-03-03 2012-03-01 Procédé de calcul d'une recommandation de vitesse par un système d'assistance à la conduite intégré dans un véhicule ferroviaire

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011013010A DE102011013010A1 (de) 2011-03-03 2011-03-03 Verfahren zur Kalkulation einer Geschwindigkeitsempfehlung durch ein in einem Schienenfahrzeug eingebautes Fahrerassistenzsystem
DE102011013010.1 2011-03-03

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WO2012117068A1 true WO2012117068A1 (fr) 2012-09-07

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EP (1) EP2681096A1 (fr)
DE (1) DE102011013010A1 (fr)
WO (1) WO2012117068A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3219576A1 (fr) * 2016-03-15 2017-09-20 KNORR-BREMSE Systeme für Schienenfahrzeuge GmbH Commande de train intégré et système de conseil d'attaque
CN112885113A (zh) * 2019-11-29 2021-06-01 阿尔斯通运输科技公司 用于公交车辆的驾驶辅助方法
CN115195826A (zh) * 2022-07-06 2022-10-18 中车广东轨道交通车辆有限公司 一种冒进防护装置及方法

Families Citing this family (6)

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EP2735491B1 (fr) 2012-11-21 2016-06-29 Siemens Aktiengesellschaft Procédé et dispositif permettant de minimiser la consommation d'énergie de véhicules
DE102013210063A1 (de) * 2013-05-29 2014-12-04 Siemens Aktiengesellschaft Vorrichtung zum Erzeugen von Handlungsempfehlungen für den Führer eines Schienenfahrzeugs
GB2536002B (en) * 2015-03-02 2017-08-02 Hitachi Ltd Railway Vehicle Operation
WO2019038041A1 (fr) * 2017-08-24 2019-02-28 Siemens Mobility GmbH Contrôle de vitesse en fonction de la courbure des virages du trajet
DE102018212979A1 (de) * 2018-08-02 2020-02-06 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren, Vorrichtungen und Computerprogrammprodukte eines Geschwindigkeitsassistenzsystems für Fahrzeuge
DE102021210419A1 (de) 2021-09-20 2023-03-23 Zf Friedrichshafen Ag Verfahren zur Ansteuerung einer Antriebseinrichtung eines Schienenfahrzeugs, Steuereinrichtung dafür und Schienenfahrzeug mit der Steuereinrichtung

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WO2003097424A1 (fr) * 2002-05-20 2003-11-27 Tmg International Holdings Pty Limited Systeme permettant d'ameliorer la ponctualite et d'economiser de l'energie utilise sur des trains longue distance
EP1466803A1 (fr) * 2003-03-12 2004-10-13 Siemens Aktiengesellschaft Méthode de recommandation d'une vitesse pour une véhicule ferroviaire
DE102009023704A1 (de) * 2009-06-03 2010-10-28 Voith Patent Gmbh Verfahren zur Information von Fahrpersonal in einem Schienenfahrzeug

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DE102010024800B4 (de) * 2009-06-25 2014-07-03 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Anzeigevorrichtung und Verfahren zum Betreiben einer Anzeigevorrichtung

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WO2003097424A1 (fr) * 2002-05-20 2003-11-27 Tmg International Holdings Pty Limited Systeme permettant d'ameliorer la ponctualite et d'economiser de l'energie utilise sur des trains longue distance
EP1466803A1 (fr) * 2003-03-12 2004-10-13 Siemens Aktiengesellschaft Méthode de recommandation d'une vitesse pour une véhicule ferroviaire
DE102009023704A1 (de) * 2009-06-03 2010-10-28 Voith Patent Gmbh Verfahren zur Information von Fahrpersonal in einem Schienenfahrzeug

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3219576A1 (fr) * 2016-03-15 2017-09-20 KNORR-BREMSE Systeme für Schienenfahrzeuge GmbH Commande de train intégré et système de conseil d'attaque
WO2017157731A1 (fr) * 2016-03-15 2017-09-21 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Système intégré de commande de train et de conseil au conducteur
CN112885113A (zh) * 2019-11-29 2021-06-01 阿尔斯通运输科技公司 用于公交车辆的驾驶辅助方法
CN115195826A (zh) * 2022-07-06 2022-10-18 中车广东轨道交通车辆有限公司 一种冒进防护装置及方法

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Publication number Publication date
DE102011013010A1 (de) 2012-09-06
EP2681096A1 (fr) 2014-01-08

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