U.S. patent application number 16/632577 was filed with the patent office on 2020-05-21 for control method and control device for operating a rail vehicle.
The applicant listed for this patent is SIEMENS MOBILITY GMBH. Invention is credited to FRANK BIENEK, VOLKER KNOLLMANN, BERNHARD POESEL, GERD TASLER.
Application Number | 20200156681 16/632577 |
Document ID | / |
Family ID | 62846136 |
Filed Date | 2020-05-21 |
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United States Patent
Application |
20200156681 |
Kind Code |
A1 |
BIENEK; FRANK ; et
al. |
May 21, 2020 |
CONTROL METHOD AND CONTROL DEVICE FOR OPERATING A RAIL VEHICLE
Abstract
A control method operates a rail vehicle. The method is carried
out in a computer-assisted manner on the basis of a vehicle control
program. Accordingly, it is provided that the vehicle control
program operates with the use of detected driving and/or
surroundings data being detected by on-board or train-board
sensors.
Inventors: |
BIENEK; FRANK;
(WOLFENBUETTEL, DE) ; KNOLLMANN; VOLKER;
(BRAUNSCHWEIG, DE) ; POESEL; BERNHARD;
(KOENIGSLUTTER, DE) ; TASLER; GERD; (BRAUNSCHWEIG,
DE) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
SIEMENS MOBILITY GMBH |
MUENCHEN |
|
DE |
|
|
Family ID: |
62846136 |
Appl. No.: |
16/632577 |
Filed: |
June 20, 2018 |
PCT Filed: |
June 20, 2018 |
PCT NO: |
PCT/EP2018/066353 |
371 Date: |
January 21, 2020 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B61L 3/006 20130101;
B61L 25/021 20130101; B61L 3/002 20130101; B61K 9/08 20130101; B61L
2201/00 20130101; B61L 27/04 20130101; B61L 25/025 20130101 |
International
Class: |
B61L 27/04 20060101
B61L027/04; B61L 25/02 20060101 B61L025/02; B61K 9/08 20060101
B61K009/08 |
Foreign Application Data
Date |
Code |
Application Number |
Jul 20, 2017 |
DE |
10 2017 212 499.7 |
Claims
1-15. (canceled)
16. A control method for operating a rail vehicle, which comprises
the steps of: carrying out the control method in a
computer-assisted manner on a basis of a vehicle control program,
the vehicle control program works with detected driving and/or
environment data.
17. The method according to claim 16, wherein vehicle-specific
driving behavior data is at least also detected by measurement as
part of the detected driving and/or environment data during a
journey of the rail vehicle.
18. The method according to claim 16, wherein previously detected
driving and/or environment data is updated during a journey of the
rail vehicle.
19. The method according to claim 16, which further comprises
parameterizing the vehicle control program based on the detected
driving and/or environment data.
20. The method according to claim 19, which further comprises:
forming a control profile dataset from the detected driving and/or
environment data; and parameterizing a fixed-program control module
of the vehicle control program by means of the control profile
dataset.
21. The method according to claim 16, which further comprises:
selecting a control profile dataset from a predefined group of
stored control profile datasets based on the detected driving
and/or environment data; and parameterizing a fixed-program control
module of the vehicle control program by means of the control
profile dataset selected.
22. The method according to claim 16, wherein: an experience
database is accessed, in which actuating commands by a real rail
vehicle driver during previous journeys are stored in dependence on
driving situations; and the driving situations are determined based
on the detected driving and/or environment data detected by
measurement during the previous journeys and are stored together
with corresponding ones of the actuating commands by the real rail
vehicle driver.
23. The method according to claim 22, wherein: during a journey,
sensor signals from sensors linked or connected to a control
facility of the rail vehicle are evaluated and a respective current
driving situation is determined; and the respective current driving
situation is compared with the driving situations stored in the
experience database and if there is conformity or at least, in
accordance with predefined conformity criteria, sufficient
similarity between the respective current driving situation and one
of the driving situations stored in the experience database, stored
actuating commands by the real rail vehicle driver that correspond
to a stored driving situation are read and output.
24. The method according to claim 16, which further comprises
carrying out the method on a rail vehicle side by means of a
control facility installed on the rail vehicle side.
25. A control facility for a rail vehicle, the control facility
comprising: a vehicle computer; and a vehicle control program
running on said vehicle computer, said vehicle control program is
embodied such that it works with detected driving and/or
environment data.
26. The control facility according to claim 25, wherein: said
vehicle control program has an observation module, a
parameterization module and a control module; said observation
module detects the detected driving and/or environment data during
a journey of the rail vehicle; said parameterization module
parameterizes said control module based on the detected driving
and/or environment data; and said parameterized control module
outputs actuating commands for the rail vehicle.
27. The control facility according to claim 26, wherein said
parameterization module is embodied such that it forms a control
profile dataset based on the detected driving and/or environment
data or selects the the control profile dataset from a group of
stored control profile datasets and parameterizes said control
module by means of a formed or selected control profile
dataset.
28. The control facility according to claim 25, wherein: said
vehicle control program has an experience database or is connected
to said experience database, in which actuating commands by a real
rail vehicle driver during previous journeys are stored as a
function of driving situations; and the driving situations are
determined from the detected driving and/or environment data
detected by measurement during the previous journeys and are stored
together with corresponding ones of the actuating commands by the
real rail vehicle driver during the previous journeys.
29. The control facility according to claim 28, wherein: said
vehicle control program has an observation module which evaluates
the detected driving and/or environment data during a journey of
the rail vehicle and detects a respective current driving
situation; and said vehicle control program has a selection module
that compares the respective current driving situation with the
driving situations stored in said experience database and, if there
is conformity or at least, in accordance with predefined conformity
criteria, sufficient similarity between the respective current
driving situation and one of the driving situations stored in said
experience database, stored said actuating commands by the real
rail vehicle driver that correspond to a stored driving situation
are read and output from said experience database to control the
rail vehicle.
30. A rail vehicle, comprising: a control facility having a vehicle
computer and a vehicle control program running on said vehicle
computer, said vehicle control program is embodied such that it
works with detected driving and/or environment data.
Description
[0001] The invention relates to a control method for operating a
rail vehicle, wherein the method is carried out in a
computer-assisted manner on the basis of a vehicle control program.
Control methods of this type are known in the field of rail vehicle
technology.
[0002] The object underlying the invention is to specify an
improved control method for operating a rail vehicle.
[0003] This object is inventively achieved by a method having the
features according to claim 1. Advantageous embodiments of the
inventive method are disclosed in dependent claims.
[0004] Accordingly it is inventively provided that the vehicle
control program works with the use of detected driving and/or
environment data. Using detected driving and/or environment data
advantageously enables the control method to be adapted to the
respective current vehicle situation, for example with a view to
the current driving behavior of the rail vehicle (acceleration or
braking behavior), environmental conditions (e.g. rain or ice)
and/or the technical surroundings on the system (e.g. ungated level
crossing with approach by people or vehicles); this is explained in
greater detail below on the basis of examples.
[0005] Vehicle-specific driving behavior data is preferably at
least also detected by measurement as driving and/or environment
data during the journey of the rail vehicle. For example, the
acceleration power and/or braking power can be detected as vehicle
behavior data and can be used to control the rail vehicle.
[0006] It is advantageous if previously detected driving and/or
environment data is updated during the journey of the rail vehicle,
for example regularly.
[0007] In a preferred embodiment of the method it is provided that
the vehicle control program is parameterized with the use of the
detected driving and/or environment data.
[0008] In the latter embodiment variant it is advantageous if the
driving and/or environment data is used to form a control profile
dataset, and a fixed-program control module of the vehicle control
program is parameterized by means of the control profile dataset.
The control profile dataset can be generated and/or updated before
and/or during the journey using the driving and/or environment
data.
[0009] Alternatively it can be provided that based on the driving
and/or environment data a control profile dataset can be selected
from a predefined group (preferably a plurality) of stored control
profile datasets, and a fixed-program control module of the vehicle
control program is parameterized by means of the selected control
profile dataset. The latter method variant can be carried out
particularly simply and quickly, because the stored group of stored
control profile datasets can be accessed and there is no
requirement to generate a completely new control profile
dataset.
[0010] In another preferred embodiment variant of the method it is
provided that an experience database is accessed, in which
actuating commands by a real rail vehicle driver during previous
journeys are stored as a function of driving situations, wherein
the stored driving situations are determined using the driving
and/or environment data detected by measurement during the previous
journeys and are stored with the corresponding actuating commands
by the real rail vehicle driver.
[0011] If an experience database such as this is available, it is
advantageous if sensor signals from sensors connected to a control
facility of the rail vehicle or connected thereto are evaluated
during the journey and the respective current driving situation is
determined, the self-determined current driving situation is
compared with the driving situations stored in the experience
database and, if there is conformity or at least--according to
predefined conformity criteria--sufficient similarity between the
respective self-detected driving situation and one of the stored
driving situations in the experience database, the stored actuating
commands by the real rail vehicle driver that correspond to the
stored driving situation are read and output.
[0012] The method is preferably carried out on the rail vehicle
side by means of a control facility installed on the rail vehicle
side.
[0013] The invention additionally relates to a control facility for
a rail vehicle which comprises a vehicle computer and a vehicle
control program that can run on the vehicle computer.
[0014] It is inventively provided in respect of such a control
facility that the vehicle control program is designed such that it
works with the use of detected driving and/or environment data.
[0015] With regard to the advantages of the inventive control
facility, reference is made to the above explanations in
conjunction with the inventive control method.
[0016] The vehicle control program preferably has an observation
module, a parameterization module and a control module, wherein the
observation module detects the driving and/or environment data
during the journey of the rail vehicle, the parameterization module
parameterizes the control module with the use of the detected
driving and/or environment data and the parameterized control
module outputs actuation commands for the rail vehicle.
[0017] It is particularly advantageous if the parameterization
module is embodied such that it forms a control profile dataset
with the driving and/or environment data or selects a control
profile dataset from a group of stored control profile datasets and
parameterizes the control module by means of the formed or selected
control profile dataset.
[0018] In an alternative embodiment of the control facility which
is however likewise regarded as very advantageous it is provided
that the vehicle control program has an experience database or is
connected to an experience database, in which actuating commands by
a real rail vehicle driver during previous journeys are stored as a
function of driving situations, wherein the stored driving
situations are determined with the driving and/or environment data
detected by measurement during the previous journeys and are stored
together with the corresponding actuating commands by the real rail
vehicle driver during the previous journeys.
[0019] In the latter embodiment it is advantageous if the vehicle
control program has an observation module which evaluates the
driving and/or environment data during the journey of the rail
vehicle and detects the respective current driving situation, and
the vehicle control program has a selection module that compares
the self-detected current driving situation with the driving
situations stored in the experience database and, if there is
conformity or at least--in accordance with predefined conformity
criteria--sufficient similarity between the respective
self-detected driving situation and one of the stored driving
situations in the experience database, the stored actuating
commands by the real rail vehicle driver that correspond to the
stored driving situation are read and output from the experience
database to control the rail vehicle.
[0020] The invention also relates to a rail vehicle with a control
facility, as has been described above.
[0021] The invention is explained in more detail below on the basis
of exemplary embodiments, in which, by way of example:
[0022] FIG. 1 shows an exemplary embodiment of an inventive rail
vehicle, based on which an exemplary embodiment of an inventive
train control method is explained,
[0023] FIG. 2 shows a second exemplary embodiment of an inventive
rail vehicle, based on which a second exemplary embodiment of an
inventive train control method is explained,
[0024] FIG. 3 shows a third exemplary embodiment of an inventive
rail vehicle, based on which a third exemplary embodiment of an
inventive train control method is explained, and
[0025] FIG. 4 shows by way of example the operation of the third
exemplary embodiment according to FIG. 3.
[0026] For the sake of clarity, in the figures, the same reference
characters are always used for identical or similar components.
[0027] FIG. 1 shows a rail vehicle 10 which is fitted with a
control facility, referred to hereinafter as a train control
facility 20. The train control facility 20 comprises a vehicle
computer 30 and a storage device 40 which is connected to the
vehicle computer 30.
[0028] The rail vehicle 10 can--as is further explained below--have
multiple units or consist of multiple coaches and can form a train;
this is not illustrated in greater detail in the figures for the
sake of clarity.
[0029] Stored in the storage device 40 is a vehicle control program
50 which can be or is run by the vehicle computer 30 and on the
output side can output actuating commands SB to control the rail
vehicle 10 or outputs them during operation.
[0030] In the exemplary embodiment according to FIG. 1 the vehicle
control program 50 comprises an observation module BM, a
parameterization module PM and a fixed-program control module
STM.
[0031] If the vehicle computer 30 runs the vehicle control program
50, the observation module BM, the parameterization module PM and
the control module STM preferably work as follows:
[0032] The observation module BM detects driving and/or environment
data FUD arriving or present on the input side, which for example
is supplied or imported from on-board or train-board sensors; the
sensors are not illustrated in FIG. 1 for reasons of clarity.
Suitable sensors are for example those which directly describe the
driving behavior of the train, such as for example speed sensors,
location sensors or acceleration sensors, or those which detect the
surroundings by measurement, such as for example inclination
sensors to detect inclines or gradients, moisture, ice or snow
sensors for identifying a dry, wet or icy track or for detecting
friction on the track. Alternatively or additionally, driving
and/or environment data FUD can originate from external sources,
for example from an interlocking or a control center, and be
transmitted to the rail vehicle, for example by radio.
[0033] The observation module BM detects the driving and/or
environment data present on the input side and forwards it to the
parameterization module PM.
[0034] The parameterization module PM evaluates the driving and/or
environment data FUD and uses it to generate a control profile
dataset SD, with which it parameterizes the control module STM.
[0035] The parameterization module PM can infer physical properties
of the rail vehicle 10 based on the driving and/or environment data
FUD and adjust control parameters in accordance with these
properties. For example, the parameterization module PM can infer
on the basis of acceleration measurement values the overall mass of
the rail vehicle 10 and in the event of a large mass can provide a
flatter braking curve, in other words start braking earlier before
a stop than in the case of a smaller mass.
[0036] In addition, based on the driving and/or environment data it
is possible to determine the train length, the weight distribution
within the train and/or the coupling distances or buffer distances
between individual coaches of the train in the case of a multi-unit
rail vehicle or train, and this data can be taken into account in
the control profile dataset SD for example with a view to an
optimized braking behavior, in particular when it is a matter of
particularly good position accuracy when stopping the train.
[0037] The parameterization module PM can also take the
environmental conditions into account and in the event of icy or
wet conditions can provide a flatter braking curve and/or can
accelerate with less drive force than in dry conditions in order to
prevent slipping.
[0038] The determination of a suitable control profile dataset SD
is carried out in respect of the vehicle-related parameters
advantageously on the basis of data which is determined in the
context of a test starting operation and/or a test braking
operation at the start of the respective journey, in other words
individually for each journey. A procedure such as this ensures
that changes to the rail vehicle or train, for example as a result
of coaches being decoupled or coupled, are identified and can be
taken into account in the formation of the control profile dataset
SD.
[0039] In the exemplary embodiment according to FIG. 1 the control
module STM is a fixed-program module and is parameterized merely by
means of the control profile dataset SD supplied by the
parameterization module PM. As soon as the parameterization module
PM has imported the control profile dataset SD into the control
module STM, the control module STM can generate the actuating
commands SB to control the rail vehicle and output them on the
output side.
[0040] FIG. 2 shows an exemplary embodiment of a rail vehicle 10
which is fitted with an embodiment variant of the train control
facility 20 according to FIG. 1.
[0041] Unlike the exemplary embodiment according to FIG. 1, in the
exemplary embodiment according to FIG. 2 a group of control profile
datasets SD is stored in the storage device 40, for example in the
parameterization module PM, such that the parameterization module
PM--unlike the embodiment variant according to FIG. 1--does not
have to generate its own control profile dataset SD for controlling
the control module STM, but merely has to search for a suitable
control profile dataset SD from the group of stored control profile
datasets, based on the driving and/or environment data FUD present
on the input side.
[0042] For example, three control profile datasets SD can be stored
in the storage device 40, for example one for the case of a heavy
rail vehicle, one for the case of a moderately heavy rail vehicle
and one for the case of a light rail vehicle. The control dataset
SD for a heavy rail vehicle can for example provide a particularly
flat braking curve, in other words start braking earlier before a
stop, than the control profile datasets for moderately heavy or
light rail vehicles. The control profile dataset SD for a light
rail vehicle can provide a particularly steep braking curve.
[0043] Further subdivisions while increasing the number of control
profile datasets SD can be provided as a function of further
parameters, for example--in the case of a multi-unit rail vehicle
or train--as a function of the train length, the weight
distribution within the train, the coupling distances or buffer
distances between individual coaches of the train and/or as a
function of the respective environmental conditions, such as icy or
wet conditions, as has already been explained above in connection
with FIG. 1.
[0044] The control profile dataset SD selected from the
parameterization module PM is imported into the control module STM,
as a result of which the control module STM is parameterized and
can output actuating commands SB to control the rail vehicle 10 on
the output side; in this respect reference is made to the
explanations above in connection with FIG. 1.
[0045] The train control facilities 20 according to FIGS. 1 and 2
have the advantage that the fixed-program control module STM is
parameterized in a self-actuating or automatic manner, without
requiring any external intervention, for example by a rail vehicle
driver.
[0046] FIG. 3 shows an exemplary embodiment of a rail vehicle 10,
in which a vehicle control program 50 of a train control facility
20 comprises an observation module BM and a selection module AM and
is connected to an experience database EFD. Actuating commands by a
real rail vehicle driver during previous journeys are stored in the
experience database EFD as a function of driving situations. The
driving situations have been determined from driving and/or
environment data FUD detected by measurement during the previous
journeys and stored with the corresponding actuating commands by
the real rail vehicle driver. The vehicle control program 50
preferably works as follows:
[0047] The observation module BM evaluates driving and/or
environment data present on the input side and detects the
respective current driving situation FS of the rail vehicle 10. The
determined current driving situation FS is transmitted to the
selection module AM, which compares the current driving situation
FS with the driving situations stored in the experience database
EFD and, if there is conformity or at least--in accordance with
predefined conformity criteria--sufficient similarity between the
self-detected driving situation FS and one of the stored driving
situations in the experience database EFD, selects the most similar
stored driving situation. For the selected most similar driving
situation the stored actuating commands SB by the real rail vehicle
driver corresponding thereto can be read and output to control the
rail vehicle 10.
[0048] This will be explained in greater detail using an example
with reference to FIG. 4: for example, the following four driving
situations FS1-FS4 can be stored in the experience database EFD,
and relate to secured and unsecured level crossings which people
and/or motor vehicles do or do not approach:
[0049] Driving situation FS1:
[0050] secured level crossing, no approach by people and/or motor
vehicles
[0051] Driving situation FS2:
[0052] secured level crossing with approach by people and/or motor
vehicles
[0053] Driving situation FS3:
[0054] unsecured level crossing, no approach by people and/or motor
vehicles
[0055] Driving situation FS4:
[0056] unsecured level crossing with approach by people and/or
motor vehicles
[0057] If what is stored in the experience database EFD for driving
situation FS4 is that rail vehicle drivers reduce speed when
driving situation FS4 is present, in other words when a motor
vehicle is approaching an unsecured level crossing, the selection
module AM can read and output the actuating commands SB stored for
driving situation FS4, if such a driving situation FS4 is currently
identified by the observation module BM, for example based on
video, track and location data.
[0058] The method described permits a stepped or graduated upgrade
from train operation with a driver to higher levels of automation
without a driver and guard. In train operation with a driver
(equivalent to GoA2=Grade of Automation 2=semiautomatic driving
with driver) the various situations and the driver's response to
this situation can be learned by the train control facility 20, in
that these are stored in the experience database EFD. Thus as many
situations as possible can be learned, which for example have to be
mastered by the automatic train control facility in fully automatic
operation without a driver (GoA3=driverless running). In this way
the introduction of fully automatic systems with their enhanced
demands can be supported and prepared for effectively and
systematically.
[0059] Although the invention has been illustrated and described in
detail based on preferred exemplary embodiments, the invention is
not restricted by the examples given and other variations can be
derived therefrom by a person skilled in the art without departing
from the protective scope of the invention.
* * * * *