DE102016222907A1 - Rail vehicle and method of operation - Google Patents

Abstract

The invention relates u. a. to a method for operating rail vehicles (10-14) traveling on a route network (100). According to the invention, the rail vehicles (10-14) in each case communicate with all other rail vehicles (10-14) in their vicinity and exchange them with these status data (SDe, SDa) which respectively enable the rail vehicles (10-14) to synchronize a status data set (SDS) with status data records (SDS) of the other rail vehicles (10-14) stored on the rail vehicle side and describing the occupancy state of the route network (100), and the rail vehicles (10-14) before entering a route section (101-108) for which they have not yet been granted a driving permit (FE), in each case send a travel permission request (FA) to the rolling stock vehicles (10-14) in their vicinity and start the journey into the route section (101-108) only if at least one predetermined Minimum number of rolling stock (10-14) after passing the driving permission request (FA) issued a driving license (FE).

Description

The invention relates to a method for operating rail vehicles that drive a route network, as well as rail vehicles as such.

As is known, rail vehicles are nowadays operated under the supervision of track-side control centers. The control centers record, for example, via trackside facilities, the positions of the rail vehicles in the route network and thus the occupation of sections of the route network and can centrally check whether rail vehicles can drive the next stretch safely or such a retraction in the next stretch could cause a threat ,

The invention has for its object to provide a method for operating rail vehicles, which can be operated with a lower hardware or equipment costs than previous methods.

This object is achieved by a method having the features according to claim 1. Advantageous embodiments of the method according to the invention are specified in subclaims.

Thereafter, the invention provides that the rail vehicles communicate with all other rail vehicles in their environment and exchange with these status data, which allow the rail vehicles each to store a rail vehicle side stored and the occupancy state of the route network descriptive status record with status records of other rail vehicles, and the rail vehicles prior to entering a route section for which they have not yet been granted a driving permit, each send a travel permission request to the rail vehicles in their environment and start the journey in the section only if at least a predetermined minimum number of rail vehicles after driving permit request a driving license granted.

A significant advantage of the method according to the invention is the fact that a secure operation of a route network is possible even without the use of a trackside control center; because the rail vehicles are in the process of the invention in a position to check by the exchange of status records according to the invention and the invention provided synchronization of status records themselves, whether a retraction of the own rail vehicle in a new section or the retraction of other rail vehicles in a new stretch safely possible is or not. The rolling stock can exchange the corresponding test results with each other and grant driving permission if they have determined a safe retraction. A rail vehicle that wants to drive on a new section, will do so in the inventive method only if at least a predetermined minimum number of other rail vehicles has granted a corresponding driving license, so at least another rail vehicle (in the case of a predetermined minimum number of one) the safe retraction in confirmed the new section of the route.

• - die jeweils eigene Position,
• - die Position aller anderen Schienenfahrzeuge gemäß den von den anderen Schienenfahrzeugen erhaltenen Statusdaten und
• - bereits erteilte Fahrterlaubnisse zum Befahren des Streckennetzes.

The status data record stored in the rail vehicles preferably comprises at least the following status data in each case:

• - each own position,
• the position of all other rolling stock in accordance with the status data obtained from the other rolling stock and
• - already issued driving licenses for driving on the route network.

Moreover, it is advantageous if the status data set includes the direction of travel and / or the travel speed of the own rail vehicle and of the other rail vehicles.

With a view to a particularly high level of operational safety, it is considered advantageous if the predetermined minimum number is greater than one, ie at least two other rail vehicles must issue a driving permit in order to allow them to enter the route section.

The rail vehicles preferably refrain from driving in the section of the route they request if at least one of the other rail vehicles explicitly refuses to issue a driving license or issues a driving ban.

In a preferred refinement of the method, it is provided that the rail vehicles first of all check on the basis of their own status data record prior to sending a travel permission request whether driving on the route section affected by the travel permission request is possible without danger; if the check has resulted in a hazard-free driving of the route section, the rail vehicles send away the travel permission request and otherwise they preferably refrain both from sending the travel permission request and from entering the route section.

Upon receipt of a travel permission request from another rail vehicle, the rail vehicles preferably check in each case whether, according to the own status record, driving on the route section affected by the travel permission request is possible without danger: The rail vehicles send a travel permit back to the requesting rail vehicle, if the check results in a risk-free driving of the line section and return a driving ban to the requesting rail vehicle if the check has not revealed a hazard-free journey on the section of the route.

The issuance of driving licenses is preferably carried out exclusively by the rail vehicles themselves. The route network is preferably operated without track-side control center or track side annihilation.

The communication between the rail vehicles is preferably via radio.

• - das Schienenfahrzeug eine Steuereinrichtung und einen mit der Steuereinrichtung in Verbindung stehenden Speicher aufweist, in dem die Steuereinrichtung einen den Belegungszustand des Streckennetzes beschreibenden Statusdatensatz abspeichert,
• - das Schienenfahrzeug ein Kommunikationsmodul aufweist, das es der Steuereinrichtung ermöglicht, mit anderen Schienenfahrzeugen zu kommunizieren, Statusdaten auszutauschen und den eigenen Statusdatensatz mit Statusdatensätzen der anderen Schienenfahrzeuge zu synchronisieren, und
• - die Steuereinrichtung derart ausgebildet ist, dass sie für das Streckennetz als Leitzentrale arbeiten kann, und zwar derart, dass sie
• - bei Eingang einer Fahrterlaubnisanfrage eines anderen Schienenfahrzeugs prüft, ob gemäß dem eigenen Statusdatensatz ein Befahren des von der Fahrterlaubnisanfrage betroffenen Streckenabschnitts gefährdungsfrei möglich ist,
• - eine Fahrterlaubnis an das anfragende Schienenfahrzeug zurücksendet, wenn die Überprüfung ein gefährdungsfreies Befahren des Streckenabschnittes ergeben hat, und
• - ein Fahrverbot an das anfragende Schienenfahrzeug zurücksendet, wenn die Überprüfung kein gefährdungsfreies Befahren des Streckenabschnittes ergeben hat.

The invention also relates to a rail vehicle. According to the invention with respect to such a rail vehicle is provided that

• the rail vehicle has a control device and a memory in communication with the control device, in which the control device stores a status data record describing the occupancy state of the route network,
• the rail vehicle has a communication module which enables the control device to communicate with other rail vehicles, to exchange status data and to synchronize its own status data record with status data records of the other rail vehicles, and
• - The control device is designed such that it can work for the route network as a control center, in such a way that they
• upon receipt of a travel permission request from another rail vehicle, checks whether, according to the own status data record, driving on the route section affected by the travel permission request is possible without danger,
• - returns a travel permit to the requesting rail vehicle if the inspection has revealed that the section of the route has been reached safely, and
• - returns a driving ban to the requesting rail vehicle if the inspection has not resulted in risk-free driving on the section of the route.

With regard to the advantages of the rail vehicle according to the invention, reference is made to the above statements in connection with the method according to the invention.

Preferably, the control device is designed in such a way that, before retracting its own rail vehicle, it sends a travel permission request to the rail vehicles in its surroundings in a section for which it has not yet received any permits, and allows the journey into the section only by means of the communication module. if at least a predetermined minimum number of rail vehicles has granted a driving license after examination of the driving permission request.

It is also advantageous if the control device is designed in such a way that it checks before sending a travel permission request in each case on the basis of its own status data record, if driving on the route section affected by the travel permission request is possible without risk, sends away the travel permission request by means of the communication module if the check is a hazard-free one Driving the route section has yielded, and otherwise omits the sending away the driving permission request and entering the route section.

The controller preferably includes a computer programmed to operate the controller in the manner described.

The communication module is preferably a radio module.

• 1 ein Ausführungsbeispiel für ein erfindungsgemäßes Schienenfahrzeug, das zur Durchführung des erfindungsgemäßen Verfahrens geeignet ist,
• 2 das Schienenfahrzeug gemäß 1 nach Eingang einer Fahrterlaubnisanfrage eines anderen Fahrzeugs,
• 3 das Schienenfahrzeug gemäß 1 beim Wegsenden einer eigenen Fahrterlaubnisanfrage,
• 4 ein Ausführungsbeispiel für ein Streckennetz, das mit einer Vielzahl an Schienenfahrzeugen gemäß den 1 bis 3 befahren wird, wobei anhand des in der 4 dargestellten Streckennetzes der Betrieb der Schienenfahrzeuge beispielhaft näher erläutert wird, und
• 5 das Streckennetz gemäß 4 im Falle einer anderen Fahrsituation im Streckennetz.

The invention will be explained in more detail with reference to embodiments; thereby show by way of example

• 1 An embodiment of a rail vehicle according to the invention, which is suitable for carrying out the method according to the invention,
• 2 the rail vehicle according to 1 upon receipt of a driving permission request from another vehicle,
• 3 the rail vehicle according to 1 when sending your own driving permit request,
• 4 an exemplary embodiment of a route network, which with a plurality of rail vehicles according to the 1 to 3 is driven on the basis of in the 4 shown Route network, the operation of rail vehicles is exemplified in more detail, and
• 5 the route network according to 4 in the case of another driving situation in the route network.

For the sake of clarity, the same reference numbers are always used in the figures for identical or comparable components.

The 1 shows a rail vehicle 10, with a control device 20 Is provided. The control device 20 stands with a memory 30 in connection.

• - die jeweils eigene Position des Schienenfahrzeugs 10,
• - die Position aller anderen Schienenfahrzeuge gemäß den von den anderen Schienenfahrzeugen erhaltenen Statusdaten (siehe Schienenfahrzeuge 11 bis 14 in 4) und
• - bereits erteilte Fahrterlaubnisse zum Befahren des Streckennetzes bzw. Streckenabschnitten des Streckennetzes.

In the store 30 is a software program module SPM stored that the operation of the control device 20 Are defined. In the store 30 is also a status record SDS stored, which preferably comprises at least the following status data:

• the respective own position of the rail vehicle 10,
• the position of all other rolling stock according to the status data obtained from the other rolling stock (see rolling stock 11 to 14 in 4 ) and
• - already issued driving licenses for driving on the route network or sections of the route network.

Moreover, it is advantageous if the status data set the direction of travel (see reference numeral R in the 4 and 5 ) and the driving speed of the own rail vehicle and the other rail vehicles.

The control device 20 is also available with a communication module 40 in connection, via which the control device 20 the one in their store 30 saved status record SDS can match with corresponding status records of other rail vehicles. For this purpose, the control device 20 the own status data SDe in their own status record SDS or in your own memory 30 stored via the communication module 40 so that they can be received by other rail vehicles.

In a corresponding manner, the control device 20 via the communication module 40 state data SDa received from control records of other rail vehicles, so that the control device 20 - according to the by the control program module SPM defined procedure - that in their memory 30 saved status record SDS can update.

The 1 shows the operation of the control device 20 or the rail vehicle 10 during the transmission of own status data SDe of your own status data record SDS as well as while receiving the status data SDa the other rail vehicles for the purpose of updating or synchronizing the status records.

The 2 shows the operation of the controller 20 after this a driving permit request FA has received another rail vehicle. After receiving the external driving permission request FA becomes the controller 20 on the basis of the memory 30 stored status record SDS check whether the driving permission request can be approved or denied the issue of a driving license or a driving ban FV must be granted. In examining this question, the controller resorts 20 to the status record SDS In the storage room 30 back and checks based on the status record SDS whether driving on the of the driving permission request FA affected section is possible without danger. If the inspection results in a risk-free driving on the requested section of the route, then the control device 20 the appropriate driving license FE Issue a permission to drive FE containing radio signal.

Represents the controller 20 checking their status record SDS on the other hand, it is clear that no risk-free driving on the requested section of the route is possible, so it becomes a driving ban FV in the form of a corresponding radio signal via the communication module 40 consistently end.

The 3 shows the rail vehicle 10 according to 1 in the event that the rail vehicle 10 wants to drive on a new section of track and requires a driving permit for entering this new section. In this case, the control device 20 based on the in their memory 30 stored status data record SDS First of all, check whether a risk-free entry into the next section is possible from your own point of view. Represents the controller 20 In this review, it is determined that a retraction into the next section of the route is not possible without danger, it will forego the entry and stop, for example, before the next section.

Represents the controller 20 when checking the status record SDS on the other hand, it is clear that a risk-free driving on the next section of the route at least in accordance with its own status data SDS would be possible, it generates a travel permission request FA they are about that communication module 40 in the form of a radio signal.

After sending the driving permission request FA the control device is the entrance of driving licenses or radio signals, the corresponding driving licenses FE included, wait. Once a predetermined minimum number of driving licenses FE or a predetermined minimum number of radio signals, the corresponding driving license FE contained, via the communication module 40 at the control device 20 is received, the control device 20 enable or allow a retraction into the respective next route section by sending a corresponding information signal I to a driving device 50 of the rail vehicle 10 transmitted.

At the driving facility 50 it may be a driverless driving enabling autonomous control system of the rail vehicle 10 or simply a display device that signals the rail vehicle driver to enter the next section, be it visually and / or acoustically.

Represents the controller 20 on the other hand, it is clear that after expiration of, for example, a predetermined period of time after the transmission of the driving permission request FA not enough driving licenses FE or alternatively that at least one other rail vehicle is a driving ban FV it has been given as an information signal I the corresponding driving ban FV to the driving device 50 transmit, so that a retraction of the rail vehicle in the next unreleased section is omitted or blocked.

The 4 shows an embodiment of a route network 100 of which in the 4 Track sections 101 to 108 are shown. The sections are in the representation according to 4 separated by dashed lines.

On the route network 100 is that related to the 1 to 3 Rail vehicle 10 already described above as well as structurally identical or building-like rail vehicles 11, 12, 13 and 14. The respective direction of travel of rail vehicles 10 to 14 is in each case by an arrow with the reference numeral R characterized.

The rail vehicle 10 can be operated, for example, as follows:

Would like the rail vehicle 10, which in the representation according to 4 is in the section 103, enter the adjacent section 105, it will - as in connection with the 1 to 3 explained - first check whether a retraction into the section 105 according to the status record SDS in the store 30 according to the 1 to 3 stored, is possible without danger. Represents the controller 20 (see. 1 to 3 ) of the rail vehicle 10 when checking that a risk-free retraction according to its own status record SDS is possible, it generates a corresponding driving permission request FA which sends it away as a radio signal.

The driving permission request FA is received and evaluated by the rest rail vehicles 11 to 14, as in connection with the 1 to 3 has already been explained above the example of the rail vehicle 10.

The following example assumes that the rail vehicles 11 to 14 come to the same test result, namely that the rail vehicle 10 can enter dangerously in the section 105. In this case, the rail vehicles 11 to 14 a corresponding driving license FE in the form of a corresponding radio signal back to the rail vehicle 10, this driving license FE Will be received.

Once the rail vehicle 10 a predetermined minimum number of driving licenses FE has received, it will enter the section 105.

The 5 shows the route network 100 in the event that the rail vehicle 12 in - compared to 4 - Opposite direction of travel in the section 106 drives and has already received an entry permit for the entry into the section 105 of sufficiently many other rail vehicles as the rail vehicle 10.

In the following, it is assumed by way of example that the rail vehicle 10 is not aware of this fact, because the synchronization of the status data records has not yet taken place or has failed due to a transmission error. A check of your own entry into the section 105 based on the own status data set thus gives no risk, so that the rail vehicle 10, the driving permission request FA sending away.

Since the rail vehicle 12 travels the route section 106 in the direction of the route section 105 and wants to enter the route section 105 itself, it will request the driving permission FA of the rail vehicle 10 a threat to the route network 100 or section 105 and accordingly a driving ban FV grant, so that retraction of the rail vehicle 10 is prevented in the section 105. At the same time it will initially block its own entry into the section 105 for safety reasons.

The other rail vehicles 11, 13 and 14 are driving restrictions in a corresponding manner FV grant, if - as in 5 assumed - in the status data set the current direction of travel of the rail vehicle 12 is already stored.

As from the above explanations in connection with the 1 to 5 becomes clear, the route network can according to the 4 and 5 be operated without a trackside control center or the like, since the rail network traveling vehicles each themselves or together with each other perform the function of a parent control center, which ensure the safety of the operation.

While the invention has been further illustrated and described in detail by way of preferred embodiments, the invention is not limited by the disclosed examples, and other variations can be derived therefrom by those skilled in the art without departing from the scope of the invention.

LIST OF REFERENCE NUMBERS

10-14

rail vehicles

20

control device

30

Storage

40

communication module

50

drive system

100

route network

101-108

sections

FA

Permit request

FE

permit

FV

driving ban

I

information signal

R

Arrow / direction

SDa

state data

SDe

state data

SDS

Status record

SPM

Software program module

Claims (13)

Method for operating rail vehicles (10-14) traveling on a route network (100), characterized in that - the rail vehicles (10-14) communicate with all other rail vehicles (10-14) in their vicinity and communicate with these status data (SDe, SDa), which enable the rail vehicles (10-14) respectively to synchronize a status data set (SDS) stored on the rail vehicle side and describing the occupancy state of the route network (100) with status data sets (SDS) of the other rail vehicles (10-14) , and - the rail vehicles (10-14), before entering a section (101-108) for which they have not yet been issued a driving license (FE), each issue a travel permission request (FA) to the rail vehicles (10-14 ) and start the journey in the section (101-108) only if at least a predetermined minimum number of rail vehicles (10-14) after checking the driving permit (FA) issued a driving license (FE). Method according to Claim 1 , characterized in that in the rail vehicles (10-14) stored status data set (SDS) each comprise at least the following status data (SDe, SDa): - each own position, - the position of all other rail vehicles (10-14) according to the the other rail vehicles (10-14) received status data (SDa) and - already issued driving licenses (FE) for driving on the route network (100). Method according to one of the preceding claims, characterized in that the predetermined minimum number is greater than one. Method according to one of the preceding claims, characterized in that the rail vehicles (10-14) refrain from driving in the section (101-108) which they request if at least one of the other rail vehicles (10-14) issues the issue of a driving permit (FE ) explicitly denied or issued a driving ban (FV). Method according to one of the preceding claims, characterized in that the rail vehicles (10-14) - before sending a driving permission request (FA) in each case on the basis of their own status record (SDS) check whether driving on the affected by the driving permission request (FA) section (101 -108) is possible without risk, - send away the driving permission request (FA) if the check has revealed a risk-free driving of the route section (101-108) and - otherwise the route permission request (FA) and the entry into the route section (101-108 ) refrain. Method according to one of the preceding claims, characterized in that - the rail vehicles (10-14) upon receipt of a driving permission request (FA) of another rail vehicle (10-14) respectively check whether according to the own status record (SDS) driving the of - Driving Permit (FE) to the requesting rail vehicle (10-14) return, if the review has resulted in a risk-free driving on the section (101-108), and - Return a driving ban (FV) to the requesting rail vehicle (10-14) if the check has not revealed that the section (101-108) is safe from danger. Method according to one of the preceding claims, characterized in that the issuance of driving licenses (FE) exclusively by the rail vehicles (10-14) takes place itself and the route network (100) without trackside control center or track side is operated without annulers. Method according to one of the preceding claims, characterized in that the communication between the rail vehicles (10-14) takes place by radio. Rail vehicle (10-14), characterized in that - the rail vehicle (10-14) has a control device (20) and a memory (30) connected to the control device (20), in which the control device (20) has a The rail vehicle (10-14) has a communication module (40) which allows the control device (20) to communicate with other rail vehicles (10-14), status data (SDS) stores the status of the route network (100) descriptive status record (SDS) SDe, SDa) and to synchronize the own status data set (SDS) with status records (SDS) of the other rail vehicles (10-14), and - the control unit (20) is designed to operate as the control center for the route network (100) can, in such a way that - upon receipt of a driving permission request (FA) of another rail vehicle (10-14) checks whether according to the own status record (SDS) driving the driver (101-108) which is not endangered, - returns a Driving Permit (FE) to the requesting railway vehicle (10-14) if the inspection has revealed that the section (101-108) is safe from a driving ban (FV) to the requesting rail vehicle (10-14) sends back, if the review did not result in a risk-free driving on the section (101-108). Rail vehicle (10-14) after Claim 9 , characterized in that the control device (20) is designed such that it before retraction of the own rail vehicle (10-14) in a section (101-108), for which they have not yet obtained driving licenses (FE), by means of the communication module (40) in each case sends a travel permission request (FA) to the rail vehicles (10-14) in its vicinity and allows the journey to the route section (101-108) only if at least a predetermined minimum number of rail vehicles (10-14) after testing the driving permission request (FA) has issued a driving license (FE). Rail vehicle (10-14) according to one of the preceding Claims 9 to 10 , characterized in that the control device (20) is designed such that it checks - before sending a driving permission request (FA) each based on their own status record (SDS), whether driving on the affected by the driving permission request (FA) route section (101-108 ) is danger-free possible, - sends away the driving permission request (FA) by means of the communication module (40), if the check has resulted in a risk-free driving on the section (101-108), and - otherwise sending away the driving permission request (FA) and entering the Section (101-108) omits. Rail vehicle (10-14) according to one of the preceding Claims 9 to 11 characterized in that the control means (20) comprises a computer programmed to operate the control means (20) in the manner described. Rail vehicle (10-14) according to one of the preceding Claims 9 to 12 , characterized in that the communication module (40) is a radio module.

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