Procedure for selecting a pantograph for a rail vehicle

Abstract

The invention relates to a method for selecting a pantograph (SAT1) for a rail vehicle (RV) traveling on a track divided into track sections (AB1). Depending on the track section (AB1) being traveled, the RV selects and uses either a first pantograph type (SAT1) or a second pantograph type (SAT2) to draw energy from an overhead line (OL). An electronic track map (STRK) provides spatially defined (ORT1,ORT2) track sections (AB1) for the traveled route, assigning a pantograph type (SAT1) to each individual track section (AB1) for energy draw. The RV determines its current position and, by comparing it with the spatially defined (ORT1,ORT2) track sections (AB1) on the track map (STRK), selects a track section (AB1).Based on the route map (STRK) for the specific section of track (AB1), the rail vehicle (SFZ) automatically selects the pantograph type (SAT1) to be used there and automatically brings it into contact with the overhead line (OL) in the section of track (AB1).

Description

The invention relates to a method for the safe selection or safe operation of a current collector in a rail vehicle.In the case of a rail vehicle which is supplied with electrical energy with the aid of an overhead line or with the aid of a contact wire, it must be ensured for a predetermined section of track that a current collector type suitable for the section of track is used.This applies in particular to a route network in Europe which crosses the boundary and in which different voltage systems and different distances between the overhead line and the rail vehicle are used in predetermined route sections.It is known to provide on a rail vehicle various current collectors or current collector types, of which a respectively selected or predetermined current collector type is brought into contact with the respective overhead line depending on the section of the track.For example, in some European line sections, a height of a raised current collector must not exceed a predetermined threshold value in order to prevent damage to the line equipment or overhead line. Therefore, rail vehicles which are intended to travel on such route sections are equipped with so-called rise height restrictions which can be activated or deactivated.Proper selection is assured via manual actions of the traction vehicle operator. The ascent height limitation is also activated via the traction vehicle driver.The selection of the correct current collector by the traction vehicle driver is carried out with the aid of a network identifier, to which a correct application of the ascent height limitation is also connected.Moreover, it is important that during operation of the rail vehicle there is a reliable contact between the current collector and the overhead line in order to prevent damage to the current collector or the overhead line by electrical arcs, a severing of the contact wire or damage to persons.The traction vehicle driver monitors the safe operation of the current collector by monitoring displays in the rail vehicle and by visually monitoring the current collector before the start of travel.However, its monitoring or monitoring possibilities are limited.For example, it cannot be ruled out that the selected current collector is minimally detached from the contact wire due to a fault in the ascent height, a damaging arc arises and energy is transmitted to the rail vehicle via the arc.Depending on the form of the energy transmission, it is only possible to a limited extent for the traction vehicle driver via the displays in the rail vehicle to detect such a fault.In order to overcome this problem, camera systems are used, for example, in the roof region of the rail vehicle, which enable the power collector to be visually checked by the traction vehicle driver.For example, it is not always possible for a traction vehicle driver, in the case of guided rail vehicles with multiple traction, to check from the leading rail vehicle whether a guided rail vehicle has raised a correct current collector or not-depending on the train type, the guided rail vehicle can be so far removed from the leading rail vehicle that a direct, visual inspection is not possible for the traction vehicle driver.Here too, camera systems are used, for example, in the roof region of the rail vehicle, which enable the power collector to be visually checked remotely by the traction vehicle driver.The safe operation of the rail vehicle or the safe contact to the overhead line is thus determined by actions of the traction vehicle driver and thus by his experience, reliability, review and correct action.At the same time, autonomous rail vehicle operation, in which either no traction vehicle driver is present on board a rail vehicle or the latter does not intervene, or only to a limited extent, in the operation of the rail vehicle, is becoming increasingly important.It is therefore the object of the present invention to specify a method with which a safe selection or a safe operation of the current collector in a rail vehicle is ensured even if the rail vehicle is operated autonomously.This object is achieved by the features of claim 1. Advantageous further developments are specified in the dependent patent claims.The invention relates to a method for selecting a current collector in a rail vehicle which travels a route divided into route sections. The rail vehicle uses a first current collector type or a second current collector type depending on the route section being traveled in order to draw energy from an overhead line for supplying energy to the rail vehicle.Spatially defined route sections are provided for the route being traveled by an electronic route map, wherein each individual route section is assigned a current collector type to be used there for the energy extraction by the route map.The rail vehicle automatically determines its current position and determines a route section by a comparison with the spatially defined route sections of the route map.The rail vehicle automatically selects the current collector type to be used there based on the route map for the specific route section and brings it automatically into contact with the overhead line in the route section in order to draw energy.In an advantageous development, the electronic route map is made available on the part of the rail vehicle and / or the electronic route map is made available on the part of IT equipment to a stationary operation control center, which is referred to as the land side.In an advantageous development, the route map is preferably updated regularly and / or the land-side route map and the rail vehicle-side route map (STRK) are synchronized with one another regularly.In an advantageous development, the route map determines for each route section whether a rise height limitation is to be used for the current collector there in this route section. The rail vehicle selects the ascent height limitation to be used there automatically on the basis of the route map for the route section, sets the ascent height limitation automatically and uses it to bring the current collector into contact with the overhead line or to keep the contact.In an advantageous development, the rail vehicle determines its current position on the route to be traveled. This is preferably done with the aid of a receiver or location receiver, for example with the aid of a GPS receiver or with the aid of a mobile radio device which is usable or designed for location determination.In an advantageous development, if a plurality of structurally identical current collector types are available on the rail vehicle, a current collector type is selected from these for the track section on the basis of operational criteria.In an advantageous development, the rail vehicle transmits the selected current collector type and / or the selected rise height limitation to a land-side monitoring point which checks whether these are enabled for the route section. The land side then notifies its use and operation to the rail vehicle via a release.In an advantageous development, it is monitored automatically and / or continuously with the aid of a rail vehicle internal monitoring device whether there is fault-free contact of the selected current collector type with the overhead line. In the event of a fault being detected, a safety-related countermeasure is automatically initiated or implemented by the rail vehicle.In an advantageous development, in the event of a fault being detected, a safe (lowering) lowering of the current collector is preferably carried out via the guidance technology of the rail vehicle.Alternatively or additionally, in the event of a detected fault, a corresponding message is preferably initiated via the monitoring device to a control point on the landing side.Alternatively or additionally, the detected fault is communicated to the traction vehicle driver preferably via a visualization device.The method according to the invention makes it possible to operate a rail vehicle with high safety.The method according to the invention relieves the traction vehicle driver and provides the driver with more time to carry out other, demanding tasks.The method according to the invention is independent of a traction vehicle driver and is therefore also suitable in particular for autonomously operated rail vehicles.The method according to the invention can be retrofitted in existing rail vehicles with little effort and thus cost-effectively.The method according to the invention is suitable in particular for use in a train structure with multiple traction and enables its safe operation.The method according to the invention allows remote diagnosis of current collectors and enables significantly better and more effective maintenance of rail vehicles.The invention is explained in more detail below with the aid of a drawing. The following shows: FIG. 1 shows a schematic illustration of a route map which is used in the method according to the invention, FIG. 2 shows a first illustration of functions and components for carrying out the method according to the invention, and FIG. 3 shows a second illustration of functions and components for carrying out the method according to the invention.FIG. 1 shows a basic representation of an electronically stored route map STRK, which is used in the method according to the invention.The route map STRK here has three route sections AB 1 to AB 3, which are intended to be traveled on by a rail vehicle SFZ.The rail vehicle SFZ here has two current collector types SAT 1 and SAT 2 in order to establish electrical contact with an overhead line OL, by means of which energy supply of the rail vehicle SFZ is realized.For each of the three route sections AB 1 to AB 3, the route map STRK stores as information which current collector type SAT 1, SAT 2 of the rail vehicle SFZ is to be used in the respective route section AB 1 to AB 3 and whether a rise height limitation SHB is to be used in the respective route section AB 1 to AB 3 (denoted as MSHB) or whether no rise height limitation SHB is to be used in the respective route section AB 1 to AB 3 (denoted as OSHB).Specifically, the following is shown here:a first route section AB 1 in which a first current collector type SAT 1 is to be inserted without rise height limitation OSHB,a second line section AB 2 in which a second current collector type SAT 2 is to be inserted without rise height limitation OSHB,a third route section AB 3, in which the first current collector type SAT 1 with rise height limitation MSHB is to be used.For the subdivision or identification of the three route sections AB1 to AB3, exact location information LOCATION1 to LOCATION4 for the route sections AB1 to AB3 is stored in the route map STRK:The first route section AB1 starts at LOCATION1 and ends at LOCATION2, the second route section AB2 starts at LOCATION2 and ends at LOCATION3, while the third route section AB3 starts at LOCATION3 and ends at LOCATION4.With the aid of the location information ORT1 to ORT4, the above-mentioned information on the current collector type (SAT1, SAT2) and on the climbing height limitation (OSHB, MSHB) is assigned or made available in the route map STRK for the route to be traveled or for the route sections AB1 to AB3.The route map SRTK is stored both on the rail vehicle SFZ and on fixed IT equipment, referred to as land side LS, which is connected to the rail vehicle SFZ via a radio connection FUEL.The land-side IT equipment is, for example, part of an operation control center BLZ.The route map STRK is kept up-to-date or updated both on the land side LS and on the side of the rail vehicle SFZ, and the two route maps STRK are preferably synchronized with one another continuously.FIG. 2 shows, with reference to FIG. 1, a first illustration of functions and components for carrying out the method according to the invention.The rail vehicle SFZ determines its current position on the route to be traveled with the aid of a GPS receiver 1, which is used here as a location receiver, for example.As shown in FIG. 1, the rail vehicle SFZ is located in the first section of track AB 1, which is defined by the two location information items ORT 1 and ORT 2.The current position is made available to a guidance system 2 of the rail vehicle SFZ. The guidance system 2 of the rail vehicle SFZ determines by comparing the current position of the rail vehicle SFZ with the location information ORT1 to ORT4 in which section of track AB1 to AB3 the rail vehicle SFZ is located-i.e. here in the first section of track AB1.The route map STRK is made available to the control technology 2 via a route map memory 4.Conventional security or encryption methods (e.g. "cyclic redundancy check, CRC", "trusted platform module, TPM", etc.) ensure that the route map is stored correctly and / or that its contents are secure against corruptions.The control system 2 reads out from the route map STRK for the first route section AB1 the required information relating to the current collector and to the rise height limitation-in this case therefore that the first current collector type SAT1 is to be used without rise height limitation OSHB. This selection is made with the aid of a selection logic 5.Accordingly, the route map memory 4 is connected to the selection logic 5.To carry out the selection, the control system 2 stores in a current collector type memory 8 which current collector types (i.e. here SAT 1 and SAT 2) the rail vehicle SFZ has and optionally also at which installation position of the rail vehicle they are arranged.Accordingly, the current collector type memory 8 is connected to the selection logic 5.The operational implementation of the selection with respect to the current collector type (here SAT 1) and the non-use of the ascent height limitation (here OSHB) in the rail vehicle SFZ takes place with the aid of an operational vehicle controller 6.The operational vehicle controller 6 initiates and automatically implements the necessary measures: here, the first current collector type SAT 1 is raised or used, the contact of the current collector type SAT 1 with the overhead line OL is held, and a rise height limitation is not used.Accordingly, the functional device 6 is connected to the selection logic 5.If a plurality of current collector types of identical construction are present on the rail vehicle SFZ, the current collector type which is most suitable for the travel of the rail vehicle SFZ based on operational criteria (e.g. direction of travel, wear, etc.) is used via the selection logic 5.In an optional step, the selected current collector type (here the first current collector type SAT 1) is transmitted via a radio connection device 3 and via the radio connection FUEL to the land side LS or to its land side IT infrastructure 7, in order to ensure increased safety during selection.The land page LS then additionally checks whether the current collector is suitable for the route section and enables its use or operation via the radio connection FUE accordingly.For example, the land page LS transmits a release information item to the rail vehicle SFZ, which is correspondingly evaluated by the selection logic 5.FIG. 3 shows, with reference to FIGS. 1 and 2, a second illustration of functions and components for carrying out the method according to the invention.In the case of an autonomously operated rail vehicle SFZ, no traction vehicle driver is on board, or the traction vehicle driver does not actively intervene in the control of the rail vehicle SFZ. Provision must therefore be made to monitor the function of the selected current collector type.However, the same measures can also be used with a conventionally controlled rail vehicle SFZ with traction vehicle driver in order to support the latter.Some measures for monitoring the function of the current collector SAT 1 will be considered in more detail below.The current collector SAT 1 is supplied with an air pressure by a compressed air supply DLV, which raises or lowers the current collector SAT 1 as required. Via an electropneumatic control valve of a pneumatic system PN, the control system 2 controls the current collector SAT 1 accordingly.A pressure detection PERK detects whether sufficient compressed air is present at the current collector SAT 1 to raise it. For this purpose, the pressure detection device PERK is pneumatically connected to the compressed air supply DLV. This compound is placed as close as possible to the current collector SAT1. As a result, the pressure detection PERK provides an electrical signal to a monitoring device UEB for evaluation.Optionally or additionally, a current flow between the current collector SAT 1 and an energy device EEINR is monitored, with the aid of which the rail vehicle is driven.The current collector SAT 1 transmits electrical energy when in contact with the overhead line OL and makes it available to the energy device EEINR. In this case, a transformer TR is interposed in the feed line as a current and voltage converter, which transformer converts the current current current or the current voltage on the overhead line or on the contact wire into a measurement signal.A voltage detection UERK detects whether sufficient voltage is present at the current collector SAT 1 after the lifting. For this purpose, it is connected to the electrical converter TR, which generates a converted and measurable low voltage from the high voltage coming from the current collector. The voltage detection UERK provides an electrical signal to the monitoring device UEB as a result.Optionally or additionally, an optical detection OPTERK is provided, which detects whether the current collector SAT 1 is correctly lifted.For this purpose, the optical detection OPTERK is connected to a camera KAM, which is mounted in the vicinity of the current collector SAT 1 at a suitable location and which preferably continuously captures the current collector SAT 1 with a camera image.The optical detection OPTERK provides an electrical signal to the monitoring device UEB as a result.Optionally or additionally, a further arc detection LBERK is provided. This uses the electrical signal of the converter TR and is therefore connected to the converter TR. On the basis of a current spectrum analysis, the arc detection LBERK detects an undesired arc. It provides the result as an electrical signal to the monitoring device UEB.The monitoring device UEB compares the results or signals obtained from the above-mentioned monitoring devices with the request for lifting the current collector SAT 1, which is made available to it by the control technology 2.Based on this, the monitoring device UEB detects the following errors:The current collector SAT1 is raised, although it should be lowered.The current collector SAT1 is lowered or not sufficiently raised, although it should be raised.The current collector SAT 1 does not correctly abut the overhead line OL.A pneumatically formed contact pressure of the current collector SAT 1 on the overhead line OL is not sufficient.An undesirable arc is formed between overhead line OL and current collector SAT1.the current collector is mechanically damaged.The monitoring device UEB transmits a detected fault to the control system 2, which then causes a safe lowering of the current collector SAT 1.In parallel, the monitoring device UEB transmits a corresponding message to the land page LS via the mobile radio device 3. As a result, the operation control center BLZ can be informed of the problem on the rail vehicle, if necessary.Optionally, detected fault states are communicated to the traction vehicle driver via a visualization device.

Claims

Method for selecting a current collector (SAT1) in a rail vehicle (SFZ), - in which the rail vehicle (SFZ) travels a route divided into route sections (AB1), - in which the rail vehicle (SFZ) selects a first current collector type (SAT1) or a second current collector type (SAT2) as a function of the travel route section (AB1) and uses it to remove energy from an overhead line (OL) for supplying energy to the rail vehicle (SFZ), - in which route sections (AB1) which are spatially defined (LOCATION1, LOCATION2) are made available for the travel route by an electronic route map (STRK), in which a current collector type (SAT1) to be used there for the energy extraction is assigned to each individual section (AB1) by the section card (STRK), - in which the rail vehicle (SFZ) determines its current position and determines a section (AB1) by means of a comparison with the spatially defined (LOCATION1, LOCATION2) sections (AB1) of the section card (STRK), - in which the rail vehicle (SFZ) automatically selects the current collector type (SAT1) to be used there based on the section card (STRK) for the determined section (AB1) and brings this current collector type into contact with the overhead line (OL) in an automated manner in the section (AB1).Method according to Claim 1, - in which the electronic route map (STRK) is provided on the side of the rail vehicle (SFZ), and / or - in which the electronic route map (STRK) is provided on the side of IT equipment to a stationary operation control centre (BLZ) which is referred to as the land side.Method according to Claim 2, - in which the route map (STRK) is preferably updated regularly, and / or - in which the land-side and the rail vehicle-side route map (STRK) are synchronized with one another regularly.Method according to Claim 1, - in which it is determined by the route map (STRK) for each route section (AB1, AB3) whether a rise height limitation (SAT1-MSHB, SAT1-OSHB) is to be used for the current collector there in this route section (AB1, AB3), - in which the rail vehicle (SFZ) automatically selects, automatically sets and uses the rise height limitation (SAT1-MSHB) to be used there on the basis of the route map (STRK) for the route section (AB3), in order to bring the current collector (SAT1) into contact with the overhead line (OL).Method according to Claim 1, in which the rail vehicle (SFZ) determines its current position on the route to be traveled with the aid of a location receiver (1).Method according to Claim 1, in which, in the event that a plurality of structurally identical current collector types (SAT1) are available on the rail vehicle (SFZ), a current collector type (SAT1) is selected from these for the route section (AB1) on the basis of operational criteria.Method according to one of the preceding claims, in which the rail vehicle (SFZ) transmits the selected current collector type (SAT1) and / or the selected rise height limit (SAT1-OSHB, SAT1-MSHB) to a land side (LS) which checks whether these are released for the section of track (AB1), and in which the land side (LS) notifies the rail vehicle of its use and operation via a release.Method according to one of the preceding claims, - in which a monitoring device (UEB) internal to the rail vehicle is used to monitor automatically and / or continuously whether there is fault-free contact of the selected current collector type with the overhead line (OL), and - in which a safety-related countermeasure is automatically implemented in the event of a fault being detected by the rail vehicle.Method according to one of the preceding claims, - in which a safe lowering of the current collector (SAT1) is carried out in the event of a fault detected, preferably via the control technology (2) of the rail vehicle, and / or - in which a corresponding message is initiated to a landing-side control point, preferably via the monitoring device (UEB), in the event of a fault detected, and / or - in which the detected fault is communicated to the traction vehicle driver, preferably via a visualization device.

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