VEHICLE, IN PARTICULAR RAIL VEHICLE, AND METHOD FOR ITS OPERATION

Description

[0001] The invention relates to a method for operating a vehicle, in particular a rail vehicle, wherein in the method a failure state indication specifying the failure state of the vehicle's brakes is determined and a braking capacity value indicating the braking capacity of the vehicle's brakes is determined taking into account the failure state indication.

[0002] International patent application WO 2015 / 128147 A1 discloses a method with the features according to the preamble of claim 1. In this previously known method, a failure state measurement value indicating the current failure state of the brakes is determined based on at least two measured values. The permissible maximum speed of the vehicle can then be determined based on this failure state.

[0003] German patent application DE 10 2012 108 395 A1 discloses a method for calculating a driving recommendation for a rail vehicle. In the previously known method, the current position and speed of the rail vehicle, as well as the temperatures of brake components, are recorded as instantaneous state parameters. The currently available braking force of the brake components is calculated based on a comparison of the instantaneous state parameters with stored target ranges. Taking into account the current position and speed of the rail vehicle and the currently available braking force of the brake components obtained from the comparison, the respective driving recommendation can be updated during the journey for the respective position of the rail vehicle.Furthermore, the operational readiness of the brake components can be checked, so that in particular a possible malfunction in one or more of the brake components can lead to a changed driving and braking recommendation for the respective position of the rail vehicle, as can a momentary unfavorable situation. dh Temperature that reduces braking power.

[0004] The invention is based on the objective of providing a method for operating a vehicle in which driving behavior that is particularly favorable for plant operation can be achieved.

[0005] This problem is solved according to the invention by a method with the features according to claim 1. Advantageous embodiments of the method according to the invention are specified in the dependent claims.

[0006] According to the invention, it is provided that during travel in a section of the route, at least once, preferably regularly or irregularly, a current failure state indication is determined, a current braking capacity value indicating the current braking capacity of the vehicle's brakes is determined taking into account the current failure state indication during travel, and based on route information describing the currently traveled or next to be traveled section of the route, as well as on the current braking capacity value during travel, a location-dependent target speed profile is calculated, which defines the target speed of the vehicle above the location in the currently traveled or next to be traveled section of the route.

[0007] A significant advantage of the method according to the invention is that – unlike the previously known method described above – during travel not only is the actual braking performance of the brakes determined, but an adapted target speed profile is also continuously calculated. Such a target speed profile can take into account operational constraints such as track conditions, optimal train headways, or minimal energy consumption. According to the invention, the target speed, which is generally lower than the maximum permissible vehicle-dependent speed, is thus adjusted to the respective braking performance during travel.For example, if problems occur with the brakes, braking can be initiated earlier than would normally be the case with functioning brakes, or shorter braking distances can be planned if brakes previously considered malfunctioning or impaired become operational again during the journey. Thus, in the event of a failure – depending on its extent – ​​continuous operation of the vehicle with an adapted, optimal target speed profile is possible because the current braking performance is determined and the target speed profile is updated based on this performance while driving. Unlike conventional methods, a failure of brake components does not interrupt the journey; instead, operation continues with the adapted target speed profile.Such a target speed profile is preferably adapted to the track conditions of the respective track section as well as other parameters and is generally, particularly with regard to optimal train headways, below the permissible vehicle-dependent maximum speed; the invention therefore relates to a location-dependent target speed profile depending on the current braking capacity and goes far beyond the determination of a vehicle-specific maximum speed.

[0008] It is considered particularly advantageous if, in the case of driver-controlled operation of the vehicle, a display device is activated on which the target speed at the respective vehicle location is visualized according to the target speed profile.

[0009] In the case of autonomous driving operation of the vehicle, the vehicle control is preferably based on the location-dependent target speed profile such that the vehicle drives at the target speed specified for the respective vehicle location according to the target speed profile.

[0010] The respective target speed, which depends on the vehicle's location, is preferably visualized on the vehicle's speedometer, including a rescaling of the display.

[0011] It is particularly advantageous if the target speed profile is calculated taking into account planned stopping procedures in such a way that minimum train headways are achieved.

[0012] It is also advantageous if the target speed profile is calculated in such a way that energy consumption is minimal while adhering to a predetermined timetable.

[0013] The target speed profile is preferably calculated in such a way that the target speed is predominantly, i.e. at all locations or at least at most locations, lower than the maximum speed that the vehicle could actually travel, taking into account its current braking performance and adhering to specified safety criteria.

[0014] The calculation of the target speed profile is preferably carried out in an ETCS (European Train Control System)-compatible manner, particularly preferably in an ETCS-compatible vehicle control unit.

[0015] The route information, i.e., such or at least route-related information that enables the route information to be read from a route information database stored on the vehicle, is preferably transmitted to the vehicle by a route-side device during the journey.

[0016] It is advantageous, for example, if the route information, i.e., such information or at least route-related information that allows the route information to be read from a route information database stored on the vehicle, is transmitted from an ETCS-compatible balise to the vehicle during the journey.

[0017] Using the respective failure condition information, a braking performance value is preferably determined and the braking capacity value is preferably calculated on the basis of the braking performance value and the respective vehicle mass.

[0018] If, during driving, the fault status indicates a component failure, a warning signal is preferably generated.

[0019] The vehicle's mass is preferably measured while driving, generating a mass measurement value, and the braking performance value is preferably determined at least partially as a function of this mass measurement. The mass is preferably determined based on a pressure value or pressure curve recorded at a pneumatic suspension system of the vehicle.

[0020] The invention further relates to a vehicle control unit for a vehicle, in particular a rail vehicle, wherein the vehicle control unit is suitable for determining a failure state indication specifying the failure state of the vehicle's brakes and for determining a braking capacity value indicating the braking capacity of the vehicle's brakes, taking into account the failure state indication.

[0021] According to the invention, the vehicle control unit is designed in such a way that, during travel in a section of the route, it determines at least once, preferably regularly or irregularly, a current failure status indicating the current failure state of the brakes, determines a braking capacity value indicating the current braking capacity of the vehicle's brakes taking into account the current failure status during travel, and, based on route information describing the currently traveled or next to be traveled section of the route, as well as on the current braking capacity value during travel, calculates a location-dependent target speed profile that defines the target speed of the vehicle above the location in the currently traveled or next to be traveled section of the route.

[0022] Regarding the advantages of the vehicle control unit according to the invention and its advantageous embodiments, reference is made to the above statements in connection with the method according to the invention and its advantageous embodiments, since the advantages of the method according to the invention essentially correspond to those of the vehicle control unit according to the invention.

[0023] It is considered advantageous if the vehicle control unit has a computing device and a memory in which at least one control program module is stored, which, when executed by the computing device, determines or at least co-determines the operation of the vehicle control unit, and the control program module is programmed in such a way that it can execute a procedure as described above.

[0024] The vehicle control unit is preferably an ETCS-compatible vehicle control unit.

[0025] The invention also relates to a vehicle, in particular a rail vehicle, with a vehicle control unit as described above. Regarding the advantages of the vehicle according to the invention and its advantageous embodiments, reference is made to the above explanations in connection with the method according to the invention and its advantageous embodiments.

[0026] The invention is explained in more detail below using exemplary embodiments, including the following: Figure 1 shows an embodiment of a rail vehicle according to the invention during a journey on a railway line and shortly before entering the next section of track; Figure 2 shows the operation of a vehicle control unit of the rail vehicle according to the invention. Figure 1Based on an exemplary course of a target speed profile determined by the vehicle control unit, Figure 3 shows in more detail a first embodiment of a vehicle control unit according to the invention for the rail vehicle according to the Figure 1 and 6 , Figure 4 shows in more detail a second embodiment of a vehicle control unit according to the invention for the rail vehicle according to the Figure 1 and 6 , Figure 5 shows in more detail a third embodiment of a vehicle control unit according to the invention for the rail vehicle according to the Figure 1 and 6 , Figure 6 with one of the vehicle control units according to the Figures 3 to 5 equipped rail vehicle after entering a section of track two sections ahead and Figure 7 the operation of the vehicle control unit after entering the section two sections ahead according to Figure 6based on an exemplary progression of the target speed profile determined by the vehicle control unit.

[0027] For the sake of clarity, the same reference symbols are always used in the figures for identical or comparable components.

[0028] The Figure 1 Figure 10 shows a rail vehicle traveling on a railway line 20. In the Figure 1 The rail vehicle 10 is located at the end of a track section SAI and shortly before entering the next track section SAI+1. At the end of track section SAI, a trackside device 30, for example in the form of an ETCS-compatible balise, is installed, which transmits a track-related information SBA to the passing rail vehicle 10. The transmission preferably takes place wirelessly via radio, for example in an ETCS-compatible format.

[0029] The trackside device 30 preferably identifies itself and transmits as track-related information SBA preferably an identifier about the respective track section SAi in which it is located, as well as an identifier about the next or adjacent track section SAi+1.

[0030] The rail vehicle 10 is equipped with a vehicle control unit 100, which, based on the route-related specification SBA for the next or preceding track section SAi+1, determines a location-dependent target speed profile Vsoll(x), which defines the target speed Vsoll of the rail vehicle 10 above the location X in the next track section SAi+1 to be traveled.

[0031] The location-dependent target speed profile Vsoll(x) is exemplified in the Figure 2The graph is shown above location X for the track section SAi+1, which extends from location Xi+1 to location Xi+2. It can be seen that the location-dependent target speed profile Vsoll(x) is lower for all locations X, or at least for most locations X (i.e., predominantly), than the maximum speed Vmax that the rail vehicle 10 would actually be permitted to travel, considering its current braking performance and adhering to specified safety criteria.

[0032] The location-dependent target speed profile Vsoll(x) is preferably calculated taking into account planned stopping procedures, the expected driving behavior of preceding rail vehicles and given timetable data in such a way that optimal train interval times and a timetable-compliant journey with minimal energy consumption are achieved.

[0033] The Figure 3 shows a first embodiment for the rail vehicle 10 and the vehicle control unit 100 in more detail.

[0034] The vehicle control unit 100 comprises a computing unit 110 and a memory 120 in which at least one software program module SPM is stored. When executed by the computing unit 110, the software program module SPM determines the operation of the vehicle control unit 100 either completely on its own or, alternatively, at least partially in conjunction with other components or software modules.

[0035] The software program module SPM includes, among other things, a braking capacity determination module BVBM, which, when executed by the computer unit 110, forms a braking capacity determination device, a target speed determination module SGBM, which, when executed by the computer unit 110, forms a target speed determination device, and a database DB.

[0036] If the rail vehicle 100 is to be able to drive autonomously, a vehicle control module FSM is preferably also available, which, when implemented by the computing unit 110, forms a vehicle control unit.

[0037] If the rail vehicle 100 is to be operated or driven by a driver, the rail vehicle 10 is preferably additionally equipped with a display device AZ that can display a location-dependent target speed profile Vsoll(x) generated by the target speed determination module SGBM. Such a display device AZ is preferably controlled in such a way that the target speed Vsoll at the respective vehicle location X is visualized according to the location-dependent target speed profile Vsoll(x).

[0038] It is advantageous if the display device AZ is integrated into the speedometer and the respective target speed Vsoll, which depends on the vehicle location X, is visualized on the speedometer, including a rescaling of the speed display.

[0039] The rail vehicle has multiple brakes 130, which themselves generate a brake status indicator (BZA) specifying their respective state and transmit this information – regularly or irregularly – automatically to the brake capacity determination module (BVBM), or at least output a corresponding brake status indicator (BZA) to the brake capacity determination module (BVBM) upon a corresponding query from the brake capacity determination module (BVBM). The brakes 130 can be mechanical brakes 130, such as friction brakes, and / or electrodynamic brakes 130, which are generated, for example, by drive motors and convert braking energy into electrical energy.

[0040] The braking performance determination module BVBM evaluates the brake condition data BZA of the various brakes 130 by forming a failure condition data AZA and generates a warning signal WS if at least one of the brake condition data BZA indicates a failure of its respective brake 130 or at least a loss of braking performance.

[0041] The braking performance determination module BVBM uses the failure status information AZA to calculate a braking performance value BVW, which quantifies the combined current braking performance of the brakes 130. The braking performance value BVW is transmitted to the target speed determination module SGBM.

[0042] The target speed determination module SGBM is also connected to a communication device 140 of the rail vehicle 10. The communication device 140 is suitable for communication with the trackside device 30 according to Figure 1to communicate or at least to receive data such as the route-related information SBA and forward it to the target speed determination module SGBM.

[0043] After receiving the route-related specification SBA from the database DB, which as shown can be stored in memory 120 or in another memory not shown, the target speed determination module SGBM reads route information SI for the preceding route section SAi+1, which describes the route section SAi+1 to be traveled next.

[0044] Based on the route information SI and on the basis of the respective current braking performance value BVW, the target speed determination module SGBM preferably calculates the location-dependent target speed profile Vsoll(x) while still traveling in the track section SAi, which defines the target speed Vsoll of the rail vehicle 10 above the location X in the next track section SAi+1 to be traveled.

[0045] The location-dependent target speed profile Vtarget(x) is transmitted to the vehicle control module FSM and the display unit AZ, enabling the vehicle control module FSM to control the rail vehicle 10 during autonomous driving based on the location-dependent target speed profile Vtarget(x). During driver-controlled driving, the display unit AZ shows the entire location-dependent target speed profile Vtarget(x) or at least the respective target speed Vtarget for the current vehicle location. X.

[0046] The target speed determination module SGBM is preferably programmed in such a way that it calculates the target speed profile such that the target speed at every point in the track section, or at least at most points in the track section, is lower than the maximum speed that the vehicle is actually permitted to travel, taking into account the current braking performance value BVW and adhering to specified safety criteria in accordance with ETCS guidelines.

[0047] The Figure 4 Figure 1 shows a second embodiment of the rail vehicle 10 and the vehicle control unit 100 in more detail.

[0048] In contrast to the embodiment according to Figure 3Additionally, a mass sensor 150 is present, which determines the respective vehicle mass or weight and transmits a corresponding mass value M to the brake performance determination module BVBM. The brake performance determination module BVBM is programmed in such a way that it determines the brake performance value BVW not only depending on the failure status indication AZA, but also using the respective mass value. M.

[0049] Furthermore, the above explanations apply in connection with the Figures 1 to 3 for the embodiment shown in Figure 4 accordingly.

[0050] The Figure 5 Figure 1 shows a third embodiment of the rail vehicle 10 and the vehicle control unit 100 in more detail.

[0051] In contrast to the embodiment according to the Figures 3 and 4 In the exemplary embodiment according to Figure 5assumed that the trackside facility 30 according to Figure 1 The route information has already been fully transmitted to SI, so that the DB database in rail vehicle 10 can be dispensed with.

[0052] Furthermore, the above explanations apply in connection with the Figures 1 to 4 for the embodiment shown in Figure 5 accordingly.

[0053] The Figure 6 The rail vehicle 10 shows according to the Figures 1 to 5 during travel on railway line 20 after entering the next track section SAi+2, and in the event that the trackside device 30 responsible for transmitting the relevant track-related information SBA is not mounted at the end of the preceding track section SAi+1, but only at the beginning of the following track section SAi+2. In this case, the vehicle control unit 100 will transmit the location-dependent target speed profile Vsoll(x) (see Figure 7) for the route section SAI+2 only after entering it, based on the route-related information SBA received there.

[0054] Furthermore, the above explanations apply in connection with the Figures 1 to 5 accordingly.

[0055] Although the invention has been illustrated and described in detail by means of preferred embodiments, the invention is not limited by the disclosed examples.

Claims

1. Method for operating a vehicle, in particular a rail vehicle (10), wherein in the method - a failure state indication (AZA) indicating the failure state of brakes (130) of the vehicle is ascertained and - a stopping power value (BVW) indicating the stopping power of the brakes (130) of the vehicle is ascertained taking into account the failure state indication (AZA), characterised in that - during the journey in a track section (SA), a current failure state indication (AZA) indicating the respective current failure state of the brakes (130) is ascertained at least once, preferably regularly or irregularly, - a current stopping power value (BVW) indicating the current stopping power of the brakes (130) of the vehicle is ascertained during the journey, taking into account the respective current failure state indication (AZA) and - based on an item of track information (SI) which describes the respective track section (SA) traversed or the track section to be traversed next, and based on the respective current stopping power value (BVW), a location-dependent target speed profile (Vtarget (x)) is calculated during the journey which defines the target speed (Vtarget) of the vehicle with respect to the location (X) in the respective track section traversed or the track section to be traversed next.

2. Method according to claim 1, characterised in that, in the case of a driver-controlled operation of the vehicle, a display facility (AZ) is actuated, on which the target speed (Vtarget) at the respective vehicle location (X) is visualised in accordance with the target speed profile (Vtarget(x)).

3. Method according to one of the preceding claims, characterised in that, in the case of autonomous travel operation of the vehicle, the vehicle control takes place based on the location-dependent target speed profile (Vtarget(x)) such that the vehicle moves at the target speed (Vtarget) predefined for the respective vehicle location (X) in accordance with the target speed profile (Vtarget(x)).

4. Method according to one of the preceding claims, characterised in that the respective target speed (Vtarget) dependent on the vehicle location (x) is visualised on a tachometer of the vehicle taking into account a rescaling of the display on the display facility (AZ).

5. Method according to one of the preceding claims, characterised in that - the target speed profile (Vtarget(x)) is calculated taking into account intended stopping procedures such that minimal train headway times are achieved, and / or - the target speed profile is calculated such that the energy consumption while adhering to a predefined timetable is minimal, and / or - the target speed profile is calculated such that the target speed is always or at least predominantly less than the maximum speed at which the vehicle would actually be allowed to travel, taking into consideration the current stopping power value (BVW) while adhering to predefined safety criteria.

6. Method according to one of the preceding claims, characterisedin that the calculation of the target speed profile (Vtarget(x)) is carried out in an ETCS-compatible vehicle control device (100).

7. Method according to one of the preceding claims, characterised in that the track information (SI) as such or at least a track-related indication (SBA), which facilitates a readout of the track information (SI) from a track information database (DB) stored on the vehicle, is transmitted from a trackside facility (30) to the vehicle during the journey.

8. Method according to one of the preceding claims, characterisedin that the track information (SI) as such or at least a track-related indication (SBA), which facilitates a readout of the track information (SI) from a track information database (DB) stored on the vehicle, is transmitted from an ETCS-compatible balise to the vehicle during the journey.

9. Method according to one of the preceding claims, characterised in that a stopping power value is ascertained using the respective failure state indication (AZA) and the stopping power value (BVW) is calculated based on the stopping power value and the respective vehicle mass.

10. Method according to one of the preceding claims, characterised in that, in the event of the failure state indication (AZA) pointing to a component failure during the journey, a warning notification (WS) is generated.

11. Method according to one of the preceding claims, characterised in that the respective vehicle mass is measured during the journey, forming a mass measurement value (M) and the stopping power value (BVW) is determined also dependent on at least the mass measurement value (M).

12. Vehicle control device (100) for a vehicle, in particular a rail vehicle (10), wherein in the vehicle control device (100) is suitable for - ascertaining a failure state indication (AZA) indicating the failure state of brakes (130) of the vehicle and - ascertaining a stopping power value (BVW) indicating the stopping power of the brakes (130) of the vehicle taking into account the failure state indication (AZA), characterised in that - the vehicle control device (100) is configured such that, during the journey in a track section (SA), it ascertains a current failure state indication (AZA) indicating the respective current failure state of the brakes (130) at least once, preferably regularly or irregularly, - it ascertains a stopping power value (BVW) indicating the current stopping power of the brakes (130) of the vehicle during the journey, taking into account the respective current failure state indication (AZA) and - based on an item of track information (SI) which describes the respective track section (SA) traversed or the track section to be traversed next, and based on the respective current stopping power value (BVW), it calculates a location-dependent target speed profile (Vtarget (x)) during the journey which defines the target speed (Vtarget) of the vehicle with respect to the location (X) in the respective track section traversed or the track section to be traversed next.

13. Vehicle control device (100) according to claim 12, characterised in that - the vehicle control device (100) has a computing facility (100) and a memory (120), in which at least one control program module (SPM) is stored, which determines or at least partly determines the mode of operation of the vehicle control device (100) when executed by the computing facility (110), and - the control program module (SPM) is programmed such that it can carry out a method according to one of claims 1 to 11.

14. Vehicle control device (100) according to one of the preceding claims 12-13, characterised in that the vehicle control device (100) is an ETCS-compatible vehicle control device (100).

15. Vehicle, in particular rail vehicle (10), characterised in that the vehicle is equipped with a vehicle control device (100) according to one of the preceding claims 12-14.