Automatic vehicle based control system and method for a railroad vehicle

Abstract

The invention relates to an automated on-vehicle rail vehicle control system (20, 30). The present automated on-vehicle rail vehicle control system (20, 30) comprises an on-vehicle set point value detection unit (22), an automated train operating system (11) and a driving and braking unit (3), and additional sensors for detecting environment-related information. The on-vehicle set point value detection unit (22) is configured to determine, on the basis of on-vehicle positioning and map data (KD) as well as sensor data from the additional sensors, operative set point values for the control mode and the current driving mission of the rail vehicle. The automated train operating system (1) is configured to generate driving and braking commands (SW) on the basis of the set point values (SWV) of the on-vehicle set point value detection unit (22). The driving and braking unit (3) is configured to carry out traction and braking operations on the basis of the driving and braking commands (SW) that were determined. A rail vehicle is also described. The invention also relates to a method for the automated control of a rail vehicle.

Description

[0001] The invention relates to an automated, vehicle-mounted rail vehicle control system. Furthermore, the invention relates to a rail vehicle. In addition, the invention relates to a method for the automated control of a rail vehicle.

[0002] Rail vehicles are equipped with automation systems that traditionally rely primarily on adapting the infrastructure, i.e., the network in which the rail vehicle operates. These systems implement measures to protect the track against interference. Examples include platform doors or sensors to monitor track clearance in stations. Furthermore, the rail vehicles are significantly influenced from the outside. Fixed location markers within the infrastructure define synchronization points for this purpose. Traditionally, automated train operation relies on a train protection system with corresponding equipment on both the vehicle and infrastructure sides. This type of automated train control always requires adapted infrastructure outside the rail vehicles being controlled.If this system is not in place on a particular route, conventional autonomous driving is not possible on that route.

[0003] In DE 10 2017 101 505 A1 a method for optimizing driving operations is described based on route- and position-related data as well as non-route-related data.

[0004] In WO 2018 / 104477 A1, a method for lane detection is described. An image capture unit is used to detect a lane.

[0005] In DE 10 2012 215 533 A1, the position of a rail vehicle is corrected using images of stationary landmarks. For this purpose, vehicle-mounted sensors are used to detect the vehicle's surroundings. The position of the landmarks is then determined using position data from a database.

[0006] In Shenton R: "Video Train Positioning", IRSE AUSTRALASIA TECHNICAL MEETING, 18 March 2011 (2011-03-18), pages 1-8, XP003029634, a video-based odometry with automated detection of the position and speed of a rail vehicle is described, taking into account the curvature of a track section of a rail system.

[0007] US Patent 2015 / 268172A1 describes the optical monitoring of a track section in front of a rail vehicle using a camera mounted on the rail vehicle. An image of the track section is compared with a reference image to detect changes in the track section.

[0008] WO 2018 / 104454 A2 describes an automated obstacle detection system for railway vehicles, whereby object detection is limited to the image area containing the track being traversed and a critical area to its left and right. This image area is compared with known image metadata and additional information, such as route plans or maps.

[0009] In WO 2016 / 022 635 A1, a train control system is described which, based on a multitude of information sources, such as sensor data, map data, satellite navigation data, generates a model of the current environment of a rail vehicle and, based on this, determines control commands and carries out train control.

[0010] The task is therefore to specify an automated control system for a rail vehicle and a corresponding automated control procedure that require less effort and are more flexible in their application than conventional systems.

[0011] This problem is solved by an automated vehicle-side rail vehicle control system according to claim 1, a rail vehicle according to claim 7 and a method for automated control of a rail vehicle according to claim 8.

[0012] The automated vehicle-based rail vehicle control system according to the invention comprises a vehicle-based setpoint determination unit, an automated train operating system, a driving and braking unit, and additional sensors for acquiring environmental information. The automated vehicle-based setpoint determination unit, for example, an automated vehicle-based setpoint determination unit, is configured to dynamically determine operational setpoints for the control operation and for the current driving mission of the rail vehicle based on highly accurate vehicle-based position determination and highly accurate map data, as well as on dynamic influences detected by environmental information acquired through sensor data from the additional sensors, in order to move the rail vehicle according to the driving mission and the external environmental situation.A driving profile is based on data from the driving mission, and the recorded environmental information is taken into account in the current driving profile. The driving mission includes, for example, stops and dwell times that must be adhered to during a journey by a rail vehicle. Vehicle-side position determination is understood to be infrastructure-independent position determination, whereby the necessary sensors are integrated into the rail vehicle.

[0013] The control system dynamically determines target braking and acceleration values ​​to move the vehicle according to the driving mission and the external environment. A static speed profile results from the set route (see driving mission). The control system must first adjust the target speed for the vehicle while adhering to these specifications. Additionally, dynamic influences, such as traffic lights, other rail vehicles on the track, or potential obstacles in the path, are incorporated into the control system.

[0014] The driving mission comprises a predefined route and, if applicable, timetable data regarding the timing. It is thus the driving task that the vehicle is to perform. For example, the driving mission includes the instruction to travel from A to B according to a relative timetable. This involves traveling at the maximum possible speed with a dwell time of X seconds. Technical components can be used for highly accurate position determination, such as those that determine a highly accurate GPS position (corrected GPS). Furthermore, landmarks such as overhead line masts, track alignment, buildings, etc., serve as reference points. The SLAM method is mentioned as an example in this context. These features are acquired by the vehicle's environmental sensors. For highly accurate position determination, the measurement data from these components is then fused.Highly accurate GPS receivers, inertial sensors, vehicle odometry and environmental sensors can be used in a combination (fusion) suitable for rail vehicles.

[0015] The automated train operating system is designed to generate driving and braking commands based on the target values ​​of the vehicle-side target value determination unit.

[0016] At this level, adherence to a driving profile is taken into account. This driving profile is based on data from a current driving mission as well as map data, which includes information on maximum speeds and distances. A particularly energy-efficient driving profile can also be determined while adhering to the boundary conditions of the current driving mission, such as specified driving times, etc.

[0017] The driving and braking unit is designed to perform traction and braking operations based on the determined driving and braking commands.

[0018] Advantageously, the automated operation of the rail vehicle requires no modifications to the track or its infrastructure, because the automated, vehicle-side rail vehicle control system according to the invention comprises all components necessary for automated operation. Furthermore, the vehicle-side arrangement of the components necessary for automated driving, preferably autonomous driving, also facilitates mixed operation of automated and manually controlled vehicles, since no disruptive influences occur from infrastructure-side units that control automated or autonomous driving.

[0019] Another operating mode is the exchange of information between vehicles. This allows vehicles, for example, to extend their sensory range by incorporating data from other rail vehicles or other vehicles into their journey.

[0020] The rail vehicle according to the invention features the automated vehicle-side rail vehicle control system according to the invention. The rail vehicle according to the invention shares the advantages of the automated vehicle-side rail vehicle control system according to the invention.

[0021] In the inventive method for the automated control of a rail vehicle, the vehicle determines its position and acquires environmental information. Furthermore, operational setpoints for the control operation and the driving mission of the rail vehicle are dynamically determined based on the determined position, highly accurate map data, and dynamic influences identified from the environmental information, in order to move the rail vehicle according to the driving mission and the external environmental conditions. A driving profile is based on the driving mission data, and the acquired environmental information is taken into account in the current driving profile. Driving and braking commands are determined by an automated train operating system based on the setpoints of the vehicle's setpoint determination unit.Finally, traction and braking operations are carried out based on the determined driving and braking commands.

[0022] In addition to driving and braking commands, other road users can also be warned. In the simplest case, this can be done using a warning bell. However, direct feedback on current planning and driving maneuvers can also be given, for example, using a light strip on the outside of the vehicle that uses color coding to indicate different states.

[0023] Parts of the automated vehicle-mounted rail vehicle control system according to the invention can be predominantly implemented as software components. This applies in particular to parts of the setpoint determination unit and the automated train operating system. However, these components can also be partially implemented as software-supported hardware, such as FPGAs or similar devices, especially when particularly fast calculations are required. Similarly, the necessary interfaces, for example, when only data transfer from other software components is required, can be implemented as software interfaces. Alternatively, they can be implemented as hardware interfaces controlled by suitable software.

[0024] A partial software-based implementation has the advantage that computer systems already used in rail vehicles, which may, for example, be part of an automated control system, such as an autonomous or semi-autonomous control system, can be easily retrofitted by a software update to operate in the manner of the invention. In this respect, the problem is also solved by a corresponding computer program product with a computer program that can be directly loaded into a memory device of such a computer system, containing program sections to execute all steps of the method for the automated control of a rail vehicle when the computer program is executed in the computer system.

[0025] Such a computer program product may, in addition to the computer program itself, include additional components such as... z.B. Documentation and / or additional components, including hardware components such as hardware keys (dongles, etc.) for using the software, are included.

[0026] For transport to the computer system's storage device and / or for storage on the computer system, a computer-readable medium, such as a memory stick, a hard drive, or other portable or permanently installed data carrier, can be used, on which the program sections of the computer program that can be read and executed by a computer unit are stored. The computer unit can, for example, include one or more cooperating microprocessors or similar components.

[0027] The dependent claims and the subsequent description each contain particularly advantageous embodiments and further developments of the invention. In particular, the claims of one claim category may also be further developed analogously to the dependent claims of another claim category and their descriptive parts. Furthermore, within the scope of the invention, the various features of different embodiments and claims may also be combined to form new embodiments.

[0028] In a preferred embodiment of the automated vehicle-side rail vehicle control system according to the invention, the vehicle-side setpoint determination unit comprises one of the following sensors: a positioning unit, for example based on a satellite navigation system, an incremental odometer, an imaging system, an inertial sensor.

[0029] The aforementioned sensors can preferably be used in combination. Combining sensors makes it possible to compensate for the shortcomings of individual sensor types. For example, odometers are subject to sliding and skidding effects, and satellite-based positioning units exhibit inaccuracies when passing through tunnels or forests. The use of inertial sensors allows for direction detection when crossing switches.

[0030] In one embodiment of the automated vehicle-side rail vehicle control system according to the invention, the vehicle-side setpoint determination unit comprises a comparison unit for comparing the acquired sensor information with a high-precision route map. Such a high-precision map enables the exact identification of relevant route features both at the current position of the vehicle and for the subsequent course of a driving mission.

[0031] These relevant features, encompassed by the high-precision route map, can include at least some of the following information: the route, signal positions, stop positions, junctions.

[0032] Information about the route also includes values ​​of gradients on inclines and values ​​of curve radii, which are relevant for choosing a speed or traction power.

[0033] In one embodiment of the automated vehicle-mounted rail vehicle control system according to the invention, a current command for how the rail vehicle should move can be determined based on the current location, the driving mission, and the stored map. The determined location allows the current position of the rail vehicle to be ascertained on the stored map, and the driving mission provides information about the stops to be traveled, which can also be identified on the stored map. Thus, a route can be determined on the map, and based on the relevant features occurring along this route, commands for the operation of the rail vehicle can be defined.

[0034] Preferably, the information from the imaging system can be used to determine the following information: optical signal recognition, perception of other road users, perception of passengers at a stop for the purpose of carrying out stop management.

[0035] Advantageously, the automated vehicle-mounted rail vehicle control system according to the invention can also perceive information from the environment and take it into account in the current driving profile. For this purpose, the automated vehicle-mounted rail vehicle control system is equipped with the aforementioned additional sensors and evaluation units. The environmental information acquired with the aid of these units is processed together with the other sensor information to generate setpoint specifications for the automated train operating system. The setpoint specifications can include, for example, speed specifications or values ​​for speed control. Speed ​​control can be carried out with an automated system that sets a speed depending on the determined position information and environmental information.Alternatively, based on the environmental information and the position information, it can also be determined in a current situation how far the rail vehicle is allowed to move in the current situation.

[0036] The invention is explained in more detail below with reference to the accompanying figures and exemplary embodiments. The figures show: FIG 1 a schematic representation of a conventional system for automated rail vehicle control, FIG 2 a schematic representation of an automated vehicle-side rail vehicle control system according to a first embodiment of the invention, FIG 3 a schematic representation of an automated vehicle-side rail vehicle control system according to a second embodiment of the invention, FIG 4 a flowchart illustrating a method for automated control of a rail vehicle according to an embodiment of the invention.

[0037] In FIG 1 Figure 10 shows a schematic representation of a conventional system 10 for automated rail vehicle control. This system 10 incorporates a number of safety systems 2 integrated into the infrastructure. These safety systems 2 include, for example, technical devices designed to safeguard the track operation against interference. These include platform gates and sensors for monitoring track clearance. Furthermore, the safety systems include fixed, stationary markers for synchronizing the rail vehicles and stationary safety devices for braking or stopping rail vehicles.Part of the system 10 for automated rail vehicle control also includes on-board automated control units 1, which, based on information I transmitted by the technical infrastructure equipment, such as position data, stop signals, and the like, issue driving and braking commands SW and forward them to traction and braking units 3. The traction and braking units 3 execute the driving and braking commands, thus achieving automatic control of the rail vehicle's driving behavior.

[0038] In FIG 2 Figure 1 shows a schematic representation of an automated, vehicle-side rail vehicle control system 20 according to a first embodiment of the invention. The vehicle-side rail vehicle control system 20 differs from conventional automatic control systems of rail vehicles in that it is implemented on the vehicle side and does not require communication with infrastructure-side installations.

[0039] An embodiment in combination with train protection components and infrastructure as well as the vehicle's own intelligence is also possible, but not necessary for an automated or autonomous driving function.

[0040] The in FIG 2 The automated vehicle-side rail vehicle control system 20 shown, like the one in FIG 1 The conventional system 10 shown provides control 3 for the drive and brakes. Control 3 receives driving and braking commands SW from an automated train operating system 11. The automated train operating system 11 has a control and regulation function within the automated vehicle-side rail vehicle control system 20. Physical properties of the rail vehicle are taken into account. Firstly, driving and braking commands are implemented control-technically, and secondly, the automated train operating system 11 ensures adherence to a driving profile. These actions are based on setpoint specifications SWV. The setpoint specifications SWV are generated by a vehicle-side setpoint determination unit 22. The vehicle-side setpoint determination unit 22 is connected to vehicle-side sensors 21 and a database 23.The vehicle-side sensors 21 include satellite navigation units, incremental odometers, inertial sensors, or imaging units. Using the sensor data SD acquired by these sensors, the setpoint determination unit 22 calculates a local position P of the rail vehicle. Furthermore, the setpoint determination unit 22 includes a comparison unit 22a, which, in addition to the calculated position P, receives map data KD from a database 23. The combination of different sensor types allows for the compensation of inaccuracies in individual systems. For example, linear encoders exhibit sliding and skidding effects, and satellite signals are subject to shadowing effects when passing through tunnels or forests. The use of inertial sensors also enables direction detection when negotiating switches.

[0041] The adjustment unit 22a performs a comparison based on position P and map data KD, capturing and evaluating information contained in the map that is necessary for train operation and thus for the current target value specifications SWV. This information can include, for example, the route, signal positions, stop positions, junctions, and similar data.

[0042] The journey of a rail vehicle follows a predefined driving mission, which is defined, for example, by a timetable. The current target values ​​SWV, which specify how far the rail vehicle should move, are determined based on the current position P, the predefined driving mission, and the map data KD—more precisely, the route of the driving mission stored in the map data KD. As already mentioned, the determined target values ​​are transmitted to the automated train operating system 11, which uses them to generate driving and braking commands SW, which control the drive and brakes.

[0043] In FIG 3 Figure 1 shows a schematic representation of an automated vehicle-side rail vehicle control system 30 according to a second embodiment of the invention. The FIG 3 The vehicle-side rail vehicle control system 30 shown differs from the one in FIG 2 The vehicle-mounted rail vehicle control system 20 shown differs in that it has additional sensors 31 for acquiring information from the environment. The additional sensors include imaging systems and radar for signal detection, for perceiving other road users, for perceiving obstacles in the track area, and for perceiving passengers at stops. Furthermore, the system differs in FIG 3 The vehicle-side rail vehicle control system 30 shown is from the one in FIG 2 The vehicle-side rail vehicle control system 20 shown is enhanced by a setpoint determination unit 32, which evaluates the acquired additional sensor information SDZ and incorporates it into the determination of setpoint specifications SWV. In this way, the rail vehicle can move safely even in an unsecured and open area. The other units, such as the database 23, the automated train operating system 11, and the control unit 3 for the drive and brakes, do not differ in their function from those shown in FIG 2 illustrated units of the same name and are therefore used in connection with FIG 3 not explained in detail again.

[0044] In FIG 4Figure 400 shows a flowchart illustrating a method for the automated control of a rail vehicle according to an embodiment of the invention. In step 4.I, the vehicle's environment is first detected. Furthermore, in step 4.II, setpoint values ​​SWV for the control operation and the driving mission of the rail vehicle are determined based on the environment detection. Subsequently, in step 4.III, driving and braking commands SW are generated to maintain the determined driving mission based on the setpoint values ​​SWV of the vehicle's setpoint determination unit. Finally, in step 4.IV, traction and braking operations are carried out based on the determined driving and braking commands SW.

[0045] Finally, it should be noted once again that the methods and devices described above are merely preferred embodiments of the invention and that the invention can be varied by a person skilled in the art without departing from the scope of the invention, insofar as it is defined by the claims. For the sake of completeness, it should also be noted that the use of the indefinite articles "a" or "an" does not preclude the possibility that the features in question may be present multiple times. Likewise, the term "unit" does not preclude the possibility that it consists of several components, which may also be spatially distributed.

Claims

1. Automated on-vehicle rail vehicle control system (20, 30) having: - an on-vehicle setpoint value specification determination unit (22), - an automated train operating system (11), - a driving and braking unit (3) and - additional sensors for acquiring environmental information, wherein - the on-vehicle setpoint value specification determination unit (22) is configured, on the basis of a high-precision on-vehicle position determination and high-precision map data (KD) as well as dynamic influences identified from environmental information acquired on the basis of the sensor data from the additional sensors, to determine dynamically operative setpoint value specifications (SWV) for the regulation mode and the current driving mission of the rail vehicle, in order to move the rail vehicle according to the driving mission and the external environmental situation, wherein a driving profile is based on data of the driving mission and the acquired environmental information is taken into account in the current driving profile, - the automated train operating system (11) is configured to generate driving and braking commands (SW) on the basis of the setpoint value specifications (SWV) of the on-vehicle setpoint value specification determination unit (22) and - the driving and braking unit (3) is configured to carry out traction and braking operations on the basis of the driving and braking commands (SW) determined.

2. Automated on-vehicle rail vehicle control system according to claim 1, wherein the on-vehicle setpoint value specification determination unit (22) comprises at least one of the following sensors (21): - a position determination unit, - an incremental odometer, - an imaging system, - a radar system, - inertial sensors.

3. Automated on-vehicle rail vehicle control system according to one of the preceding claims, wherein the on-vehicle setpoint value specification determination unit (22) comprises a comparison unit (22a) for comparing the acquired sensor information with a high-precision route map.

4. Automated on-vehicle rail vehicle control system according to claim 3, wherein the high-precision route map comprises at least some of the following information: - course of the route, - signal positions, - stop positions, - branches.

5. Automated on-vehicle rail vehicle control system according to one of the preceding claims, wherein a current specification as to how the rail vehicle is to be moved can be determined on the basis of the current local position (P), the driving mission and the stored map (KD).

6. Automated on-vehicle rail vehicle control system according to claim 2, wherein the sensors have at least one imaging system or a radar system and the information from the imaging system or the radar system can be used to determine the following information: - signal identification, - perception of other traffic participants, - perception of passengers at a stop in order to carry out the appropriate procedure at the stop.

7. Rail vehicle having an automated on-vehicle rail vehicle control system according to one of the preceding claims.

8. Method for the automated control of a rail vehicle having the steps: - on-vehicle high-precision determination of a position (P) of the rail vehicle, - acquisition of environmental information, - dynamic determination of operative setpoint specifications for the regulation mode and the current driving mission of the rail vehicle on the basis of the position (P) determined, high-precision map data (KD) and dynamic influences identified on the basis of the environmental information, in order to move the rail vehicle according to the driving mission and the external environmental situation, wherein a driving profile is based on data of the driving mission and the acquired environmental information is taken into account in the current driving profile, - generating driving and braking commands (SW) on the basis of the setpoint value specifications (SWV), - carrying out traction and braking operations on the basis of the driving and braking commands (SW) determined.

9. Computer program product with a computer program which can be loaded directly into a memory unit of a control device of a rail vehicle, with program sections for performing all the steps of the method according to claim 8 when the computer program is executed in the control device.

10. Computer-readable medium on which program sections which can be executed by a computer unit are stored in order to carry out all the steps of the method according to claim 8 when the program sections are executed by the computer unit.

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