Railway vehicle and procedure for its operation

Description

[0001] The invention relates to a method for operating rail vehicles on a railway track system, which comprises at least one passenger transport area for transporting passengers and at least one depot area for parking the rail vehicles, wherein autonomous operation of the rail vehicles is possible in the passenger transport area.

[0002] Passenger transport areas of railway tracks can be equipped with trackside facilities that allow a rail vehicle to operate autonomously ("Automatic Train Operation", ATO).

[0003] Document DE 10 2014 212629 A1 describes a method for operating a rail vehicle. The position of the rail vehicle is recorded during travel and stored in a non-volatile memory of the rail vehicle. The stored position is used to restart the rail vehicle's journey.

[0004] Document WO 2019 / 134558 A1 relates to a train control method, apparatus, and system, wherein one end of a train is configured with a vehicle-on-board controller. The method includes a VOBC that detects an operating plan sent from an automatic train monitoring system. According to the direction indicated by the operating plan, the VOBC sets the train's operating direction as upstream or downstream.

[0005] The invention is based on the object of specifying a method for operating rail vehicles which enables an even more economically efficient operation of railway track systems than before.

[0006] This object is achieved according to the invention by a method having the features according to claim 1. Advantageous embodiments of the method according to the invention are specified in subclaims.

[0007] According to the invention, in order to put a rail vehicle parked in the depot area into operation, a travel command is transmitted to it which instructs a travel to a predetermined transfer point, the rail vehicle, when the travel command is present, begins its travel in an autonomous auxiliary driving mode and, after a predetermined condition has been met, switches from the autonomous auxiliary driving mode to the autonomous driving mode and continues its travel in the autonomous driving mode to the transfer point.

[0008] A key advantage of the method according to the invention is that autonomous driving, i.e., without personnel involvement, can be carried out not only in the passenger transport area, but also in the depot area in conjunction with vehicles parked in the depot area. For this purpose, the invention provides an autonomous auxiliary driving mode, which, after a parked rail vehicle has been put into operation or upon the presence of a corresponding driving command, first determines the start of the journey before a predefined condition for switching from autonomous auxiliary driving mode to autonomous driving mode is met.

[0009] According to the invention, the rail vehicle takes into account signals transmitted by trackside equipment during autonomous operation and disregards them during autonomous auxiliary operation. In particular, it is advantageous if the rail vehicle takes into account control signals transmitted by trackside equipment that define maximum speeds during autonomous auxiliary operation and disregards such control signals during autonomous auxiliary operation, for example, traveling at a maximum speed predefined for autonomous auxiliary operation.

[0010] According to the invention, the specified condition is considered to be fulfilled if the rail vehicle, after being put into operation in autonomous auxiliary operation, has passed over a specified number of track circles or beacons installed in the railway track system.

[0011] It is particularly advantageous if the specified condition is considered to be fulfilled when the rail vehicle has crossed two rail-side track circuits in autonomous auxiliary operation after commissioning.

[0012] In a variant of the method considered to be particularly advantageous, it is provided that if a request signal is generated by the control center or by the vehicle driver by a driver who wishes to use the rail vehicle and with which a rail vehicle parked in the depot area is requested to go to the transfer point, a check is carried out to determine whether the rail vehicle is permitted to travel autonomously through the depot area, a release signal is generated if the check shows that the route to be covered by the rail vehicle in autonomous auxiliary operation is safe or at least low in risk, and if the release signal is present, this is transmitted to the rail vehicle.

[0013] The request signal and / or the travel command preferably indicates the specified transfer point in the passenger transport area.

[0014] It is also advantageous if the request signal indicates the specified transfer point in the passenger transport area and the request signal together with the release signal forms the travel command.

[0015] In a further method variant considered to be particularly advantageous, it is provided that the request signal is generated by the vehicle driver and transmitted to the rail vehicle, the rail vehicle, after receiving the request signal, sends a request to a depot-side monitoring device as to whether the rail vehicle may travel autonomously through the depot area, the depot-side monitoring device checks the autonomous travelability after receiving the request, the depot-side monitoring device generates the release signal if the test shows that the route to be covered by the rail vehicle in autonomous auxiliary operation is safe or at least low-risk, and the rail vehicle executes the request signal as a travel command when the release signal is present.

[0016] In another method variant considered to be particularly advantageous, it is provided that the request signal is generated by the control center, a depot-side monitoring device checks whether the rail vehicle is permitted to travel autonomously in the depot area, the monitoring device generates the release signal if the test shows that the route to be covered by the rail vehicle in autonomous auxiliary operation is safe or at least low-risk, and if the release signal is present, the request signal is sent to the rail vehicle together with the release signal or without it as a travel command.

[0017] The depot-side monitoring device preferably comprises at least one camera directed at the depot area or at least a portion thereof.

[0018] The depot-side monitoring device can advantageously form part of the control center or be a separate device that can be connected to the control center.

[0019] The invention further relates to a railway track system comprising at least one passenger transport area for transporting passengers and at least one depot area for parking rail vehicles, wherein trackside facilities are provided in the passenger transport area which enable autonomous operation of the rail vehicles.

[0020] According to the invention, it is provided that the depot area or at least one or more sections of the depot area are equipped with one or more trackside devices that enable the rail vehicles to operate autonomously.

[0021] With regard to the advantages of the railway track system according to the invention, reference is made to the above statements in connection with the method according to the invention.

[0022] The invention further relates to a rail vehicle for operation on a railway track system, which comprises at least one passenger transport area for transporting passengers and at least one depot area for parking the rail vehicles, wherein the rail vehicle is suitable for being operated in an autonomous driving mode in the passenger transport area.

[0023] According to the invention, with regard to such a rail vehicle, it is provided that the rail vehicle is designed to begin its journey in an autonomous auxiliary driving mode when parked in the depot area and, upon the presence of a travel command instructing a journey to a predetermined transfer point, to switch from the autonomous auxiliary driving mode to the autonomous driving mode and to continue its journey in the autonomous driving mode to the transfer point after a predetermined condition has been met.

[0024] 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.

[0025] It is advantageous if the rail vehicle has a vehicle control device which comprises a computing device and a memory, in which memory a driving module is stored which enables autonomous driving when executed by the computing device, an auxiliary module is stored in the memory which enables autonomous auxiliary driving when executed by the computing device, and a control module is stored in the memory which is designed to initially activate the auxiliary module when the rail vehicle is put into operation and to switch from the auxiliary module to the driving module only when a predetermined switching condition is met.

[0026] The invention is explained in more detail below using exemplary embodiments; by way of example, Fig. 1-8 an embodiment of a railway track system, based on which embodiments of the method according to the invention are explained, and Fig. 9 an embodiment of a rail vehicle according to the invention, which is designed to travel on the railway track system according to the Figures 1-8 is suitable.

[0027] In the figures, the same reference symbols are always used for identical or comparable components.

[0028] The Figure 1 shows a railway track system 10, which includes a passenger transport area 11 and a depot area 12. In the embodiment according to the Figure 1 The passenger transport area 11 has two tracks 111 and 112, which are equipped with three stops or stations 113a, 113b and 113c.

[0029] Passenger transport area 11 has a variety of trackside facilities that enable autonomous operation of an autonomously driving rail vehicle. For reasons of clarity, the trackside facilities for this autonomous operation are shown in the Figure 1 not shown in detail.

[0030] The depot area 12 of the railway track system 10 has in the embodiment according to Figure 1 three sidings 121, 122 and 123. The sidings and depot area 12 as a whole are also equipped with trackside facilities that enable autonomous operation of an autonomously driving rail vehicle; the trackside facilities in depot area 12 are in the Figure 1 symbolized by circles, three of which are marked with the reference numerals 124a, 124b and 124.

[0031] The trackside equipment 124 may, for example, be track circles or beacons installed in the track bed of the railway track system 10.

[0032] The depot area 12 is also equipped with a monitoring device 30, which enables monitoring of the depot area 12 or at least sections of the depot area 12. For this purpose, the monitoring device 30 is equipped with cameras 31, whose camera signals KS are evaluated by an evaluation device 32 of the monitoring device 30. The monitoring device 30 is connected, for example, to a higher-level control center 40.

[0033] In the representation according to Figure 1 An autonomously driving rail vehicle 20 is located on siding 123 and is parked there.

[0034] The following are based on the Figures 2 to 8Examples of methods are explained with which the rail vehicle 20 can be put into operation without a driver, i.e. in an autonomous driving mode, and from there transferred to the passenger transport area 11: The Figure 2 shows a person qualified to drive the rail vehicle 20, hereinafter referred to as the driver (FF), who is located at station 113b of passenger transport area 11. The driver (FF) wishes to put the rail vehicle 20 into operation and drive it autonomously to station 113b, which forms the transfer point, where he wishes to take over the rail vehicle for further travel. For this purpose, the driver (FF) generates a request signal (AS), which he transmits, for example, by radio, to the rail vehicle 20 parked in depot area 12.

[0035] After receiving the request signal AS, the rail vehicle 20 generates a request A (see Figure 3), which it sends to the depot-side monitoring device 30. With request A, the rail vehicle requests whether it may enter the depot area autonomously or not.

[0036] After receiving the request A, the depot-side monitoring device 30 checks, based on the camera signals KS of the cameras 31, whether the depot area 12 as a whole or at least the track section 200 is clear and can be passed through by the rail vehicle 20 in an autonomous auxiliary driving operation without endangering it.

[0037] In the examples of implementation in connection with the Figures 1 to 8 For example, it is assumed that the rail vehicle 20 may not initially operate in autonomous driving mode after commissioning, but must first be operated in autonomous auxiliary driving mode. Switching from autonomous auxiliary driving mode to autonomous driving mode should only be possible or permitted when the rail vehicle 20 - based on the Figures 1 to 4 shown stopping position - has passed the first and second trackside devices 124a and 124b.

[0038] In other words, the track section 200, which extends from the stopping position to the second trackside device 124b, should first be traversed in autonomous auxiliary driving mode; only then should the rail vehicle 20 switch to autonomous driving mode and be permitted to travel in this mode through the remaining depot area 12 in the direction of the passenger transport area 11.

[0039] If the monitoring device 30 determines that the track section 200 up to the second trackside device 124b is clear or can be traversed safely, it generates a release signal FS on the output side, which signals that it is passable. The release signal FS is transmitted from the monitoring device 30 to the rail vehicle 20 (see Figure 4 ).

[0040] As soon as the rail vehicle 20 has received the release signal FS, it considers the request signal AS as a travel command and begins its journey towards the passenger transport area 11 to the station 113b, which is specified as the destination, for example, in the request signal AS. In this case, the rail vehicle 20 will initially travel in autonomous auxiliary driving mode in track section 200, i.e., until it passes the second trackside device 124b. In autonomous auxiliary driving mode, it will disregard signals received from the two trackside devices 124a and 124b or other trackside devices, which, for example, indicate permitted maximum speeds (see Figure 5 ) and preferably do not exceed a maximum speed specified for autonomous auxiliary driving.

[0041] Only after passing the second trackside facility 124b (see Figure 6) it will switch to autonomous driving mode and, in this mode—in a known manner, using or observing control signals received from trackside equipment 124, which indicate, for example, maximum speeds—will travel through depot area 12 into passenger transport area 11 and to station 113b. Once it has reached station 113b, the driver FF can take over the rail vehicle 20 and continue driving from there.

[0042] Alternatively, it is possible that the request signal AS is generated by the control center 40 and transmitted to the rail vehicle 20 (see Figure 7 ). In this case, too, the rail vehicle 20 can query the monitoring device 30 (query A) as to whether the track section 200 is passable and whether the journey towards the passenger transport area 11 - as in connection with the Figures 1 to 6described - can take place; and the monitoring device 30 can, if necessary, generate the release signal FS.

[0043] In addition, it is alternatively possible for the control center 40 to send the request signal AS directly to the monitoring device 30, which, after checking the accessibility of the depot area 12 or the track section 200, transmits the release signal FS together with the request signal AS as a travel command FB to the rail vehicle 20 (see Figure 8 ).

[0044] The Figure 9 shows an embodiment of the rail vehicle 20 according to the Figures 1 to 8in more detail. The rail vehicle 20 has a vehicle control device 210, which includes a computing device 211 and a memory 212. A driving module ATO is stored in the memory 212, which, when executed by the computing device 211, enables autonomous driving, as is generally known in the field of railway technology, particularly in the field of rail-based local transport.

[0045] In addition, an auxiliary module HM is stored in the memory 212 which, when executed by the computing device, enables autonomous auxiliary driving operation in which - unlike in autonomous driving operation - control signals transmitted by trackside devices are disregarded and, preferably independently of received control signals, a maximum speed specified for the autonomous auxiliary driving operation is not exceeded.

[0046] A control module SM is designed to initially activate the autonomous auxiliary driving mode, i.e. the auxiliary module HM, during commissioning and to switch from the auxiliary module to the driving module ATO only when a predetermined switching condition is met, for example after commissioning in autonomous auxiliary driving mode a predetermined number of trackside devices 124a and 124b (e.g. track circles or balises) installed in the railway track system 10 have been passed over.

[0047] Furthermore, the above statements apply in connection with the Figures 1 to 8 accordingly. List of reference symbols

[0048] 10Railway track system 11Passenger transport area 12Depot area 20Rail vehicle 30Monitoring device 31Camera 32Evaluation device 40Control center 111Track 112Track 113aStation 113bStation 113cStation 121Siding 122Siding 123Siding 124Lineside equipment 124aLineside equipment 124bLineside equipment 200Line section 210Vehicle control device 211Computer device 212Memory ARequest ASRequest signal ATODrive module FBDrive command FFVehicle driver FSRelease signal KSCamera signal HMAuxiliary module SMControl module

Claims

1. Method for operating rail vehicles (20) on a railway track system (10), which comprises at least one passenger transport area (11) for transporting passengers and at least one depot area (12) for parking the rail vehicles (20), wherein an autonomous drive mode of the rail vehicles (20) is possible in the passenger transport area (11), characterised in that - in order to commission a rail vehicle (20) parked in the depot area (12), a travel command (FB) which instructs travel to a predetermined transfer point (113b) is transferred hereto, - with the existence of the travel command (FB), the rail vehicle (20) begins its travel in an autonomous auxiliary drive mode and after fulfilling a predetermined condition switches from the autonomous auxiliary drive mode into the autonomous drive mode and continues its travel in autonomous drive mode to the transfer point (113b), - a monitoring apparatus (30) generates an enable signal (FS) which signals the passability of a section of track (200) and transmits the same to the rail vehicle if this establishes that the section of track (200) up to the second track-side facility (124b) is free and can be passed through in autonomous auxiliary drive mode without putting the rail vehicle (20) at risk, - in autonomous drive mode the rail vehicle (20) takes account of signals transmitted from the track-side facilities (124, 124b, 124) and leaves the same unconsidered in autonomous auxiliary drive mode, - the predetermined condition is considered to be fulfilled if, after commissioning in autonomous auxiliary drive mode, the rail vehicle (20) has traversed a predetermined number of track-side facilities.

2. Method according to claim 1, characterised in that the predetermined condition is considered to be fulfilled if after commissioning in autonomous auxiliary drive mode the rail vehicle (20) has traversed two rail-side track circuits.

3. Method according to one of the preceding claims, characterised in that - if a request signal (AS) generated on the control centre side or vehicle driver side by a driver wishing to use the rail vehicle (20) exists, with which request signal a rail vehicle (20) parked in the depot area (12) is requested at the transfer point (113b), a check is carried out to determine whether the rail vehicle (20) is permitted to autonomously pass the depot area (12), - the enable signal (FS) is generated if the check results in a risk-free or at least low-risk passability of the stretch (200) to be covered by the rail vehicle (20) in autonomous auxiliary mode and - if the enable signal (FS) exists, this is transmitted to the rail vehicle (20).

4. Method according to claim 3, characterised in that the request signal (AS) and / or the travel command (FB) specifies the predetermined transfer point (113b) in the passenger transport area (11).

5. Method according to one of claims 3 or 4, characterised in that the request signal (AS) specifies the predetermined transfer point (113b) in the passenger transport area (11) and the request signal (AS) forms the travel command (FB) together with the enable signal (FS).

6. Method according to one of the preceding claims 3 to 5, characterised in that - the request signal (AS) is generated on the vehicle driver side and is transmitted to the rail vehicle (20), - after receiving the request signal (AS) the rail vehicle (20) sends a request (A) to the depot-side monitoring facility (30) to determine whether the rail vehicle (20) is permitted to autonomously pass the depot area (12), - after receiving the request (A) the depot-side monitoring facility (30) checks the autonomous passability, - the depot-side monitoring facility (30) generates the enable signal (FS) if the check results in a risk-free or at least low-risk passability of the stretch (200) to be covered by the rail vehicle (20) in autonomous auxiliary mode, and - the rail vehicle (20) executes the request signal (AS) as a travel command (FB) if the enable signal (FS) exists.

7. Method according to one of the preceding claims 3 to 5, characterised in that - the request signal (AS) is generated on the control centre side, - a check is carried out by a depot-side monitoring facility (30) to determine whether the rail vehicle (20) is permitted to autonomously pass the depot area (12), - the monitoring facility (30) generates the enable signal (FS) if the check results in a risk-free or at least low-risk passability of the stretch (200) to be covered by the rail vehicle (20) in autonomous auxiliary mode, and - with the existence of the enable signal (FS) the request signal (AS) is sent together with the enable signal (FS) or without this as a travel command (FB) to the rail vehicle (20).

8. Method according to one of the preceding claims, characterised in that the depot-side monitoring facility (30) comprises at least one camera (31), which is directed at the depot area (12) or at least a section thereof.

9. Method according to one of the preceding claims, characterised in that the depot-side monitoring facility (30) forms a component of the control centre (40) or is a facility connected to the control centre (40).

10. Railway track system (10), which comprises at least one passenger transport area (11) for transporting passengers and at least one depot area (12) for parking rail vehicles (20), wherein in the passenger transport area (11) track-side facilities (124a, 124b, 124) are available which enable an autonomous driving mode of the rail vehicles (20), characterised in that the railway track system is configured to carry out a method according to one of the preceding claims,11. Rail vehicle (20) for operation on a railway track system (10), which comprises at least one passenger transport area (11) for transporting passengers and at least one depot area (12) for parking the rail vehicles (20), wherein the rail vehicle (20) is suited to being operated in an autonomous drive mode in the passenger transport area (11), characterised in that the rail vehicle is configured to carry out a method according to one of claims 1 to 10.

12. Rail vehicle (20) according to claim 11, characterised in that - the rail vehicle (20) has a vehicle control facility (210), which comprises a computing facilty (211) and a memory (212), - a driving module (ATO) is stored in the memory (212), which upon execution by the computing facility (211) enables an autonomous drive mode, - an auxiliary module (HM) is stored in the memory (212), which, upon execution by the computing facility (211), enables an autonomous auxiliary drive mode, and - a control module (SM) is stored in the memory (212), which is designed to first activate the auxiliary module (HM) upon commissioning of the rail vehicle (20) and to only switch from the auxiliary module (HM) to the drive module (ATO) when a predetermined switchover condition is fulfilled.