Speed control

Abstract

The invention relates to a method (100) for controlling a vehicle (10), in which a respective limit speed of a first type and / or a limit speed of a second type is determined (102) by multiple sub-systems (12, 13, 14, 16) of the vehicle (10). From a number of determined limit speeds of the first type and limit speeds of the second type, a smallest limit speed is selected (106) a the control parameter. A speed of the vehicle (10) is then controlled (108) based on the control parameter selected in this way.

Description

[0001] Description

[0002] Speed ​​control

[0003] The invention relates to a method for controlling a vehicle, a vehicle control system, a computer program and a computer-readable medium.

[0004] A vehicle's maximum design speed results from its construction and the maximum possible performance of its weakest subsystem. Such a subsystem can be, for example, a drive system, a vehicle brake, a bogie or a chassis. In addition to a vehicle's maximum design speed, the vehicle's permissible maximum speed can be reduced by a circumstance relating to the current operating state of a subsystem. For example, if elevated temperatures occur during operation of bearings, the drive system, or components of a vehicle brake, the subsystem in question can limit the vehicle's maximum design speed to a permissible maximum speed.Other reasons for reducing the maximum design speed of a vehicle can be, for example, vibrations in vehicle components, a reduction in the vehicle's running stability or a lack of pressure in the vehicle's pneumatic or hydraulic systems. Different subsystems can therefore have different restrictions at the same time, which make a reduction in the maximum design speed necessary. In order to comply with the maximum permissible speed restricted by the operation of the vehicle, the vehicle is braked by means of a braking device on the vehicle if the stated maximum permissible speed is exceeded. However, this leads to high wear and tear on the subsystems, in particular on the vehicle brake itself.The object of the invention is to provide a low-wear and reliable control of the speed of a vehicle.

[0005] This object is achieved by a method for controlling a vehicle according to the features of claim 1. Furthermore, this object is achieved by a vehicle control according to the features of the independent device claim as well as by a computer program according to the features of claim 14 and by a computer-readable medium according to the features of the independent claim 15.

[0006] Advantageous further training is the subject of dependent subclaims.

[0007] In the method according to the invention for controlling a vehicle, a first-type limit speed and / or a second-type limit speed is determined for each of several subsystems of the vehicle. From a set of first-type limit speeds and second-type limit speeds thus determined, a smallest limit speed is selected as a control parameter. Furthermore, a speed of the vehicle is controlled based on the control parameter thus selected.

[0008] Each of the vehicle subsystems mentioned are functional sub-units of the vehicle. These are preferably used to implement the essential vehicle functions. In particular, a subsystem can, for example, relate to an energy supply, an energy conversion, a drive, a vehicle brake, a bogie, room air conditioning or access areas such as doors, tail lifts or loading ramps. The functional subsystems can each have components and / or assemblies that are spatially distributed throughout the train. Each subsystem preferably determines a limit speed of the first type and / or a limit speed of the second type on the basis of measured values ​​such as temperature, pressure, running stability or vibrations.

[0009] This allows for centralized determination of the control parameter based on various limit speeds. Furthermore, it provides an easily understandable and transparent method for determining the control parameter. Errors in determining the control parameter can thus be easily avoided. Furthermore, it allows for vehicle speed control tailored to the needs of the subsystems.

[0010] An advantageous further development provides for the second-type limit speed to be determined by a subsystem of the vehicle for the purpose of preventing damage to this subsystem. If a subsystem detects that it could sustain damage, for example due to increased temperature or vibration events, this subsystem can easily and reliably specify a maximum permissible speed. Damage to the subsystem can thus be safely and reliably prevented. Furthermore, the need for repairs and vehicle downtime can be reduced.

[0011] Furthermore, an advantageous further development provides that the first type of limit speed is determined by a subsystem of the vehicle for the purpose of reducing wear. In this way, the vehicle speed can be adjusted in advance before a speed affecting the safety of the vehicle or a subsystem of the vehicle is reached. For example, if the temperature of the drive or the vehicle brakes increases, a reduction in speed can be initiated at an early stage without the need for braking using a braking device on the vehicle. In addition, the amount of maintenance and repair work required can be reduced. This means that vehicle downtimes can be further reduced.

[0012] Furthermore, an advantageous development provides that, for the purpose of selecting the control parameter, the limit speeds of the first type and limit speed of the second type determined by the plurality of subsystems are transmitted to a central control device. In the present context, said control device is designed to store, read, write, transmit and / or manage data. For example, the control device can be a computer, a microcontroller or a comparable programmable hardware component. The central management of the limit speeds by means of a control device enables simple and cost-effective implementation of the control method. In addition, this enables simplified maintenance and care of the control method.

[0013] In a further advantageous development, it is provided that a speed of the vehicle is controlled by means of a central control device on the basis of the selected control parameter. In particular, the aforementioned central control device is to be understood as the control device described above. This makes it possible to provide a robust control method. In contrast to decentralized control of the vehicle speed, a clearly predetermined control parameter can thus be used for the purpose of control. Control errors caused by a large number of predetermined control parameters, as can be the case in particular in the case of decentralized control, can thus be avoided simply and inexpensively.

[0014] Another advantageous development provides that, if a predetermined second-type speed limit specified by a subsystem of the vehicle is exceeded, this subsystem requests that the vehicle be decelerated using a vehicle brake. For example, in the event of inadequate central implementation of the speed control based on the aforementioned control parameter, it is still possible to prevent the vehicle from exceeding a permissible maximum speed specified by a subsystem. Consequently, the reliability and fail-safety of the control method can be further increased.

[0015] Furthermore, a further advantageous development is proposed in which a first threshold value is determined on the basis of the control parameter. If the first threshold value is exceeded by the actual speed of the vehicle, an acoustic signal is emitted. Alternatively or additionally, if the first threshold value is exceeded by the actual speed of the vehicle, an optical signal is emitted. The said threshold value can be an absolute value or a value dependent on the value of the control parameter. Preferably, a predetermined value is added to the value of the control parameter to determine the threshold value. By means of the acoustic and / or optical signal, the driver can be signaled in a simple manner, for example, that a permissible maximum speed has been exceeded.The driver can then adapt their driving style according to the specifications of the control parameters and control the vehicle speed accordingly. Severe loads on the vehicle, such as those that occur particularly during emergency braking, can thus be prevented at low cost. Furthermore, this promotes a forward-looking and efficient driving style.

[0016] Furthermore, an advantageous development provides that a second threshold value is determined on the basis of the control parameter. In particular, the said threshold value is a threshold value of the type described above. The second threshold value is preferably greater than the first threshold value. If the actual speed of the vehicle exceeds the second threshold value, a driving lock is provided. In the present context, the said driving lock is to be understood as meaning that a traction setpoint value, which affects the drive of the vehicle, is specified with the value zero. Acceleration of the vehicle by its drive to a speed which is greater than the said second threshold value is prevented in this way. In addition, it is thus made possible to reduce the speed of the vehicle in a way that minimizes wear.

[0017] Furthermore, it is proposed as an advantageous development that a limit value is determined on the basis of the control parameter. The limit value can be an absolute value or a relative value which is dependent on the value of the control parameter and which is added to the value of the control parameter. The limit value is preferably greater than the first threshold value. The limit value is particularly preferably greater than the second threshold value. Exceeding a speed which endangers the safety of the vehicle can thus be reliably prevented. Furthermore, the vehicle can be protected in this way from damage or, in the case of a rail-bound vehicle, from possible derailment. If, for example, the travel lock is ineffective due to a sloping roadway, the safety of the vehicle can still be guaranteed.

[0018] An advantageous embodiment provides that the limit value is determined on the basis of a control parameter selected as a limit speed of the second type. Braking of the vehicle by means of the vehicle brakes can thus be reduced to those cases in which damage to the vehicle is to be expected. Furthermore, this makes it possible to provide efficient control of the vehicle speed. Furthermore, an advantageous development provides that, in addition to a control parameter formed from a smallest limit speed of the first type, a smallest limit speed of the second type is also taken into account for the purpose of controlling the vehicle speed. In this way, the operational reliability of the control system can be improved.If, for example, as in the present case, the vehicle speed is controlled on the basis of a first-type limit speed selected as a second-type control parameter, then initially no braking by means of the vehicle brakes is provided. This means that there is a possibility that the vehicle's speed may continue to increase despite a driving lock provided as an example. In rare cases, this may result in the actual speed of the vehicle possibly exceeding a safety-critical speed without braking being provided. Because the second-type limit speed is taken into account when controlling the vehicle speed, braking can still be provided if a safety-critical speed is exceeded.In addition, the second type of limit speed taken into account in this way can be used by a train driver or an automated driving and braking control system as an additional input for driving the vehicle.

[0019] The method according to the invention can be carried out by means of the vehicle control according to the invention.

[0020] The vehicle control according to the invention has a control device which is designed to carry out the method according to the invention. The control device is in particular the control device already described in connection with the method according to the invention. By means of the vehicle control, the method for controlling the speed can be implemented inexpensively and reliably. Furthermore, the invention proposes a vehicle which has the vehicle control according to the invention. It is also proposed that this vehicle have a plurality of subsystems. In particular, this vehicle is a rail-bound vehicle with the vehicle control according to the invention. Wear and tear on the subsystems of the vehicle can be reduced inexpensively in this way. Furthermore, the operational reliability of the vehicle can be increased.

[0021] Furthermore, the invention provides a computer program comprising commands that, when the computer program is executed by the control device, cause the vehicle control system according to the invention to carry out the method according to the invention. Said control device is, in particular, the control device already described above.

[0022] The invention also provides a computer-readable medium. This medium has instructions which, when executed by a control device, cause the vehicle control system according to the invention to carry out the method according to the invention. The control device mentioned is, in particular, the control device already described above. The computer-readable medium can be, for example, a CD-ROM, a DVD, a USB or flash memory, or a non-physical medium, such as a data stream and / or a data carrier signal.

[0023] The properties, features and advantages of the invention described above, as well as the manner in which they are achieved, are explained in more detail in conjunction with the figures in the following description of the embodiments of the invention. Where appropriate, the same reference numerals are used in the figures for the same or corresponding elements of the invention. The exemplary embodiment and described variations thereof serve to explain the invention and do not limit the invention to the combinations of features specified therein, including with regard to functional features. Furthermore, all features specified in the exemplary embodiment can be considered in isolation and combined as appropriate with the features of any claim.

[0024] They show:

[0025] FIG 1 is a schematic illustration of an example of a method for controlling a speed of a vehicle;

[0026] FIG 2 shows an embodiment of a vehicle having a vehicle control system by means of which the example of the method illustrated in FIG 1 can be carried out.

[0027] FIG 1 illustrates, in a schematic representation, an example of a method 100 for controlling the speed of a vehicle 10. The vehicle 10 and associated subsystems 12, 13, 14, 16 are shown schematically as an example in FIG 2. The vehicle 10 has various subsystems 12, 13, 14, 16, wherein each subsystem 12, 13, 14, 16 relates to a functional subunit of the vehicle 10. The method 100 is illustrated by way of example using a vehicle brake 12, a bogie 13, a pantograph 14 and a drive 16 as subsystems 12, 13, 14, 16 of the vehicle 10. These subsystems are shown in FIG 2 as an example in a first carriage of a rail-bound vehicle 10 of a train set (not shown in detail). This carriage is an example of other carriages involved in the train set and their subsystems.

[0028] During operation of the vehicle 10, an associated target speed and / or an associated maximum speed is determined 102 by each of the aforementioned subsystems 12, 13, 14, 16, if necessary. The maximum speed is determined 102 by the respective subsystem 12, 13, 14, 16 for the purpose of preventing damage to this subsystem 12, 13, 14, 16. If, for example, a temperature of the vehicle brake 12, the bogie 13 or the drive 16 reaches a critical value, a maximum speed will be specified by the corresponding subsystem 12, 13, 16 in order to prevent a further increase in temperature and the associated damage or hazards. Furthermore, it is conceivable that the bogie 13 will start to vibrate, thus impairing running stability.In order to prevent a possible derailment of the vehicle 10 caused thereby, a maximum speed is then specified by this subsystem 13.

[0029] In contrast to the maximum speed, the recommended speed is determined 102 by a respective subsystem 12, 13, 14, 16 for the purpose of reducing wear. If a subsystem 12, 13, 16 records, for example, a temperature increase which, with unchanged driving style, will foreseeably lead to a critical temperature value being reached in the vehicle brake 12, parts of the bogie 13 or the drive 16, a recommended speed can be specified by the respective subsystem 12, 13, 16 even before this critical temperature value is reached in order to prevent a further increase in temperature. Furthermore, it is conceivable that an oscillation frequency of the pantograph 14 approaches a natural frequency in a foreseeable manner.To prevent resonance, a target speed can be specified before a critical vibration frequency is reached, so that the pantograph 14 is not set into vibration in the first place. The target speed thus enables a driving style in which a wear reserve of the subsystems 12, 13, 14, 16 is maintained. Furthermore, a wear reserve of the vehicle brake 12 can be maintained.

[0030] From a set of 102 target speeds and / or maximum speeds determined by way of example in the aforementioned manner by each subsystem 12, 13, 14, 16, a smallest speed is selected 106 as a control parameter. It is conceivable that individual subsystems 12, 13, 14, 16, depending on their operating state, determine 102 both a target speed and a maximum speed, or only one of the speeds mentioned, or no speed at all that deviates from a design-related maximum speed of the respective subsystem 12, 13, 14, 16.

[0031] For the purpose of selecting 106 a smallest speed as a control parameter, the subsystems 12, 13, 14, 16 of the vehicle 10 in the presently described example of the method 100 transmit 104 the determined 102 speeds to a central control device 18 of the vehicle 10. Furthermore, in the present example of the method 100, the speed of the vehicle 10 is controlled 108 and / or monitored by means of the control device 18 on the basis of the control parameter 106 selected in the aforementioned manner.

[0032] Furthermore, the example of the method 100 described in connection with FIG 1 provides that a first threshold value S 1 and a second threshold value S2 are determined 110, 112 on the basis of the control parameter. For example, the first threshold value S 1 is determined by adding a predetermined value to the value of the control parameter 110. The second threshold value S2 is determined 112 in the same way, but in such a way that it is greater than the first threshold value S 1. Furthermore, a limit value G is determined 118 on the basis of the control parameter. In the present example of the method 100, a distinction is made as to whether the control parameter was selected 106 on the basis of a target speed or a maximum speed.If a smallest maximum speed specified by the subsystems 12, 13, 14, 16 was selected 106 as the control parameter, the limit value G is determined 118 solely on the basis of the control parameter. The limit value G is determined 118 by adding a specified value to the value of the control parameter. In the present example of the method 100, the limit value G determined in this way is greater than the first threshold value S1 and greater than the second threshold value S2. If, on the other hand, a smallest target speed specified by the subsystems 12, 13, 14, 16 was selected 106 as the control parameter, the determination 118 of the limit value G is based on a smallest maximum speed specified by the subsystems 12, 13, 14, 16.In this case, the limit value G in the present example of the method 100 is determined 118 by adding the predetermined value and the value of the smallest maximum speed specified by the subsystems 12, 13, 14, 16. The limit value G thus determined is, in the present example of the method 100, greater than the first threshold value S1 and greater than the second threshold value S2.

[0033] Based on the aforementioned threshold values ​​SI, S2 and the limit value G, the vehicle speed is controlled 108 by means of the control device 18 in accordance with the method 100 described in connection with FIG. 1, for example, in the manner set out below.

[0034] If the actual speed I of the vehicle 10 exceeds the first threshold value S1, an acoustic and / or optical signal is output to a driver (not shown in detail) 114. The signals mentioned inform the driver, for example, about the value of the control parameter or a type of desired speed. It is also conceivable that the driver can be given instructions for the purpose of controlling 108 the vehicle speed 114. The driver can then take suitable measures to reduce the vehicle speed 108. If the measures taken by the driver have no effect or if the driver does not take any measures, a driving lock is specified 116 if the second threshold value S2 is exceeded by the actual speed I of the vehicle 10.By means of the drive lock, the traction setpoint of the drive 16 is set to zero. This prevents the driver from accelerating the vehicle 10 with the drive 16 beyond a speed that exceeds a value of the control parameter.

[0035] If an actual speed I of the vehicle 10 is above the limit value G, the vehicle 10 is actively braked 120 by means of the vehicle brake 12. In the event that the actual speed I exceeds the limit value G, the example of the method 100 described in connection with FIG. 1 for the purpose of controlling the vehicle speed 108 also provides that, in addition to the control device 18, braking of the vehicle 10 by means of the vehicle brake 12 is requested 122 directly from the vehicle brake 12 by that subsystem 12, 13, 14, 16 which has specified the smallest maximum speed. In this way, a particularly safe method 100 for controlling the vehicle speed is enabled, since a maximum permissible speed specified by a subsystem 12, 13, 14, 16 is monitored by two instances.

[0036] FIG. 2 shows a schematic representation of an exemplary embodiment of the vehicle 10. By way of example, the vehicle 10 is designed as a rail-bound vehicle and has a plurality of subsystems 12, 13, 14, 16. The subsystems already mentioned in connection with FIG. 1, namely a vehicle brake 12, a bogie 13, a pantograph 14 and a drive 16, are shown schematically as examples of subsystems 12, 13, 14, 16 of the vehicle 10. The vehicle 10 also has a vehicle control system 20. This vehicle control system 20 in turn has a control device 18 which is designed to carry out the method 100 described in connection with FIG. 1.

[0037] Although the invention has been illustrated and described in detail by means of the preferred embodiments, the invention is not limited by the disclosed examples and other variations can be derived therefrom by those skilled in the art without departing from the scope of the invention.

Claims

Patent claims 1. Method (100) for controlling a vehicle (10), in which - a limit speed of the first type and / or a limit speed of the second type is determined (102) by a plurality of subsystems (12, 13, 14, 16) of the vehicle (10); - a smallest limit speed is selected as a control parameter from a set of determined limit speeds of the first type and limit speeds of the second type (106); - a speed of the vehicle (10) is controlled (108) on the basis of the control parameter selected in this way.

2. Method (100) according to claim 1, wherein the second type limit speed is determined (102) by a subsystem (12, 13, 14, 16) of the vehicle (10) for the purpose of preventing damage to this subsystem (12, 13, 14, 16).

3. Method (100) according to claim 1 or 2, wherein the limit speed of the first type is determined by a subsystem (12, 13, 14, 16) of the vehicle (10) for the purpose of reducing wear (102).

4. Method (100) according to one of the preceding claims, in which, for the purpose of selecting (106) the control parameter, the limit speeds of the first type and limit speeds of the second type determined (102) by the plurality of subsystems (12, 13, 14, 16) are transmitted (104) to a central control device (18).

5. Method (100) according to one of the preceding claims, in which a speed of the vehicle (10) is controlled (108) by means of a central control device (18) on the basis of the selected control parameter.

6. Method (100) according to one of the preceding claims, in which, in the event of a predetermined exceedance of a second type of limit speed predefined by a subsystem (12, 13, 14, 16) of the vehicle (10), braking of the vehicle (10) by means of a vehicle brake (12) is requested (122) by this subsystem (12, 13, 14, 16).

7. Method (100) according to one of the preceding claims, in which - a first threshold value (Sl) is determined on the basis of the control parameter (110); - if the first threshold value (Sl) is exceeded by the actual speed (I) of the vehicle (10), an acoustic and / or optical signal is emitted (114).

8. Method (100) according to one of the preceding claims, in which - a second threshold value (S2) is determined on the basis of the control parameter (112); - in the event that the second threshold value (S2) is exceeded by the actual speed (I) of the vehicle (10), a driving lock is provided (116).

9. Method (100) according to one of the preceding claims, in which - a limit value (G) is determined on the basis of the control parameter (118); - if the limit value (G) is exceeded by the actual speed (I) of the vehicle (10), the vehicle (10) is braked (120) by means of a vehicle brake (12).

10. Method (100) according to claims 2 and 9, wherein the limit value (G) is determined (118) on the basis of a control parameter selected as a limit speed of the second type.

11. Method (100) according to one of the preceding claims, in which in addition to a minimum limit speed speed of the first kind, a smallest limit speed of the second kind is also taken into account for the purpose of controlling the speed (108) of the vehicle (10).

12. Vehicle control (20) comprising a control device (18) which is configured to carry out the method (100) according to one of claims 1 to 11.

13. Vehicle (10) comprising a plurality of subsystems (12, 13, 14, 16) and a vehicle control (20) according to claim 12, which is designed to carry out the method (100) according to one of the Claims 1 to 11.

14. A computer program which, when executed, causes the vehicle control (20) according to claim 12 to carry out the method (100) according to one of claims 1 to 11.

15. A computer-readable medium comprising instructions which cause the vehicle controller (20) according to claim 12 to carry out the method (100) according to any one of claims 1 to 11.

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