Procedure for performing an emergency stop of a train
Patent Information
- Authority / Receiving Office
- ES · ES
- Patent Type
- Patents
- Current Assignee / Owner
- SIEMENS MOBILITY GMBH AT
- Filing Date
- 2023-07-07
- Publication Date
- 2026-07-15
AI Technical Summary
Existing methods for executing emergency stops in trains rely heavily on human judgment, which can lead to unsuitable stopping locations due to varying situational awareness and reaction times, potentially compromising safety.
An automated method that analyzes the train's route beforehand to identify suitable emergency stop zones and prevention zones, uses onboard positioning systems to determine the train's location, and initiates braking to stop the train at the optimal location without driver intervention, ensuring compliance with safety restrictions.
The method ensures precise and timely emergency stops at suitable locations, reducing human error and reaction times while providing real-time data to operations control centers for coordinated responses.
Smart Images
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Abstract
Description
[0001] The invention relates to a method for executing a requested emergency stop for a train, so that the train comes to a stop at a suitable point in the track travelled by the train.
[0002] The term "train" here refers to a combination of several rail vehicles or a single rail vehicle.
[0003] In railway operations, in an emergency situation it is necessary to bring a train to a stop as quickly as possible, a process known as an "emergency stop".
[0004] It is known to request an emergency stop from the train driver, for example. by a request initiated by a passenger. This request is triggered, for example, by the passenger in a passenger carriage activating a lever labeled "EMERGENCY BRAKE" to initiate the request. by a request triggered by the train's internal control system. This request is triggered, for example, in response to a detected technical fault in the train.
[0005] In both cases, it is the responsibility of the train driver to assess the situational requirements for an emergency stop and to react appropriately.
[0006] Accordingly, the train driver initiates the emergency stop, cancels any braking that has already been automatically triggered, or ignores the request – for example, in the case of a recognizable misuse of the "emergency brake" lever or a recognizable control system error.
[0007] The train driver selects a suitable location for the emergency stop, choosing a suitable spot on the track depending on the situation and bringing the train to a stop there.
[0008] The emergency stop cannot be made at just any point along the track traveled by the rail vehicle; for example, it is not permitted or is inconvenient on a bridge or in a tunnel due to safety requirements and access restrictions.
[0009] Depending on the dangerous situation, reaction time and situation overview, this involvement of the train driver can lead to a location that is not very suitable or even unsuitable for an emergency stop of the train.
[0010] A method for determining the optimal stopping position of a railway train is known from publication JP 2014193098 A. This method determines an optimal stopping position taking into account risks (such as a collision with an obstacle or a derailment).
[0011] It is therefore the object of the present invention to provide an improved method by which a train comes to a stop at a suitable point during an emergency stop.
[0012] This problem is solved by the features of claim 1. Advantageous further developments are specified in the dependent claims.
[0013] The invention relates to a method for executing a requested emergency stop for a train in order to bring the train to a stop at a suitable point on the track traveled by the train.
[0014] As a first step, before the train departs, the route it will travel is analyzed to identify suitable stopping points or zones that would allow the train to stop in the event of an emergency stop. These points are defined as emergency stop zones.
[0015] Alternatively or additionally, so-called "emergency stop prevention zones" are defined, in which the train is not allowed to stop in the event of an emergency stop.
[0016] Emergency stop prevention zones include, for example, bridges, tunnels, difficult-to-access sections of track, etc.
[0017] The determination of the respective zones is preferably carried out with the help of a highly accurate electronic, geographic map in order to precisely define the zones (emergency stop zones and / or emergency stop prevention zones) by means of geographic coordinates or position data.
[0018] The zones are saved or stored as a list on board the train for automated use before the journey begins.
[0019] Preferably, the list is stored in the train's vehicle control system and is therefore available on the train side.
[0020] Preferably, only the emergency stop prevention zones in the list are placed on board the train; accordingly, remaining track sections are considered suitable emergency stop zones that are available for use for this purpose.
[0021] This shortens the list and allows for quick automated querying, so that the inventive method can be carried out quickly.
[0022] In a second step, a request for an emergency stop is received and analyzed by the train during its journey, without the involvement of the train driver.
[0023] Preferably, the request is received, evaluated and processed by a dedicated automatic emergency stop function.
[0024] The emergency stop request is triggered, as described above, for example by a passenger or by a train or rail vehicle internal control system.
[0025] In a preferred training course, the emergency stop request is optionally communicated to the train driver. The train driver then has the option to "reset" the emergency stop request, manually postpone the execution of the emergency stop, or suppress it entirely depending on the situation.
[0026] According to the invention, a stationary operations control center, referred to as the "landside", is automatically notified of the emergency stop request.
[0027] This automated notification is preferably carried out using the emergency stop function, which automatically generates the relevant information and transmits it to the operations control center when an emergency stop request is received.
[0028] In a preferred continuing education course, as part of the information a cause of the requested emergency stop (e.g. message "fire on board" or "emergency brake lever activated", etc.) is transmitted, and / or a geographical location where the emergency stop request was triggered, and / or a geographical location where the train is likely to come to a stop in the event of a detected technical fault, information about a train section (car) in which the emergency stop request was triggered by a passenger is transmitted.
[0029] The automated notification makes it possible on the land side to initiate a rescue chain, take appropriate measures to deal with the emergency stop of the train, subsequently analyze the emergency stop and / or notify maintenance personnel, etc.
[0030] In a preferred training method, automated notification of the land side is carried out via a secure and highly available data connection, which in particular meets a necessary safety level according to the European standard EN 50128 or EN 50657 and EN 50159.
[0031] In a third step, the train's position is automatically determined.
[0032] Position determination is preferably carried out by the train itself, and thus independently of the land side. This enables an accelerated and autonomous execution of the method according to the invention.
[0033] In a preferred training method, a satellite-based positioning system is used for position determination (e.g., a GPS receiver, a Galileo receiver, etc.).
[0034] In a preferred training method, the train's position is continuously determined throughout its journey, so that the current position is available at all times.
[0035] In the event of a disrupted satellite reception, the position determination is replaced from the time of the disruption by a path detection system installed in the train, which is based on a determination of wheel rotations.
[0036] In a preferred advanced training system, the train's control technology stores its pre-known total length.
[0037] With this information, it is possible to determine the minimum zone length required for the train to make an emergency stop.
[0038] Additionally, the train's control system stores the installation location of the antenna used for satellite reception within the train.
[0039] With this additional information "total length, installation location", it is possible to determine the position of a front and a rear end of the train.
[0040] In a preferred continuing education course, the information will be A list containing the zones, current position of the train, total length of the train, position of the front and rear ends of the train, and / or the minimum zone length required for the emergency stop is used to find a suitable location for the emergency stop along the track.
[0041] In a preferred advanced training method, the installation location or position of the satellite antenna in the train is calculated based on the train composition information stored in the control system.
[0042] In a fourth step, the distance of the train to the next possible emergency stop is calculated.
[0043] Based on the train's current position and the information stored in the train, the control system calculates the distance from the train to the nearest possible area for an emergency stop.
[0044] The following information is used in a preferred continuing education program: Distance of the front end of the train consist to the next (prior) emergency stop zone, distance of the rear end of the train consist from an end of an emergency stop prevention zone that may be currently being traversed, for the automatically performed emergency stop, the location of the expected standstill of the train end using the train parameters (mass, length, braking percentage), for the automatically performed emergency stop, the location of the expected standstill of the train front (using the train parameters mass, length, braking percentage, current friction coefficients wheel / rail, weather conditions, etc.).
[0045] In a fifth step, braking is automatically initiated or carried out on the train with appropriate braking parameters in such a way that the nearest emergency stop zone is reached and the entire train comes to a standstill within it.
[0046] In a preferred advanced training system, a dedicated automatic emergency stop function continuously compares the current train position with the stored location information of the zones.
[0047] Upon receipt of the emergency stop request, the emergency stop function assesses whether an emergency stop may take place at the present time: If part of the train is currently in an emergency stop prevention zone, the emergency stop function prevents an emergency brake application to bring the train to an immediate stop. The automatic emergency stop function only initiates the emergency brake application when and in such a way that the end of the train passes through the emergency stop prevention zone in the most timely manner and comes to a stop as quickly as possible in the emergency stop zone beyond the prevention zone.
[0048] If no part of the train is located in the emergency stop prevention zone, the emergency stop function calculates, based on the expected braking distance, whether the front of the train will come to a standstill before the next emergency stop prevention zone or not.
[0049] If this is the case, it triggers the emergency brake immediately. If this is not the case, the emergency stop function delays the emergency brake application in such a way that the rear of the train comes to a standstill in the shortest possible time directly behind the emergency stop prevention zone.
[0050] The expected braking distance is continuously calculated by the automatic emergency stop function based on train data (train length, braking percentage, mass, current friction values wheel / rail, weather conditions, etc.) and the current train speed.
[0051] The emergency brake is triggered by transmitting appropriate brake commands to the train's braking and drive equipment.
[0052] This is done in a "time-optimal" way, i.e., the triggering of the braking and its strength are chosen so that the end of the train comes to a standstill as quickly as possible and outside of an emergency stop prevention zone.
[0053] In a preferred training course, the train driver has the option at any time to cancel an automatic emergency stop or to manually trigger an emergency stop by using controls on a driver's console.
[0054] According to the invention, the described method involves coordination with the operations control center.
[0055] This gives the operations control center the ability to cancel the automatic emergency stop by transmitting a corresponding command to the train and to initiate the train's journey - for example, to bring it to a stop at a suitable alternative location.
[0056] The present invention brings a train to a standstill automatically at an optimal point when an emergency stop is requested, without manual intervention by the train driver.
[0057] The present invention enables the information required for an emergency stop to be determined without loss of time and made available to an operations control center, which can then promptly transmit an exact location for the emergency stop to be carried out.
[0058] The present invention also allows for optional intervention by the train driver and / or the landside during the execution of the emergency stop.
[0059] The present invention increases both the precision and reproducibility of an emergency braking maneuver.
[0060] The present invention reduces reaction times and potentially erroneous human intervention.
[0061] The invention is explained in more detail below with the aid of a drawing. The drawing shows: FIG 1 a block diagram of the present invention, and FIG 2 with reference to FIG 1 A block diagram for position calculation.
[0062] FIG 1 shows a block diagram for the present invention.
[0063] In Block 11, before the train departs, the track it will travel is analyzed to identify suitable stopping points or zones that would allow the train to stop in the event of an emergency stop. These points are defined as emergency stop zones.
[0064] Alternatively or additionally, so-called "emergency stop prevention zones" are defined, in which the train is not allowed to stop in the event of an emergency stop.
[0065] These zones will be made available as a list on board the train for automated use before the journey begins.
[0066] In block 12, the train's position is automatically detected or determined. The position is preferably determined by the train itself, and therefore independently of the land side.
[0067] In a preferred training course, a GPS positioning system is used for position determination.
[0068] The position is continuously determined throughout the train's journey, so that the current position is available at all times.
[0069] In block 13, a request for an emergency stop is made by the train while it is in motion. This is triggered by a passenger or by the train's internal control system.
[0070] In block 14, this request is received, evaluated and processed by a designated automatic emergency stop function.
[0071] The emergency stop request in block 17 calculates the distance of the train to the end of an "emergency stop prevention zone" based on the position of the train (see block 11) and the zones listed (see block 11), and transfers this information to the emergency stop function (see block 14).
[0072] The emergency stop request (see Block 13) is also communicated to the train driver in Block 16. The train driver then has the option to "reset" the emergency stop request, manually postpone the execution of the emergency stop, or suppress it entirely depending on the situation.
[0073] The train driver can also act on a block 15, which is intended to influence a train brake or a train drive.
[0074] The emergency stop function (see block 14) accesses block 15 to perform the emergency stop in order to bring the train to a standstill when the train has reached the end of the emergency stop prevention zone, or when the train has reached an emergency stop zone and is completely within it.
[0075] The automatic emergency stop function (see Block 14) also notifies an operations control center of the emergency stop request. The operations control center is addressed in Block 18.
[0076] The land-based operations control center is given access to the emergency stop function (see Block 14) via Block 19.
[0077] FIG 2 shows with reference to FIG 1 A block diagram for determining the train's position.
[0078] Block 23 contains a train length which is transferred to block 26 for position calculation and used there.
[0079] Block 26 calculates the position of the train and its ends. To do this, block 26 uses the position of a front and a rear end of the train to accurately determine the train dimensions.
[0080] In block 21, the train's position is automatically determined. A GPS positioning system is used for this purpose. The train's position is then transmitted to block 26 and used there.
[0081] In block 22, the train's position is determined using a tracking system to compensate for disrupted satellite reception. The tracking system is installed on the train and is based on measuring wheel rotations. This position is also transmitted to block 26 and used there.
[0082] Block 25 contains train sequence information or train composition details, which are then transmitted to Block 24.
[0083] In block 24, the installation location or position of the satellite antenna in the train is known, so that information from block 25 can be used to calculate the positions of the two train ends for block 26.
Claims
1. Method for carrying out a requested emergency stop for a train in order to bring the train to a stop at a suitable point on the route travelled by the train, - in which a list is made available on the train side in which zones are defined for the route to be travelled by the train in which the train is allowed to stop and / or is not allowed to stop in the event of a requested emergency stop, - in which, during travel, a request for an emergency stop is automatically recorded and analysed by the train without the involvement of the driver, - in which the train automatically determines its position in relation to the route being travelled, independently of trackside equipment, - in which, depending on the train position, a suitable zone is automatically selected from the list for the emergency stop to be carried out, in which the train can be brought to a standstill after reaching the suitable zone; characterized in that - a fixed operations control centre is automatically notified of the request for an emergency stop, and - a coordination with the fixed operations control centre is performed in order to give the fixed operations control centre the option of releasing the automatic emergency stop by transmitting a command to the train in order to cause the train to continue its journey and in order to bring it to a stop at a suitable other location.
2. Method according to Claim 1, in which the zones are defined with the aid of a geographical map, so that the zones are geographically defined with the aid of coordinates.
3. Method according to Claim 1, in which the list is stored in a vehicle control system of the train.
4. Method according to Claim 1, in which the request for an emergency stop is triggered by a passenger or by an internal train control system.
5. Method according to Claim 1, in which the request for an emergency stop is communicated to a driver of the train to enable them to influence the requested emergency stop depending on the situation.
6. Method according to Claim 1, in which the position of the train is determined with the aid of a satellite-based positioning system provided in the train.
7. Method according to Claim 6, in which the satellite-based position determination in the event of malfunctions is replaced by a path detection provided in the train, which is based on a determination of wheel revolutions.
8. Method according to Claim 1, wherein the selection of the zone suitable for the emergency stop is based on at least one of the following items of information: - distance of the train to the zone, - current train position, - total length of the train, - position of one front and one rear end of the train, - minimum zone length required for the emergency stop, and / or - position of a satellite antenna in the train.
9. Method according to Claim 1, in which, after reaching the zone suitable for the emergency stop on the train, braking is automatically initiated and carried out in such a way that the train comes to a standstill in the emergency stop zone and is completely stationary therein.
10. Method according to Claim 9, in which the braking is carried out in such a way that the standstill within the emergency stop zone takes place with an ideally short time delay, taking into account the braking capability of the train.