• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method for operating a rail vehicle (10) which has an environment sensor device (30, 40) which is attached to the rail vehicle (10) in such a way that the environment sensor device (30, 40) is located in front of the rail vehicle (10) Section (19) of a route (18) of the rail vehicle (10) is monitored, an environment sensor signal that is generated by means of the environment sensor device (30, 40) being transmitted to a portable control unit (51) by means of a radio link and by means of the portable control unit ( 51) control signals are transmitted to the rail vehicle (10).
    公开号:CH713700B1
    申请号:CH00410/18
    申请日:2018-03-28
    公开日:2021-10-29
    发明作者:Anz Ruprecht；Feile Florian
    申请人:Bosch Gmbh Robert；
    IPC主号:
    专利说明:

    State of the art
    In rail transport there is always the need for maneuvering. This z. B. trains put together or disbanded by linking certain cars together or decoupling them from each other. In the context of maneuvering, it is also often the case that individual wagons are made available and, for example, parked on sidings. Nowadays, this activity is typically carried out by two shunters, since the journey of a rail vehicle is only permitted if it can be guaranteed that a track section in front of the rail vehicle is free of obstacles. If a wagon formation is pulled by a shunting locomotive, this requirement can be ensured by the train driver looking ahead. However, if a shunting locomotive pushes a wagon formation, the second shunter is required, who in this case drives along at the head of the train formation and maintains contact with the shunting locomotive driver via a radio, for example. The use of two shunters is associated with corresponding costs. If, as an alternative, only one shunter is used, he must change his location depending on the direction of travel of the train set and, for example, control the shunting locomotive remotely during pushing operation.
    Disclosure of the invention
    The inventive method for operating a rail vehicle that has an environment sensor device which is attached to the rail vehicle that the environment sensor device monitors a section of a track of the rail vehicle lying in front of the rail vehicle, has the advantage that an environment sensor signal, which by means of the environment sensor device is generated, is transmitted to a portable control unit by means of a radio link, and control signals are transmitted to the rail vehicle by means of the portable control unit. A shunter thus has the option of remotely controlling the rail vehicle, in particular a shunting locomotive, and indirectly monitoring the section of a track of the rail vehicle lying in front of the rail vehicle.
    The track of the rail vehicle is to be understood as the track that is traveled by the rail vehicle. The section of the track of the rail vehicle in front of the rail vehicle can be dimensioned in its extent such that the rail vehicle can be safely stopped while avoiding a collision if an obstacle due to the movement of the rail vehicle gets into the section in front of the rail vehicle. The section of the track can, for example, have a width that corresponds to a clearance gauge for rail vehicles and a longitudinal extent that is, for example, 20 meters, with the longitudinal extent in a particularly advantageous embodiment being a function of the speed of the rail vehicle.
    [0004] Advantageous further developments are the subject of the dependent claims.
    It is advantageous that the environment sensor device includes a camera and that the environment sensor signal includes a live image of the camera, the live image of the camera being shown by means of a display of the portable control unit.
    It is advantageous that obstacles that are located in the section of the route of the rail vehicle lying in front of the rail vehicle are marked in the live image of the camera. A viewer of the live image can therefore recognize particularly quickly whether there are any obstacles in the relevant section of the route.
    It is advantageous that the environment sensor device comprises an obstacle detection system and a signal of the obstacle detection system is evaluated to mark the obstacles. A security level can thus be achieved that is above the level of a system that only transmits a camera image.
    It is advantageous that an obstacle reaction is triggered when it is recognized that a distance between a marked obstacle and the rail vehicle falls below a predeterminable threshold value. The obstacle reaction can in particular be an emergency brake or the output of a warning. In a particularly advantageous embodiment, the predeterminable threshold value is a function of the traveling speed of the rail vehicle. Configuring the threshold value as a function of the driving speed has the advantage that an intentional approach to an obstacle at a correspondingly low driving speed is possible without triggering the obstacle reaction.
    It is advantageous that the obstacle detection system comprises a radar sensor and the obstacles are marked on the basis of signals from the radar sensor. In this way, the security of the presented method can be increased considerably, since an obstacle can be recognized by a radar sensor even in difficult visibility conditions such as rain, fog or approaching darkness.
    It is advantageous that a braking device of the rail vehicle is actuated if the radio link does not successfully complete a safety self-test. The safety self-test is advantageously a test method that checks whether data can be safely transmitted from the rail vehicle to the portable control unit and back to the rail vehicle.
    It is advantageous that the rail vehicle has two environment sensor devices which are arranged on the rail vehicle in such a way that each environment sensor device monitors a section of a track of the rail vehicle lying in front of the rail vehicle corresponding to a direction of travel of the rail vehicle, with that environment sensor device being activated that has the an area of the route in front of the rail vehicle corresponding to a current direction of travel is monitored, and that environment sensor device which does not monitor the area of the route in front of the rail vehicle corresponding to the current direction of travel is deactivated.
    Another aspect of the invention relates to a device which comprises an environment sensor device and a portable control unit and is set up to carry out each step of the method according to the invention.
    [0013] An exemplary embodiment of the invention will be explained in more detail with the aid of the accompanying drawings. Show it
    Brief description of the drawings
    [0014] FIG. 1 shows a schematic representation of a rail vehicle which comprises a device which is set up to carry out an exemplary embodiment of the method according to the invention. FIG. 2 shows a schematic representation of the sequence of an embodiment of the method according to the invention.
    Figure 1 shows a schematic representation of a rail vehicle (10) which has a device which is set up to carry out an embodiment of the method according to the invention. The rail vehicle (10), which is in particular a shunting locomotive, comprises a control unit (14), which in turn comprises a memory (15). The rail vehicle (10) also comprises a braking device (17). The rail vehicle (10) also comprises a first environment sensor device (30), which comprises a first camera (32), a first obstacle detection system (34) and a first radar sensor (36). The first radar sensor (36) is part of the first obstacle detection system (34). The rail vehicle (10) also comprises a second environment sensor device (40), which comprises a second camera (42), a second obstacle detection system (44) and a second radar sensor (46). The second radar sensor (46) is part of the second obstacle detection system (44). The first environment sensor device (30) and the second environment sensor device (40) are each connected to the control unit (14) via a signal line. In addition, the rail vehicle (10) comprises a radio module (50) which is connected to the control unit (14) via a signal line.
    In an alternative embodiment, the radio module (50) can be part of the first environment sensor device (30) and / or the second environment sensor device (40).
    The first environment sensor device (30) is attached to the rail vehicle (10) in such a way that the first camera (32) and the first radar sensor (36) have a section (19) of a route (18) of the rail vehicle (10) lying in front of the rail vehicle (10) Monitor the rail vehicle (10). The direction of travel of the rail vehicle (10) is illustrated in FIG. 1 with the aid of the arrow (23).
    The second environment sensor device (40) is attached to the rail vehicle (10) in such a way that the second camera (42) and the second radar sensor (46) could monitor a section of the route (18) lying in front of the rail vehicle (10), if the rail vehicle (10) would move against the direction of travel (23) and the view of the second camera (42) and the second radar sensor (46) would not be through other objects such. B. carriage (24) would be covered.
    FIG. 1 also shows an operator (22), who can in particular be a shunter who carries a portable control unit (51) with him. The portable control unit (51) comprises a display (52) as well as an operating element (53) and a radio module (54). The display (52) is set up to reproduce an image recorded by means of the first camera (32) or the second camera (42). The display (52) is also set up to highlight an obstacle (20), which is located in a section (19) of the route (18) in front of the rail vehicle (10), by means of a marking. The operating element (53) of the portable control unit (51) is set up so that the operator (22) can remotely control the rail vehicle (10) by means of the operating element (53). For this purpose, corresponding control signals are transmitted to the radio module (50) of the rail vehicle (10) by means of the radio module (54) of the portable control unit (51).
    FIG. 2 shows a schematic representation of a sequence of an exemplary embodiment of the method according to the invention. In step 100, the method is started and a safety self-test is carried out, in which it is checked whether signals can be safely transmitted from the control unit (14) to the portable control unit (51). The transmission in the reverse direction is also checked. If the security self-test does not complete successfully, the procedure ends. Otherwise, step 110 is then carried out.
    In an alternative development it is provided that the safety self-test is carried out not only in step 100, but also independently of the current method step at regular time intervals, for example every 500 ms. As soon as the safety self-test is not successfully completed, the braking device (17) of the rail vehicle (10) is actuated.
    In step 110, a current or desired direction of travel (23) of the rail vehicle (10) is recorded. A desired direction of travel can, for example, be specified by the operator (22) using the operating element (53). Step 120 is then carried out.
    In step 120 that environment sensor device from the set of first and second environment sensor devices (30, 40) is activated that monitors the area (19) of the route (18) in front of the rail vehicle (10) corresponding to the current direction of travel (23) . In particular, the first or second camera (32, 42) and the first or second radar sensor (36, 46) are activated here. In the example illustrated in FIG. 1, the first environment sensor device (30) would be activated according to the current direction of travel (23), whereas the second environment sensor device (40) would be deactivated. Following step 120, step 130 is carried out.
    In step 130, a live image of the section (19) of the route (18) lying in front of the rail vehicle (10) is recorded by means of the first camera (32). Step 140 is then carried out.
    In step 140, a signal from the first radar sensor (36) is analyzed by the first obstacle detection system (34). The first obstacle detection system (34) can in particular comprise software modules set up for this purpose. The analysis of the signals from the first radar sensor (36) includes the search for obstacles (20). Step 150 is then carried out.
    In step 150, the live image recorded in step 130 by the camera (32) is combined with the analyzed signal from the first radar sensor (36). If the analysis of the signal of the first radar sensor (36) carried out in step 140 shows an obstacle (20), this obstacle is marked in the live image recorded in step 130. Step 160 is then carried out.
    In step 160 it is checked whether a distance between an obstacle marked in step 150 and the rail vehicle (10) falls below a predeterminable threshold value. If this is the case, the process continues with step 200. If this is not the case, the process continues with step 170. If no obstacle (20) was marked in step 150, step 160 can either be omitted or a fictitious distance to a fictitious obstacle is assumed in step 160, which is dimensioned so large that it is safely above the predeterminable threshold value.
    In step 200, a warning is issued to the operator (22). Alternatively or additionally, braking of the rail vehicle (10) is initiated by means of the braking device (17) of the rail vehicle (10).
    In step 170, the live image recorded in step 130 of the first camera (32) together with any markings made in step 150 of an obstacle (20) is transmitted to the portable control unit (51) and reproduced there by means of the display (52) . In this case, the display (52) shows an image of the section (19) of the route (18) lying in front of the rail vehicle (10) and, if necessary, a marking of an obstacle (20). Step 180 is then carried out.
    In step 180, actuations of the control element (53) are detected and corresponding control commands are transmitted to the radio module (50) of the rail vehicle (10) by means of the radio module (54) of the portable control unit (51). The control signals are transmitted from the radio module (50) to the control unit (14) and implemented there. The control signals can be, in particular, a drive request, that is to say, for example, a desired direction of travel and a desired speed.
    The presented embodiment of the method according to the invention can be used particularly advantageously when shunting a train consisting of a shunting locomotive and one or more cars. The operator (22) is advantageously located at the end of the train formation at which the shunting locomotive is not located. If the train formation is to be moved in the opposite direction to the direction indicated by numeral 23, the operator (22) can remotely control the shunting locomotive (10) by means of the operating element (53). In this case, the operator (22) can check the route (18) for the absence of obstacles by sighting it. If the train formation is to drive in the direction indicated by 23, the operator (22) also operates the shunting locomotive (10) by means of the operating element (53). In this case, the section (19) lying in front of the rail vehicle (10) is monitored as described in connection with FIG. In this way, the train formation can be moved safely in both possible directions by just one operator (22).
    权利要求:
    Claims (9)
    [1]
    1. A method for operating a rail vehicle (10) which has an environment sensor device (30) which is attached to the rail vehicle (10) in such a way that the environment sensor device (30) has a section (19) of a route in front of the rail vehicle (10) (18) of the rail vehicle (10), characterized in that an environment sensor signal that is generated by means of the environment sensor device (30) is transmitted to a portable control unit (51) by means of a radio link and control signals to the Rail vehicle (10) are transmitted.
    [2]
    2. The method according to claim 1, characterized in that the environment sensor device (30) comprises a camera (32) and that the environment sensor signal comprises a live image of the camera (32), the live image of the camera (32) by means of a display (52) of the portable control unit (51) is shown.
    [3]
    3. The method according to claim 2, characterized in that obstacles (20) which are in the section (19) of the track (18) of the rail vehicle (10) in front of the rail vehicle (10) are in the live image of the camera (32) must be marked.
    [4]
    4. The method according to claim 3, characterized in that the environment sensor device (30) comprises an obstacle detection system (34) and a signal from the obstacle detection system (34) is evaluated to mark the obstacles (20).
    [5]
    5. The method according to claim 3 or 4, characterized in that an obstacle reaction is triggered when it is recognized that a distance between a marked obstacle (20) and the rail vehicle (10) falls below a predeterminable threshold value.
    [6]
    6. The method according to claim 4 or according to claims 4 and 5, characterized in that the obstacle detection system (34) comprises a radar sensor (36) and the obstacles (20) are marked on the basis of signals from the radar sensor (36).
    [7]
    7. The method according to any one of the preceding claims, characterized in that a braking device (17) of the rail vehicle (10) is actuated if the radio link does not successfully complete a safety self-test.
    [8]
    8. The method according to any one of the preceding claims, characterized in that the rail vehicle (10) has a second environment sensor device (40) which is arranged on the rail vehicle (10) in such a way that the environment sensor device (30) and the second environment sensor device (40) Each section (19) of a route (18) of the rail vehicle (10) lying in front of the rail vehicle (10) corresponding to a direction of travel of the rail vehicle (10) is monitored, with that environment sensor device (30, 40) being activated which corresponds to that corresponding to a current direction of travel The area of the route (18) in front of the rail vehicle (10) is monitored, and that environment sensor device (30, 40) which does not monitor the area of the route (18) in front of the rail vehicle (10) corresponding to the current direction of travel is deactivated.
    [9]
    9. Device for operating a rail vehicle, comprising an environment sensor device and a portable control unit, set up to carry out each step of the method according to one of claims 1 to 8.
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    同族专利:
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    CH713700A2|2018-10-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE2628905C3|1976-06-28|1978-12-14|Siemens Ag, 1000 Berlin Und 8000 Muenchen|Train protection and control system|
    DE19743306A1|1997-09-30|1999-04-08|Siemens Ag|Mobile operation apparatus especially for train|
    DE10244127A1|2002-09-27|2004-04-08|Siemens Ag|Sensor system for route monitoring for an autonomous mobile unit, method and computer program with program code means and computer program product for monitoring a route for an autonomous mobile unit|
    US7729818B2|2003-12-09|2010-06-01|General Electric Company|Locomotive remote control system|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE102017205962.1A|DE102017205962B4|2017-04-07|2017-04-07|Method for operating a rail vehicle|
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