Note: Descriptions are shown in the official language in which they were submitted.
CA 02724443 2010-11-18
PCT/EP2009/054311
CONTROL DEVICE FOR A RAIL VEHICLE
The present invention relates to a control device for a vehicle, in particular
a rail vehicle,
comprising a traction control system for controlling traction devices of the
vehicle, a braking
control system for controlling braking devices of the vehicle and a
superordinate first vehicle
control system for controlling the traction control system and the braking
control system by
means of a first control path, in particular a data bus system, the first
vehicle control system
being configured, in a normal operating state of the control device, to
control the traction
control system and the braking control system in such a way that, in a
detected emergency
situation, a control action bringing about the activation of the braking
devices takes place
with priority over a control action bringing about the activation of the
traction devices. The
invention also relates to a corresponding method for controlling a vehicle.
A well known safety concept is realised by means of a vehicle of this type, in
which the
vehicle is directly brought to a standstill by a braking intervention (for
example an emergency
braking operation) in a dangerous situation in order to reduce the endangering
of the
passengers or the surroundings of the vehicle. In this case, the principle of
"stop in the event
of danger" is also referred to. The braking intervention takes place
regardless of whether a
driving command or a driving request by the vehicle driver is present
(therefore
independently of whether the vehicle driver has deflected a drive lever or the
like completely
or partially from its neutral position).
This safety concept has certain disadvantages, however, as in certain
dangerous situations,
a direct standstill of the rail vehicle should be avoided. For example, if a
fire occurs in a rail
vehicle in a tunnel, if possible, the rail vehicle should only come to a
standstill in the closest
railway station or another location with a suitable possibility for the
passengers to escape in
order to allow a rapid and effective evacuation of the passengers from the
area of danger.
A generic control device of this type for a rail vehicle is known from DE 10
2005 007 336 Al,
in which a superordinate vehicle control system controls the braking control
system of the
individual braking devices by means of a data bus system. By means of an
emergency
switch connected to the superordinate vehicle control system, the vehicle
driver can inter alia
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deactivate all previous braking commands by means of the data bus system,
therefore also
stop a current emergency braking operation and force the vehicle to continue
to travel.
The problem here is that the previous braking commands are only deactivated
once by
means of the data bus system but the possible causes preventing onward travel
in the
control system are not eliminated. These causes may be software or else
hardware related.
For example, expected signals may be missing at the vehicle control system or
permanently
faulty or contradictory signals may be present via the data bus. These signals
may, for
example, be signals reflecting the state of relevant components of the vehicle
(for example
interrupted green loop, engaged or blocking mechanical brake, opened doors,
actuated
io emergency brake, activated forced brake, failure of the vehicle control
system, faults or
disruption to the energy supply, a defective setpoint value provider, failure
of a plurality of
drives etc.), which permanently arrive via the data bus at the vehicle control
system and have
to be processed there accordingly.
In all the above cases mentioned by way of example, the incoming signals at
the vehicle
control system in the known vehicle lead, during normal operation, to an
emergency braking
operation and therefore have to be deliberately deactivated in the known
control system by a
repeated or lasting actuation of the emergency switch. In this case, it is, in
particular,
provided in the known vehicle that deactivating the braking commands (by a
corresponding
AND operation of a plurality of signals) can only take place by means of a
laborious,
zo deliberate action inevitably to be repeated several times by the driver.
This may, particularly
in a stressful situation (for example vehicle fire in a tunnel), lead to an
excessive demand on
the driver.
The present invention is therefore based on the object of providing a control
device or a
method for controlling a vehicle, which does not have the aforementioned
drawbacks or only
to a lesser extent and, in particular, allows a prevention or interruption of
an automatic
emergency braking operation in a simple and reliable manner in order to allow
onward travel
out of a dangerous location.
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,
The present invention is based on the technical teaching that a prevention or
interruption of
an automatic emergency braking operation and, therefore, onward travel from a
dangerous
location is made possible in a simple and reliable manner if the first
superordinate vehicle
control system is switched off in a special operation and, apart from the
first vehicle control
system, a second vehicle control system activated in the special operation is
provided which,
on the one hand, controls the braking devices and the traction devices by
means of a
separate control path and, on the other hand, is configured in such a way that
it carries out a
driving command with priority over a braking command.
In other words, onward travel is made possible with the control device
according to the
113 invention in that, in the special operating state, the priorities
between the control commands
"drive" and "brake" are mutually exchanged in comparison to the normal
operating state. In
this case, when there is a braking command present and a driving command
present, the
braking command is ignored and only the driving command is carried out, such
that it is
possible for the vehicle to travel onward.
This design, on the one hand, has the advantage that, by switching off the
first vehicle
control system and ultimately the first control path, all the signals or
disruptions in the
system, which may be the cause of an emergency braking operation, can be
rapidly and
easily suppressed, so they have no further influence on the control system in
this special
operation. As they only have to be provided for the special operation (in
which optionally
damage to individual components of the vehicle is also accepted as long as the
reaching of a
safe stopping point can be ensured), the second vehicle control system and the
components
of the second control path may be constructed correspondingly simply and
robustly or in a
manner not very susceptible to malfunction, so their reliable functioning is
easily ensured.
Finally, in a simple design of this type, the priority of the driving commands
over possible
braking commands can be realised in a simple manner.
According to one aspect, the present invention therefore relates to a control
device for a
vehicle, in particular a rail vehicle, with a traction control system for
controlling traction
devices of the vehicle, a braking control system for controlling braking
devices of the vehicle
and a superordinate first vehicle control system for controlling the traction
control system and
the braking control system via a first control path, in particular a data bus
system. The first
vehicle control system is configured, in a normal operating state of the
control device, to
control the traction control system and the braking control system in such a
way that, in a
detected emergency situation, a control action bringing about the activation
of the braking
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devices takes place with priority over a control action bringing about the
activation of the
traction devices. Furthermore, a second vehicle control system for controlling
the traction
control system and the braking system via a second control path is provided,
the second
control path being different from the first control path. The control
mechanism is configured
to, in a special operating state, deactivate the first vehicle control system
and activate the
second vehicle control system. The second vehicle control system is in turn
configured to, in
the special operating state, control the traction control system and the
braking control system
in such a way that a control action bringing about the activation of the
traction devices takes
place with priority over a control action bringing about the activation of the
braking devices.
The described priority of driving commands over to braking commands in the
special
operating state can basically be realised in any suitable manner as long as it
is ensured that,
in this special operating state, no activation of the brakes takes place or a
release of the
brakes place as long as a valid driving command is present. It is preferably
provided that a
driving command signal to the traction control system triggers an actuation of
traction
devices of the vehicle and a release command signal to the braking control
system triggers a
release of braking devices of the vehicle. The second vehicle control system
is, in this case,
configured in such a way that, upon an incoming driving request in the special
operating
state, it transmits a driving command signal to the traction control system
and a release
signal to the braking control system. Onward travel to the next safe stopping
position can
thereby be ensured in a particularly simple manner.
The components of the vehicle which can trigger the emergency braking
operation in a
dangerous situation or in the case of a disruption in the normal operation of
the vehicle, may
inter alia include the components of the energy supply devices for the
traction devices of the
vehicle. In the event of a disruption in this area (for example overheating or
a fire) it is
possible that one or more of the energy supply devices present are switched
off. The
traction devices are, in this case, no longer supplied with (sufficient)
energy in order to
provide the traction power necessary for onward travel.
In advantageous variants of the invention, an energy supply device (generally
arranged in
the vehicle) to supply at least a part of the traction devices of the vehicle
is therefore
provided and the second vehicle control system is configured in such a way
that, in the
special operating state, it generates an activation signal to activate the
energy supply device
at least in the event of an incoming driving request. In other words, in this
case, it is ensured
in the special operating state that one or optionally more (preferably all)
energy supply
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devices of the vehicle are activated in order to provide the traction power
necessary for
onward travel (with adequate safety). It is accepted here that the relevant
energy supply
device will possibly be damaged here to eliminate danger to the passengers.
The activation of the special operating state may take place in any suitable
manner. In
particular, it may be provided that an automatic activation of the special
operating state takes
place if, for example, it is ascertained by a corresponding detection of the
position of the
vehicle and/or the surroundings of the vehicle that no safe evacuation of the
vehicle is
possible at the current site of the vehicle. In other preferred variants of
the control device
according to the invention it is provided that the special operating state can
be activated
manually to generally allow the vehicle driver, who is generally
comprehensively trained and
experienced, to take the decision about this.
The first control path and the second control path may basically be designed
in any suitable
manner. In preferred variants of the control device according to the
invention, the first control
path comprises a data bus system, with which, in the normal operating state, a
particularly
advantageous controlling of the traction devices, the braking devices and
optionally further
devices of the vehicle is possible.
Additionally or as an alternative it is preferably provided that the second
control path
comprises a direct signal line between the second vehicle control system and
at least one
component of the traction devices or the braking devices to be controlled in
the special
operating state. Owing to this direct connection between the second vehicle
control system
and the relevant component to be controlled, a particularly robust connection
that is not very
susceptible to faults is ensured and which, in the special operating state,
ensures reliable
control of the relevant component.
The direct connection may exist only to individual components of the traction
devices and/or
the braking devices. However, it is preferably provided that the second
control path in each
case comprises a rigidly connected signal line between the second vehicle
control system
and all the components of the traction devices or the braking devices to be
controlled in the
special operating state. As a result, even in the case of a failure of
individual components of
the traction devices or the braking devices, reliable control of the
remaining, (at least
sufficiently) functioning components of the traction devices and the braking
devices is
ensured.
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The signals of the second vehicle control system can be transmitted via a
single signal line of
the second control path to the traction device or the traction devices of the
vehicle. However,
in one variant with a plurality of separate traction devices it is preferably
provided that the
second control path comprises a first signal line and a second signal line,
the first signal line
being connected to a first fraction of the traction devices and the second
signal line being
connected to a second fraction of the traction devices. Owing to this multi-
strand connection,
even in the event of a disruption in the area of one of the two signal lines,
it can be ensured
that an adequate number of traction devices can still be reliably controlled.
It goes without saying in this context that, in other variants of the
invention, more than two
signal lines may of course be led to more than two fractions of the traction
devices. It is also,
of course, obvious that in other variants of the invention, a redundant
arrangement of the
signal lines may be provided and therefore at least two parallel signal lines
are provided for
at least one of the traction devices.
The distribution of the traction devices over the signal lines may basically
take place in any
suitable manner. The first fraction of the traction devices preferably
comprises at least 50%
of the traction devices of the vehicle. It is further preferably provided that
the first fraction of
the traction devices and/or the second fraction of the traction devices
comprises a fraction of
the traction devices, the added traction power of which is sufficient to
continue to move the
vehicle in the event of a failure of the other fraction of the traction
devices. This ensures that
the vehicle, even with the failure of the other of.fraction of the traction
devices, can still be
moved to a safe stopping place.
In further advantageous variants of the invention it is provided that the
first fraction of the
traction devices and/or the second fraction of the traction devices comprises
a fraction of the
traction devices, the added traction power of which is sufficient to continue
to move the
vehicle upon the blocking of at least one fraction of the braking devices, in
particular all the
braking devices, of the vehicle.
The two signal lines may basically be arranged in any suitable manner in the
vehicle. In
order to reduce the risk of a simultaneous disruption of both the signal
lines, it is preferably
provided that the first signal line and the second signal line are arranged
spatially separated
and/or separated from one another in terms of signal technology. With regard
to the spatial
separation, it may, for example, be provided that the first signal line is
arranged on one
vehicle side and the second signal line on the other vehicle side. As a
result, the probability
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is increased that in the event of damage to one of the signal lines, control
commands or
control signals can continue to be transmitted via the other signal line.
With regard to the control of the braking devices, the procedure in the
special operation may
be analogous to the control of the traction devices. The signals of the second
vehicle control
system can accordingly be transmitted via a single signal line over the second
control path to
the braking device or the braking devices of the vehicle. However, in a
variant with a plurality
of separate braking devices it is in turn preferably provided that the second
control path
comprises a third signal line and a fourth signal line, the third signal line
being connected to a
first fraction of the braking devices and the fourth signal line being
connected to a second
fraction of the braking devices.
The distribution of the braking devices over the signal lines may in turn
basically take place in
any desired manner. It is preferably in turn provided that the first fraction
of the braking
devices comprises at least 50% of the braking devices of the vehicle. It is
also
advantageous here for the above-mentioned reasons that the first signal line
and the second
signal line are arranged spatially separated and/or separated from one another
in terms of
signal technology. Likewise, an arrangement with more than two circuits and/or
a redundant
arrangement of the signal lines may again also be provided here.
Also with regard to the controlling of the energy supply devices of the
vehicle, in the special
operation, the procedure may be analogous to the controlling of the traction
devices. The
signals of the second vehicle control system may accordingly be transmitted
via a single
signal line of the second control path to the energy supply device or the
energy supply
devices of the vehicle. However, in a variant with a plurality of separate
energy supply
devices it is preferably in turn provided that the second control path
comprises a fifth signal =
line and a sixth signal line, the fifth signal line being connected to a first
fraction of the energy
supply devices and the sixth signal line being connected to a second fraction
of the energy
supply devices.
The division of the energy supply devices over the signal lines may in turn
basically take
place in any suitable manner. It is preferably in turn provided that the first
fraction of the
energy supply devices comprises at least 50% of the energy supply devices of
the vehicle. It
is also advantageous here for the above-mentioned reasons that the fifth
signal line and the
sixth signal line are arranged spatially separated and/or separated from one
another in terms
of signal technology.
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In preferred variants of the invention, a so-called "dead man function" is
provided. For this
purpose, the second vehicle control system is configured in such a way that,
in the special
operating state, a driving request is cancelled again after a first time span
since the
occurrence of the driving request if the driving request is not renewed. If
the driving request
is cancelled, the traction devices can then be simply switched off. In order
to prevent the
cancellation of the driving request, the vehicle driver, for example, can not
keep the drive
lever generating the driving request constantly in a deflected position, but
from time to time
has to move it back into its neutral position and then deflect it again in
order to renew the
driving request and therefore to continue the journey.
In a further preferred variant, the second vehicle control system is
furthermore configured in
such a way that, in the special operating state, an activation of the braking
devices takes
place after a second time span since the occurrence of a driving request when
the driving
request is not renewed. In order to prevent the activation of the braking
devices, the vehicle
driver thus, for example, can not constantly hold the drive lever generating
the driving
request in a deflected position, but has to move it back into its neutral
position from time to
time and then deflect it again in order to renew the driving request and,
therefore, to continue
the journey without a braking intervention. This can ensure that after a
certain time without
renewal of the driving request, an emergency braking operation is carried out
in order to
automatically bring the vehicle to a standstill in the event of a failure of
the vehicle driver.
The braking devices may be activated before the cancellation of the driving
request (with, for
example, the switching-off of the traction devices resulting thereof).
However, it is preferably
provided that the second time span is longer than the first time span, so the
driving command
is firstly cancelled before the braking intervention takes place.
In preferred variants of the control device according to the invention, the
"dead man function"
(in other words the monitoring of the ability of the vehicle driver to act)
may be realised by
means of a time counter, which, in the special operating state, cancels the
driving command
after a first time span. A time counter of this type may be realised both by a
software
solution and by a hardware solution. The time counter may be designed to
cancel a driving
command after a certain previously fixed time span, for example after 30
seconds. The
vehicle may then be in a rolling state.
If the vehicle driver is able to act, he can renew the driving command by a
deliberate
switching action and thus reset the time counter. A switching action of this
type may be
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realised, for example, in that the drive lever is set in its neutral position
(zero position) for a
specific time span (for example 0.5 s) and is then deflected again. It is
obvious, however,
that, in other variants of the present invention, other switching actions or
the like may be
provided.
In further variants with the above described automatic braking intervention, a
time relay may
be provided, which, in the second operating state, as described, automatically
activates the
function "brake" after a second time span.
The second time span may be set here in such a way that the latter is
significantly longer
than the first time span. For example, the first time span may be 30 s and the
second time
io span 45 s. However, it is obvious that other time spans can be selected
and adapted to the
special requirements of the vehicle and the surroundings.
In preferred variants of the control device according to the invention, the
second vehicle
control system comprises at least one actuating element, which is configured,
in the special
operating state, to generate control commands for the traction control system
and/or the
braking control system. This is preferably the drive lever, which the vehicle
driver also uses
in the normal operating state.
In further preferred variants of the control device according to the
invention, the second
vehicle control system comprises a door actuating element, which is configured
to generate
control commands for at least one door control unit in the special operating
state. This door
actuating element may in turn be connected analogously to the manner described
above for
the traction devices etc. via one or more separate signal lines to one or more
door control
units.
The present invention furthermore relates to a vehicle, in particular a rail
vehicle with a
control device according to the invention. The above-described variants and
advantages can
be realised to the same extent with this vehicle, so reference is merely made
to the above
statements.
The present invention finally relates to a method for controlling a vehicle,
in particular a rail
vehicle, in which traction devices of the vehicle are controlled by a traction
control system,
braking devices of the vehicle are controlled by a braking control system and
the traction
control system and the braking control system are controlled by a
superordinate first vehicle
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control system via a first control path, in particular a data bus system, the
first vehicle control
system, in a normal operating state, controlling the traction control system
and the braking
control system in such a way that, in a detected emergency situation, a
control action
bringing about the activation of the braking devices takes place with priority
over a control
action bringing about the activation of the traction devices. In a special
operating state, the
first vehicle control system is deactivated and a second vehicle control
system is activated,
the second vehicle control system controlling the traction control system and
the braking
control system via a second control path, which is different from the first
control path, and the
second vehicle control system, in the special operating state, controlling the
traction control
system and the braking control system in such a way that a control action
bringing about the
activation of the traction devices takes place with priority over a control
action bringing about
the activation of the braking devices. The variants and advantages described
above in
conjunction with the control device according to the invention can be realised
using this
method, so reference is merely made to the above statements.
In further preferred embodiments of the invention, at least one fault of the
rail vehicle can be
detected by a suitable detector device. Advantageously, faults can be
detected, which, in the
normal operating state, may result in a rail vehicle which is no longer
capable of travelling.
Examples of such faults are the faults already mentioned at the outset, in
other words, for
example, missing or contradictory signals, interrupted green loop, blocking
brakes, opened
doors, emergency driver braking, imminent forced braking, failure of the
vehicle control
system, faults in the voltage supply or a defective setpoint value provider. A
fire may also be
a cause, as a fire alarm can deactivate the voltage supply. In the case of
faults, which
continue to allow a driving operation, the driving operation can also be
maintained in the
normal operating state. A detector device may comprise suitable sensor and
evaluation units
in order to be able to detect the respective disturbance and be able to
classify it.
The fault can preferably be signalled to the vehicle driver by suitable
devices. In particular, a
fault which leads to the inability of the vehicle to travel can be indicated.
Both optical and
acoustic display means may be used. The vehicle driver can then directly and
appropriately
react to the respective fault and, if necessary, activate the special
operating state.
In preferred variants of the invention, the highest speed of the rail vehicle
in the special
operating state may be limited to a predeterminable value (for example 50
km/h).
Furthermore, in the special operating state, a signal to retract a current
collector may be
blocked, for example, so the voltage supply continues to be ensured.
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Further preferred embodiments of the invention become apparent from the
dependent claims
or the following description of preferred exemplary embodiments, respectively,
which refers
to the accompanying drawings. It is shown in:
Figure 1 a schematic view of a preferred exemplary embodiment of a rail
vehicle
according to the invention with a preferred exemplary embodiment of a control
device according to the invention;
Figure 2 a flowchart of a preferred exemplary embodiment of a control
method according
to the invention, which can be used in the rail vehicle from Figure 1.
Figure 1 shows a schematic view of a preferred exemplary embodiment of a
vehicle
according to the invention in the form of a rail vehicle 101 with a preferred
exemplary
embodiment of a control device 102 according to the invention. The vehicle 101
comprises a
plurality of carriages 101.1 coupled to one another, which are supported on a
series of driven
bogies 103.1 to 103.4 (optionally in addition to a series of non-driven
bogies).
A traction control system 104.1 to 104.4 of the control device 102 is
associated with each
driven bogie 103.1 to 103.4. The respective traction control system 104.1 to
104.4 controls
the traction devices (not shown) of the associated bogie 103.1 to 103.4.
The driven bogies 103.1 to 103.4 are divided into two bogie groups, with which
a respective
energy supply device 105.1 or 105.2 is associated. Thus, the first energy
supply device
105.1 supplies the traction devices of the first bogie 103.1 and the second
bogie 103.2, while
zo the second energy supply device 105.2 supplies the traction devices of
the third bogie 103.3
and the fourth bogie 103.4. For this purpose, the energy supply devices 105.1
and 105.2 are
in each case connected to a current collector 106.1 or 106.2, of which, in
normal operation
(depending on the primary direction of travel) only one is brought into
contact with an
overhead contact line 107.
A braking control system 108.1 or 108.2 of the control device 102, which
controls the braking
devices of the associated bogies, is furthermore associated with each bogie
group. Thus,
the braking devices of the first bogie 103.1 and the second bogie 103.2 are
controlled by the
first braking control system 108.1, while the braking devices of the third
bogie 103.3 and the
fourth bogie 103.4 are controlled by the second braking control system 108.2.
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It is obvious here that, in other variants of the invention, a division into
more than two bogie
groups may be provided, with which a respective separate energy supply device
and/or a
separate braking control system is then associated. It is also obvious that in
other variants of
the invention, it can also be provided that a separate energy supply device
and/or a separate
braking control system can be provided for each driven bogie.
The control device 102 comprises a superordinate first vehicle control system
109.1, which,
in the normal operation or normal operating state of the vehicle 101, is
connected via a first
control path in the form of a data bus 110 (for example a so-called vehicle
bus or MVB,
respectively) to the traction control systems 104.1 to 104.4, the energy
supply devices 105.1
and 105.2 and the braking control systems 108.1 to 108.4.
The control device 102 controls the vehicle 101 according to a preferred
variant of the control
device according to the invention, as shown in Figure 2. The method is firstly
started in a
step 112.1 and passes to normal operation in a step 112.2.
In the normal operation of the vehicle 101, this superordinate first vehicle
control system
109.1 controls the traction control systems 104.1 to 104.4, the energy supply
devices 105.1,
105.2 and the braking control systems 108.1 to 108.4. The control takes place
here as a
function of the inputs of the vehicle driver, which the latter actuates, for
example, from the
driver's control panel 111, which in normal operation is also connected via
the data bus 110
to the first vehicle control system 109.1.
In normal operation, the first vehicle control system 109.1 receives from the
traction control
systems 104.1 to 104.4, the energy supply devices 105.1, 105.2, the braking
control systems
108.1 to 108.4 and optionally from further sensors (not shown) arranged in or
on the vehicle
(for example temperature sensors, fire alarms, door sensors, emergency braking
switches
etc.), information about the current state of the respective component. This
information can
be transmitted via the data bus 110 or a separate connection to the first
vehicle control
system 109.1.
Using this state information about the components of the vehicle 101,
decisions are made
about controlling the respective components of the vehicle 101 in the first
vehicle control
system 109.1. In the vehicle 101, in normal operation, a sufficiently known
safety concept is
realised, according to which, in a series of constellations representing a
dangerous situation,
the first vehicle control system 109.1 decides to carry out an emergency
braking operation.
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A constellation of this type, which represents a dangerous situation and
therefore triggers an
emergency braking operation, may be provided in the presence of a series of
signals or
signal combinations (for example overheating of a component, the response of a
fire alarm,
interrupted green loop, engaged or blocking mechanical brake, opened doors,
actuated
emergency brake, activated forced brake, failure of the vehicle control
system, fault or
disruption of the energy supply, defective setpoint value provider, failure of
a plurality of
drives etc.).
If the first vehicle control system 109.1 determines a dangerous situation of
this type, the
vehicle 101 is brought directly to a standstill by a braking intervention in
order to reduce an
io endangering of the passengers or the surroundings of the vehicle. In
this case, the principle
is also referred to as "stop in the event of danger". The braking intervention
then takes place
regardless of whether a driving command or a driving request is present from
the vehicle
driver by means of the control panel 111, therefore also regardless of whether
the vehicle
driver has deflected the drive lever 111.1 completely or partially from its
neutral position (as
indicated in Figure 1 by the dashed contour 113).
This safety concept has the disadvantage, however, that in certain dangerous
situations, a
direct standstill of the vehicle 101 should be avoided. If, for example, a
fire occurs in the
vehicle 101 in a tunnel, the vehicle should as far as possible only come to a
standstill in the
closest railway station or at another location with a suitable possibility for
the passengers to
zo escape in order to allow a rapid and effective evacuation of the
passengers from the danger
zone.
In order to allow the onward journey of the vehicle 101 in a dangerous
situation of this type, it
is provided that the vehicle driver can switch over into a special operating
state or special
operation by means of an actuating element 114 (which can be actuated
deliberately and
preferably not inadvertently). In the course of the control method it is
therefore checked in a
step 112.3 whether a corresponding switching signal is present at the
actuating element 114
and therefore a switch should be made into special operation.
If this is not the case, there is a return to step 112.2. Otherwise, in a step
112.4, the first
vehicle control system 109.1 is deactivated and a second vehicle control
system 109.2 (in
the present example, integrated in the driver's control panel 111) of the
control device 102 is
activated.
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The second vehicle control system 109.2 is connected via a second control path
115, which
is different from the data bus 110 (first control path), to the traction
control systems 104.1 to
104.4, the energy supply devices 105.1, 105.2, the braking control systems
108.1, 108.2 and
the current collectors 106.1, 106.2. The connection takes place here, in each
case, by
means of a rigidly connected signal line 115.1 to 115.8.
In the second control path 115, in the present example, a respective two-
strand connection is
realised for each control type controlled by the second vehicle control system
109.2 (traction
control system, control system of an energy supply device, braking control
system, control
system of a current collector etc.). However, it goes without saying that, in
other variants of
the invention, (optionally depending on the control type) any other number of
control strands
may be realised depending on the addressed control type.
In the present example, the first traction control system 104.1 and the second
traction control
system 104.2 are connected by the first signal line 115.1 to the second
vehicle control
system 109.2, while the third traction control system 104.3 and the fourth
traction control
system 104.4 are connected by the second signal line 115.2 to the second
vehicle control
system 109.2. The first signal line 115.1 and the second signal line 115.2 are
separated
from one another spatially (for example installed on different sides of the
vehicle 101) and in
terms of signal technology, so that, on the one hand, a disruption in one
signal line 115.1 or
115.2 does not impair the other signal line 115.2 or 115.1 and, on the other
hand, the
probability is reduced of an external disruption affecting both signal lines
115.1 and 115.2.
Analogously, in the present example, the first braking control system 108.1 is
connected by
the third signal line 115.3 to the second vehicle control system 109.2, while
the second
braking control system 108.2 is connected by the fourth signal line 115.4 to
the second
vehicle control system 109.2. The third signal line 115.3 and the fourth
signal line 115.4 are
in turn separated from one another spatially (for example installed on
different sides of the
vehicle 101) and in terms of signal technology, so they do not influence one
another in the
above-described manner and the probability of a joint impairment by an
external disruption is
reduced.
In a comparable manner, in the present example, the control system of the
first energy
supply device 105.1 is connected by the fifth signal line 115.5 to the second
vehicle control
system 109.2, while the control system of the second energy supply device
105.2 is
connected by the sixth signal line 115.6 to the second vehicle control system
109.2. The fifth
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signal line 115.5 and the sixth signal line 115.6 are in turn separated from
one another
spatially (for example installed on different sides of the vehicle 101) and in
terms of signal
technology, so they do not influence one another in the above-described manner
and the
probability of a joint impairment by an external disruption is reduced.
In an analogous manner, in the present example, the control system of the
first current
collector 106.1 is finally connected by the seventh signal line 115.7 to the
second vehicle
control system 109.2, while the control system of the second current collector
106.2 is
connected by the eighth signal line 115.8 to the second vehicle control system
109.2. The
seventh signal line 115.7 and the eighth signal line 115.8 are in turn
separated from one
113 another spatially (for example installed on different sides of the
vehicle 101) and in terms of
signal technology, so they do not influence one another in the above-described
manner and
the probability of a joint impairment by an external disruption is reduced.
The described switching off of the first vehicle control system 109.1 and the
first control path
110 and the activation of the second control mechanism 109.2 and the second
control path
with the above-described rigidly connected configuration means that, on the
one hand, all the
signals, which lead, in normal operation, to an emergency braking operation,
can be directly
suppressed and therefore no longer impair the further control or have to be
processed in the
framework of this control. Therefore the control system in special operation
can be
constructed particularly simply and robustly.
=
After the changeover to special operation, a check is made in step 112.5
whether a driving
request by the vehicle driver is present in that the latter accordingly
deflects the drive lever
111.1. If this is the case, the second control mechanism 109.2, in a step
112.6, transmits a
respective release signal by the signal lines 115.3 and 115.4 to the
respective braking control
system 108.1 and 108.2, which cancels any braking signal present at the
braking control
systems 108.1 and 108.2 and (with intact signal processing in the braking
control systems
108.1 and 108.2 and intact braking devices) leads to a release of the braking
devices of all
the bogies 103.1 to 103.4.
The second control mechanism 109.2 furthermore in each case sends a driving
signal by
means of the two signal lines 115.1 and 115.2 to the traction control systems
104.1 to 104.4,
which cancels any switch-off signal present at the traction control systems
104.1 to 104.4
and (with intact signal processing in the traction control systems 104.1 to
104.4 and intact
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traction devices) leads to an activation and actuation of the traction devices
of the bogies
103.1 to 103.4.
In other words, in special operation, a reversal of the priorities is hereby
realised between a
driving request or a driving signal, respectively, and a braking request or a
braking signal,
respectively. This can, in the simplest case, be realised in that it is
prevented that a braking
signal (however caused) is passed to the braking control systems 108.1 and
108.2 as long
as a driving signal for the traction control systems 104.1 to 104.4 is present
at the signal lines
115.1 and 115.2. A driving request activating the traction devices is thus in
each case
treated with priority over a braking request activating the braking devices.
The onward travel
of the vehicle 101 triggered deliberately and (as will be explained below in
more detail) in a
sustained manner by the vehicle driver, in special operation, therefore has
absolute priority
over a braking request, however triggered.
The second control mechanism 109.2, on the one hand, furthermore sends a
respective
activation signal via the two signal lines 115.5 and 115.6, triggered by the
driving request, to
the energy supply devices 105.1 and 105.2, which cancels any switch-off signal
present at
the energy supply devices 105.1 and 105.2 and leads to an activation of the
energy supply
devices 105.1 and 105.2 (with intact signal processing in the control systems
of the energy
supply devices 105.1 and 105.2 and intact energy supply devices 105.1 and
105.2).
On the other hand, the second control mechanism 109.2, triggered by the
driving request,
furthermore sends a respective activation signal via the two signal lines
115.7 and 115.8 to
the control systems of the current collectors 106.1 and 106.2, which cancels
any switch-off
signal present at the control systems of the current collectors 106.1 and
106.2 and, leads to
an activation of the current collectors 106.1 and 106.2 and a locking of the
current collectors
106.1 and 106.2 in their extended position (contact with the overhead contact
line 107) (with
intact signal processing in the control systems of the current collectors
106.1 and 106.2 and
intact current collectors 106.1 and 106.2).
All these measures ensure in an advantageous manner that the functioning
traction devices
of the bogies 103.1 to 103.4 are activated and by means of the functioning
current collectors
106.1, 106.2 and the energy supply devices 108.1, 108.2 are supplied with
energy. In
addition it is ensured that the functioning braking devices are released so
the vehicle 101 can
continue to be driven.
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In the present example, the distribution of the traction devices over the
first signal line 115.1
and the second signal line is selected such that in each case 50% of the
traction devices of
the vehicle 101 are controlled by means of one of the two signal lines 115.1
and 115.2. It
goes without saying, however, that in other variants of the invention, another
distribution may
also be provided. As was already explained above, the distribution is
preferably carried out
in such a way that, if the traction devices which are controlled by one of the
signal lines fail,
the added traction power of the traction devices, which are controlled by the
other signal line,
is sufficient to continue to move the vehicle. This ensures that the vehicle
can still be moved
to a safe stopping place even if one fraction of the traction devices fails.
io In the present example, the added traction power of the traction devices
controlled by the
first signal line 115.1 is sufficient to continue to move the vehicle if all
the braking devices of
the vehicle 101 block. The same applies to the added traction power of the
traction devices
controlled by the second signal line 115.2. It is thus ensured that the
vehicle 101 can still be
moved to a safe stopping place even in the event of failure of 50% of the
traction devices and
completely blocking brakes (even if at a correspondingly low speed).
The distribution of the braking devices over the signal lines 115.3 and 115.4
takes place in
an analogous manner, so, in each case, 50% of the braking devices of the
vehicle 101 are
controlled by one of the two signal lines 115.3 and 115.4. Something
comparable applies to
the division of the energy supply devices 105.1, 105.2 or the current
collectors 106.1, 106.2
zo over the signal lines 115.5, 115.6 or 115.7, 115.8.
With the above-described measures in the step 112.6, in special operation with
a sufficient
number of intact components of the vehicle 101, it is made possible to travel
onward to a
safe stopping point. It is accepted here inter alia that, eventually,
individual endangered or
already damaged components of the vehicle 101 will undergo (further) damage by
their
further use in special operation. However, this is accepted with regard to the
paramount
elimination of the danger to the passengers of the vehicle 101.
By carrying out the above-described measures in step 112.6, which (with an
adequate
number of intact components of the vehicle 101) lead to onward travel of the
vehicle 101, a
check is made in a step 112.7 whether a first time span Z1, for example 30 s,
has passed
since the last renewal of the driving request from the vehicle driver. The
renewal of the
driving request in the present example takes place in that the vehicle driver
returns the
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deflected drive lever 111.1 back into its neutral position (zero position)
shown in Figure 1 and
then deflects it again into a driving position (contour 113 in Figure 1).
If the first time span Z1 has passed without renewal of the driving request,
the second
vehicle control system 109.2, in a step 112.8, sends a traction stop signal by
means of the
signal lines 115.1 and 115.2 to the traction control systems 104.1 to 104.4,
which leads to a
deactivation of the traction devices.
A check is then made in a step 112.9 whether, since the last renewal of the
driving request
by the driver, a second time span Z2 has passed, the second time span Z2 being
greater
than the first time span Z1 (and being, for example, 45 s). If this is the
case and if no further
relevant inputs from the vehicle driver have been actuated at the driver's
control panel 111,
the second vehicle control system 109.2, in a step 112.10 sends, by means of
the signal
lines 105.3 and 105.4, a respective braking signal to the braking control
systems 108.1 and
108.2, which leads to an activation of the braking devices and therefore an
emergency
braking operation.
In other words, a so-called dead man function is realised by means of the
steps 112.7 to
112.10, by means of which, in the event of a failure of the vehicle driver,
after activation of
the special operation it is ensured that the vehicle cannot travel on in an
uncontrolled
manner.
It is finally checked in a step 112.11 whether the method sequence should be
ended. If this
is the case, the method sequence is ended in a step 112.12. Otherwise, a
return is made to
the step 112.5. A renewed transition to normal operation (return to step
112.2) is not
provided in the present example. Rather, after a one-off activation of the
special operation, a
corresponding maintenance of the vehicle 101 has to take place. It is obvious,
however,
that, in other variants of the invention, optionally after a corresponding
checking step, a
return of this type to the step 112.2 may also be provided.
It may be provided that, in special operation, the signals "door release" and
"vehicle at
standstill" are always applied by the second vehicle control system 109.2 to
the door control
units (not shown in Figure 1) of the doors of the vehicle 101, so the doors
can be opened at
any time to allow a rapid evacuation of the passengers.
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If, in special operation, a location is reached which allows the passengers to
climb out safely,
for example a station or an emergency exit in a tunnel, the vehicle driver can
cancel the
driving request at any time and generate a braking command which the second
vehicle
control system 109.2 sends by means of the signal lines 115.3, 115.4 to the
braking control
systems 108.1, 108.2 in order to bring the vehicle 101 to a standstill by
means of the braking
devices.
Finally, the second vehicle control system 109.2, triggered by a corresponding
input of the
vehicle driver at a standstill, can transmit an opening signal to the door
control units, so the
doors open and it is possible for the passengers to climb out safely.
The second vehicle control system 109.2 is configured in the present example
in such a way
that it merely comprises one or more simple actuating devices which apply a
signal, in
accordance with the above explanations, to the respective signal line 115.1 to
115.8. In this
case, simple, preferably rigidly connected logic modules can be used to
realise the above-
described signal operations, conditions and queries (dead man function etc.)
In other words, a microprocessor-assisted control system (which is frequently
also called an
electronic control system) is thus dispensed with for the second vehicle
control system 109.2
in the present example. For the special operation, this ensures a particularly
economic,
robust control, not very susceptible to faults, of the decentralised control
mechanisms of the
vehicle components to be controlled (in other words, here, the traction
control systems 104.1
to 104.4, the control mechanisms of the energy supply devices 105.1, 105.2,
the braking
control systems 108.1, 108.2 and the control mechanisms of the current
collectors 106.1,
106.2).
These decentralised control mechanisms are in turn typically configured as
microprocessor-
assisted (electronic) control mechanisms and process the signals of the second
vehicle
control system 109.2 supplied by means of the signal lines 115.1 to 115.8 in
the
corresponding manner.
A further advantage of this design is that the safety of this system (from the
second vehicle
control system 109.2 and the signal lines 115.1 to 115.8) can be tested and
demonstrated
particularly easily so the control system according to the invention is also
particularly
advantageous with regard to the authorisation of a vehicle equipped therewith.
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It is obvious, however, that in other variants of the invention, a completely
or partially
microprocessor-assisted control system can also in turn be used for the second
vehicle
control system if a correspondingly high security against failure can be
ensured.
As can also be inferred from Figure 1, the vehicle 101, at its other vehicle
end, has a further
driver's cab with a further driver's control panel 116 which is designed in an
analogous
manner to the driver's control panel 111 and is connected to the remaining
components of
the control mechanism 102. Likewise also provided in this further driver's cab
is an actuating
mechanism 117, which is designed in an analogous manner to the actuating
mechanism 114
and is connected to the remaining components of the control mechanism 102.
The present invention was described above exclusively by means of an example
of a rail
vehicle. It is obvious however, that the present invention can also be applied
to any other
vehicles, in which a corresponding special operation can be required to avert
dangers to the
passengers or passers-by outside the vehicle.
* * * * *
PCT/EP2009/054311
