AUTOMATED ON-VEHICLE CONTROL SYSTEM FOR A RAIL VEHICLE

Abstract

An automated on-vehicle rail vehicle control system has an on-vehicle set point value detection unit, an automated train operating system, a driving and braking unit, and additional sensors for detecting environment-related information. The on-vehicle set point value detection unit is configured to determine, based on on-vehicle positioning and map data as well as sensor data from the additional sensors, operative set point values for the control mode and the current driving mission of the rail vehicle. The automated train operating system is configured to generate driving and braking commands based on the set point values of the on-vehicle set point value detection unit. The driving and braking unit is configured to carry out traction and braking operations based on the driving and braking commands so determined. There are also described a rail vehicle and a method for the automated control of a rail vehicle.

Claims

1-10. (canceled)

11. An automated on-vehicle rail vehicle control system, comprising: an on-vehicle setpoint value specification determination unit; an automated train operating system; a driving and braking unit; and a plurality of sensors for acquiring environmental information; said on-vehicle setpoint value specification determination unit being configured, based on a high-precision on-vehicle position determination and high-precision map data, and based on dynamic influences identified from environmental information acquired via sensor data from said sensors, to determine operative setpoint value specifications for a regulation mode and a current driving mission of the rail vehicle, in order to move the rail vehicle according to the driving mission and an external environmental situation; said automated train operating system being configured to generate driving and braking commands based on the setpoint value specifications determined by said on-vehicle setpoint value specification determination unit; and said driving and braking unit being configured to carry out traction and braking operations based on the driving and braking commands generated by said automated train operating system.

12. The control system according to claim 11, wherein said on-vehicle setpoint value specification determination unit comprises at least one of the following sensors: a position determination unit; an incremental odometer; an imaging system, a radar system; and inertial sensors.

13. The control system according to claim 11, wherein said on-vehicle setpoint value specification determination unit comprises a comparison unit for comparing sensor information acquired with said sensors with a high-precision route map.

14. The control system according to claim 13, wherein the high-precision route map comprises information selected from the group consisting of a course of the route, signal positions, stop positions, and branches.

15. The control system according to claim 11, wherein a current specification for moving the rail vehicle is determined on a basis of a current local position, the driving mission, and the high-precision map data.

16. The control system according to claim 12, wherein said sensors have at least one imaging system or a radar system and the information from the imaging system or the radar system is usable to determine the following information: signal identification; perception of other traffic participants; and perception of passengers at a stop in order to carry out an appropriate procedure at the stop.

17. A rail vehicle, comprising an automated on-vehicle rail vehicle control system according to claim 11.

18. A method for an automated control of a rail vehicle, the method comprising the following steps: determining a position of the rail vehicle with an on-vehicle high-precision position determination; acquiring environmental information; determining operative setpoint specifications for a regulation mode and a current driving mission of the rail vehicle based on the position of the rail vehicle, high-precision map data, and dynamic influences identified on a basis of the environmental information, in order to move the rail vehicle according to a driving mission and an external environmental situation; generating driving and braking commands based on the setpoint specifications; and carrying out traction and braking operations based on the driving and braking commands.

19. A non-transitory computer program product comprising a computer program to be loaded directly into a memory unit of a control device of a rail vehicle, the computer program having program sections for performing the steps of the method according to claim 18 when the computer program is executed in the control device.

20. A non-transitory computer-readable medium on which program sections to be executed by a computer unit are stored and the program sections are configured to carry out all the steps of the method according to claim 18 when the program sections are executed by the computer unit.

Description

[0042] The invention is described again in more detail in the following with reference to the attached figures and with reference to exemplary embodiments, in which:

[0043] FIG. 1 shows a schematic representation of a conventional system for automated rail vehicle control,

[0044] FIG. 2 shows a schematic representation of an automated on-vehicle rail vehicle control system according to a first exemplary embodiment of the invention,

[0045] FIG. 3 shows a schematic representation of an automated on-vehicle rail vehicle control system according to a second exemplary embodiment of the invention,

[0046] FIG. 4 shows a flow diagram illustrating a method for the automated control of a rail vehicle according to an exemplary embodiment of the invention.

[0047] FIG. 1 shows a schematic representation of a conventional system 10 for automated rail vehicle control. The system 10 for automated rail vehicle control has a plurality of safety systems 2 arranged in the infrastructure. For example, safety systems 2 comprise technical devices embodied to safeguard the route against disruptive objects. These comprise doors on platforms and sensors for monitoring track clearance. Furthermore, the safety systems comprise fixed stationary landmarks for synchronizing the rail vehicles as well as stationary safety devices for braking or stopping rail vehicles. Part of the system 10 for automated rail vehicle control also entails on-board automated control units 1, which issue driving and braking commands SW on the basis of the information I transmitted by the technical devices of the infrastructure, such as, for example, position data, stop signals and the like and forward them to traction and braking units 3. The traction and braking units 3 execute the driving and braking commands so that automatic control of the driving behavior of the rail vehicle is implemented.

[0048] FIG. 2 shows a schematic representation of an automated on-vehicle rail vehicle control system 20 according to a first exemplary embodiment of the invention. The on-vehicle rail vehicle control system 20 differs from conventional automatic control systems of rail vehicles in that it is implemented on the vehicle and does not require any communication with infrastructure installations.

[0049] An embodiment in combination with train protection components and infrastructure as well as the vehicle's own intelligence is likewise possible, but not necessary for an automated or autonomous driving function.

[0050] Like the conventional system 10 shown in FIG. 1, the automated on-vehicle rail vehicle control system 20 in FIG. 2 likewise has a system for actuation 3 of propulsion and braking. The actuation system 3 receives driving and braking commands SW from an automated train operating system 11. The automated train operating system 11 has an actuation and regulation function in the automated on-vehicle rail vehicle control system 20. Here, physical properties of the rail vehicle are taken into account. On the one hand, regulation technology implements driving and braking commands and, on the other, the automated train operating system 11 achieves compliance with a driving profile. Said actions are based on setpoint value specifications SWV. The setpoint value specifications SWV are generated by an on-vehicle setpoint value specification determination unit 22. The on-vehicle setpoint value specification determination unit 22 is connected to on-vehicle sensors 21 and a database 23. The on-vehicle sensors 21 have units for satellite navigation, incremental odometers, inertial sensors or imaging units. The sensor data SD determined by said sensors is used by the setpoint value specification determination unit 22 to determine the local position P of the rail vehicle. Furthermore, the setpoint value specification determination unit 22 has a comparison unit 22a, which in addition to the position P determined, receives map data KD from a database 23. Combining different types of sensors enables inaccuracies in individual systems to be compensated. For example, odometer pulse generators have sliding and skidding effects and shadowing effects occur with satellite signals when driving through tunnels or wooded landscapes. The use of inertial sensors allows direction detection when passing switches.

[0051] The comparison unit 22a uses the position P and the map data KD as the basis for carrying out a comparison, wherein information contained in the map, which is necessary for the driving operation and hence for the current setpoint value specifications SWV, is acquired and evaluated. This information can, for example, comprise the course of the route, signal positions, stop positions, branches and the like.

[0052] The journey of a rail vehicle follows a predefined driving mission, which is, for example, defined by a schedule. The current setpoint value specifications SWV, which indicate how far the rail vehicle is to be moved, are determined on the basis of the current local position P, the predefined driving mission and the map data KD, more precisely, the route of the driving mission stored in the map data KD. As already mentioned, the setpoint value specifications determined are transmitted to the automated train operating system 11, which uses them as the basis for generating driving and braking commands SW with which the actuation 3 of propulsion and braking is controlled.

[0053] FIG. 3 shows a schematic representation of an automated on-vehicle rail vehicle control system 30 according to a second exemplary embodiment of the invention. The on-vehicle rail vehicle control system 30 shown in FIG. 3 differs from the on-vehicle rail vehicle control system 20 shown in FIG. 2 in that it has additional sensors 31 for the acquisition of information from the environment. The additional sensors comprise imaging systems and radar for signal identification, for the perception of other traffic participants, for the perception of obstacles in the track region and for the perception of passengers at stops. Furthermore, the on-vehicle rail vehicle control system 30 shown in FIG. 3 differs from the on-vehicle rail vehicle control system 20 shown in FIG. 2 in a setpoint value specification determination unit 32, which evaluates the additional sensor information SDZ acquired and incorporates it the determination of setpoint value specifications SWV. In this way, the rail vehicle can also move safely in a non-secured and open region. The functions of other units, such as, for example, the database 23, the automated train operating system 11 as well as the actuation unit 3 for propulsion and braking do not differ from the units of the same name illustrated in FIG. 2 and will therefore not be described again in detail in connection with FIG. 3.

[0054] FIG. 4 shows a flow diagram 400 illustrating a method for the automated control of a rail vehicle according to an exemplary embodiment of the invention. In step 4.1, there is initially an on-vehicle identification of the environment of the rail vehicle. Furthermore, in step 4.11, setpoint specifications SWV for the regulation mode and the driving mission of the rail vehicle are determined on the basis of the identification of the environment. Subsequently, in step 4.111 driving and braking commands SW are generated for compliance with the driving mission determined on the basis of the setpoint value specifications SWV of the on-vehicle setpoint value specification determination unit. Finally, in step 4.IV, traction and braking operations are performed on the basis of the driving and braking commands SW determined.

[0055] In conclusion, reference is made once again to the fact that the described methods and apparatuses are only preferred exemplary embodiments of the invention and that the invention can be varied by the person skilled in the art without departing from the scope of the invention insofar as this is specified by the claims. It is also pointed out for the sake of completeness that the use of the indefinite article “a” or “an” does not preclude the possibility of the features in question also being present on a multiple basis. Likewise, the term “unit” does not preclude the possibility of this consisting of a plurality of components which may also be spatially distributed.