DE202019102812U1 - System for the controlled braking and position-defined stopping of a rail vehicle - Google Patents

Abstract

A system for the controlled braking and position-defined stopping of a rail vehicle, for example a tram, at a target position, comprising: a rail vehicle (100, 200) with at least one first RFID reader (L1), one communicatively connected to the first RFID reader (L1) Control device (110), and a braking device (120, 130) which acts on at least one wheel set (105) of the rail vehicle (100, 200) and which can be controlled by the control device (110); at least one first RFID transponder (T1) which is arranged stationary at a defined first distance x1 along a rail path (180) from a target position (Z); andat least one second RFID transponder (T2), which is fixedly arranged at a defined second distance x2, along the rail path (180), from the target position (Z), where x2 <x1, the first RFID reader (L1) and the control device (110) are set up in such a way that (a) the first information encoded by the first RFID transponder (T1) can be read out by the first RFID reader (L1) when the rail vehicle (100, 200) uses the first RFID transponder (T1) happens, and the first information can be transmitted from the first RFID reader (L1) to the control device (110), (b) the control device (110) brakes the rail vehicle (100, 200) in a controlled manner by controlling the braking device (120) , 130) initiates by evaluating the first information, (c) second information encoded by the second RFID transponder (T1) can be read out by the first RFID reader (L1) when the rail vehicle (100, 200) uses the second RFID transponder ( T1) happens, and the second e information can be transmitted from the first RFID reader (L1) to the control device (110), and (d) the control device (110) adjusts the controlled braking of the rail vehicle (100, 200) by evaluating the second information.

Description

TECHNICAL AREA

The invention relates to a system for the controlled braking and position-defined stopping of a rail vehicle, in particular a tram, and in particular a target braking assistance system for a tram.

PRIOR ART

Brake systems and control systems for the driving behavior of autonomous or semi-autonomous vehicles are known. Basically, a distinction can be made between two approaches. On the one hand, such vehicles can only use vehicle-based sensors which scan the area in the direction of travel of the vehicle for obstacles. This approach is particularly used in vehicles that are not restricted to a particular route, for example motor vehicles that move on public roads. Another approach, on the other hand, primarily uses stationary markers or sensors that serve as a reference for the vehicle as it moves. Since this approach requires a high level of installation effort along the route, this approach is only used per se for vehicles in which the route is predefined or at least restricted to a predetermined space, for example in a department store.

Solutions for the essentially vehicle-based approach are for example in the publication US 2006 / 244632A1 described. As an extension of the vehicle-based approach, the detection of a vehicle in front is carried out in that the vehicles are equipped with RFID transponders and RFID readers and a vehicle in front is recognized by a vehicle behind when the RFID transponder of the vehicle in front is in the reading area the RFID reader of the following vehicle arrives.

On the other hand, in the document DE 10 2004 048 279 A1 uses infrared light emitted by the vehicle to detect objects in the route.

Implementation for the control of vehicles that use stationary installed sensors, ie that require an infrastructure, are for example in the publications EP 3373093 A1 , US 6049745 A , US 2017/152845 A1 and US 2018/1578781 A1 described. These implementations also use RFID transponders and RFID reading devices, whereby the primary concern here is navigation and maintaining the route through the respective vehicle, for example within warehouses.

In the pamphlet EP 1701287 A1 describes the use of RFID readers and RFID transponders to detect the direction of travel of a vehicle, for example to detect whether a vehicle is traveling in a lane or vehicle route in the permitted direction, or what speed and acceleration the vehicle is. Even in print DE 10 2010 019643 A1 RFID readers and RFID transponders are used to detect the direction of movement of vehicles.

The determination of the position of vehicles using a given infrastructure is also described in the publication, for example US 5129605 A described. There the position of a rail vehicle is determined via GPS. However, this is only possible when the rail vehicle is in the open, since GPS signals cannot be received in tunnels, for example, and houses can interfere with the GPS signals in urban areas. In addition, the resolution of GPS signals in the civil sector is a few meters, so that GPS is typically only used for navigation.

In the pamphlet FR 2952456 A1 a system of RFID readers and RFID transponders is used for fleet management. It centrally monitors which rail vehicle is where and at what speed it is moving. The aim of this implementation is not to control the individual vehicle, but only to receive information about the distribution of all vehicles. This is of particular interest in the context of goods transport.

DISADVANTAGES OF THE PRIOR ART

The above solutions are mainly concerned with monitoring the movement of vehicles and, if necessary, controlling it. However, these solutions can only be used to a limited extent for rail vehicles. In particular, these solutions are not intended to bring rail vehicles to a controlled stop at predefined points.

PROBLEM STATEMENT

It is therefore the object of the present invention to provide a system for the controlled braking and position-defined stopping or holding of a rail vehicle, which initiates a braking process autonomously or at least semi-autonomously or autonomously regulates a manually initiated braking process, monitors and controls it possibly controls until the rail vehicle comes to a complete standstill.

SOLUTION ACCORDING TO THE INVENTION

This object is achieved by a system according to claim 1. Further embodiments, modifications and improvements emerge from the following description and the attached claims.

According to one embodiment, a system for the controlled braking and position-defined stopping of a rail vehicle at a target position is provided. The system has: a rail vehicle with at least one first RFID reader, a control device communicatively connected to the first RFID reader, and a braking device which acts on at least one wheel set of the rail vehicle and can be controlled by the control device; at least one first RFID transponder, which is stationary at a defined first distance x1 disposed, along a railroad, from a target position; and at least one second RFID transponder, which is stationary at a defined second distance x2 , along the railroad, from the target position, where x2 <x1. The first RFID reader and the control device are set up so that (a) the first information encoded by the first RFID transponder can be read out by the first RFID reader when the rail vehicle passes the first RFID transponder, and the first information from the first RFID reader can be transmitted to the control device, (b) the control device initiates a controlled braking of the rail vehicle by controlling the braking device while evaluating the first information, (c) the second RFID transponder encoded second information can be read out by the first RFID reader, when the rail vehicle passes the second RFID transponder and the second information can be transmitted from the first RFID reader to the control device, and (d) the control device adjusts the controlled braking of the rail vehicle by evaluating the second information, and the rail vehicle stops at the target position .

The system presented here uses a permanently installed infrastructure comprising at least one first RFID transponder and one second RFID transponder. These RFID transponders are arranged along the rail route at predetermined distances from the target position. A target position can, for example, be a fixed, predetermined point or position in a target area. Specifically, a target area can be, for example, a stop area or platform of a tram. The target position can then be the desired and predetermined position of the tram in the target area, for example the desired position of the front end of the tram. In principle, any position can be defined, for example the position of the front door of the tram could also be defined as the target position.

Typically, the first RFID transponder is at a predetermined distance from the target area, viewed in the direction of travel of the rail vehicle, i.e. H. in front of the actual stop area. The second RFID transponder is typically arranged in the target area.

The rail vehicle is equipped with at least one first RFID reader, a monitoring or control device and a braking device which acts on at least one wheel set of the rail vehicle. The first RFID reader is communicatively connected to the control device, i. H. there is a signal or data connection between the RFID reader and the control device. Typically this is a digital data connection, for example via a suitable data bus. There is also a suitable signal or data connection (communicative connection) between the control device and the braking device, so that the braking device can be controlled by the control device.

Information is stored in the first and second RFID transponders which is read out by the first RFID reader and forwarded to the control device when the first RFID reader has passed the respective RFID transponder when the rail vehicle is moving along the railroad. In a typical embodiment, the RFID transponders encode their respective distance from the target position. The distance along the rail route is defined here as the distance, since the rail vehicle can only move along this rail route. This also takes into account the distance along curves, i.e. H. the distance actually to be covered by the rail vehicle to the target position is used here.

The system makes it possible to brake the rail vehicle in a controlled manner and bring it to a stop at the predefined target position. This process takes place automatically without the driver of the rail vehicle having to intervene or take control. This system therefore forms a target braking assistance system which enables autonomous braking and stopping in a target area at a predefined target position. The target braking assistance system guides and controls the braking process until the rail vehicle comes to a complete stop. Specifically, the target braking assistance system on the software side as a In the control device running computer program can be implemented, which uses and evaluates the inputs received from the first RFID reader and sends suitable control signals or control commands and data to the braking device. Optionally, data received from the braking device or other sensors for regulating the braking process can also be evaluated and used by the computer program running in the control device.

The target braking assistance system described here differs significantly from other braking assistance systems. The aim of a brake assistance system is typically to stop a vehicle at a safe distance from an obstacle or to maximize the braking effect. Where the vehicle comes to a stop, on the other hand, is of no interest if it only stops at a sufficient distance from the obstacle. With the target braking assistance system described here, on the other hand, it is intended that the rail vehicle stop at a predetermined target position, for example within a predetermined tolerance range around the target position. The rail vehicle should therefore stop precisely at the target position and not in front of it.

Stopping or holding at the target position means stopping within a predetermined tolerance range relative to the target position. The size of the acceptable tolerance range depends on the purpose of the controlled holding. If the rail vehicle is to stop, for example, when boarding aids or security doors (platform screen doors) are installed in the target area, only a relatively small tolerance of a few centimeters is provided.

The system (target braking assistance system) typically takes control of the rail vehicle independently and executes a target braking assistance program when the first RFID reader of the rail vehicle has passed the first RFID transponder. The system can be activated before the first RFID transponder passes, but it is then still in a passive state and does not yet intervene in the control of the rail vehicle, i. H. it does not yet initiate a braking process.

By passing the first RFID transponder, the rail vehicle receives first information, in particular about the distance x1 of the first RFID transponder from the target position. The first information can therefore typically also contain start information from which the first RFID reader and / or the control device can recognize that this is the first RFID transponder in front of a target position. On the basis of this start information, the control device activates the autonomous braking process, ie the target braking assistance program changes from a passive to an active state and takes over the autonomous control of the rail vehicle. Alternatively, the start information can only be the number of the first RFID transponder or some other unique identifier from which the first RFID reader and / or the control device can clearly recognize that the target braking assistance program is transferring to an active state shall be.

The distance (distance) of the respective RFID transponder to the target position does not necessarily have to be coded directly in the RFID transponder. If the respective RFID transponder encodes a unique identifier, based on this, for example, the distance to the target position can be determined if the respective distance to its assigned target position is stored in the control device for each RFID transponder.

On the basis of the first information, the control device, i. H. the target braking assistance program, a controlled braking of the rail vehicle by controlling the braking device. This can be done, for example, by specifying a constant or also location-dependent or time-dependent variable braking deceleration. The actual braking does not necessarily have to be initiated immediately after passing the first RFID transponder, but can be activated, for example, depending on the current speed of the rail vehicle after covering a route previously determined by the control device.

When the rail vehicle passes the second RFID transponder, the second information encoded therein is read out by the first RFID reader and used to optionally adapt the controlled braking process, if this is necessary. If, for example, it is recognized by the control device that the current speed for the remaining distance (second distance x2 ) is too high up to the target position, the control device adjusts the braking delay accordingly so that the rail vehicle stops safely at the specified target position. If, on the other hand, the speed is too low, the braking deceleration can be reduced accordingly or the rail vehicle can even be briefly accelerated before it is braked again in a controlled manner.

The system described herein thus provides target braking assistance operation of the rail vehicle, by means of which the rail vehicle is braked in a controlled manner and brought to a stop. The target braking assistance mode can, for example, be activated or deactivated manually once by the driver of the rail vehicle become. The activation does not necessarily automatically brake the rail vehicle. Rather, by activating the system, the system is put into operational readiness (passive state) so that when the first RFID transponder passes, the system changes to an active state and initiates and controls the braking process. Alternatively, the system can automatically adjust the deceleration of a manually initiated braking process. When target braking assistance mode is activated, target braking is carried out automatically by the rail vehicle and is not initiated by the driver, or target braking is initiated by the driver and the deceleration is then automatically adjusted.

The target braking assistance operation is controlled by the target braking assistance program which is executed by the control device. For this purpose, for example, a suitable computer program can be stored in the control device, which is executed by the control device.

However, it is basically possible for the driver to take complete control of the rail vehicle at any time. This is necessary for safety reasons if, for example, unforeseeable events occur, such as a person or a vehicle crossing the railroad.

According to a specific embodiment, the RFID transponders can be arranged in the track area, for example between the rails. It is of course also possible for the RFID transponders to be arranged next to the rails.

According to one embodiment, a maximum braking deceleration is stored as a parameter in the control device. The control device controls the braking of the rail vehicle in such a way that the maximum braking deceleration is not exceeded or, based on the entire braking process up to the final stop, is exceeded only briefly.

Limiting the braking deceleration has several advantages. On the one hand, it is to be ensured that the braking process can take place safely even in poor rail conditions without the wheels locking and thus the rail vehicle sliding on the rail.

On the other hand, gentle braking to increase driving comfort, especially for the passengers, can be achieved here. For this purpose, the first RFID transponder is typically at a sufficiently large first distance x1 positioned from the target position so that braking can take place without exceeding the maximum braking deceleration, taking into account the maximum permissible speed of the rail vehicle.

Furthermore, if the maximum braking deceleration is observed, it is possible for the braking to take place exclusively by a generator brake - even with poor rail conditions - so that energy can be recovered as efficiently as possible.

According to one embodiment, the braking device therefore comprises at least one generator brake for recovering energy. The braking device can also have at least one other brake, for example the aforementioned magnetic rail brake, eddy current brake or disc brakes. Other mechanical brakes are also possible.

The limited braking deceleration should, if possible, not be exceeded or only be exceeded for a short time. A short-term exceeding is possible at any time, especially for security reasons. A short-term exceeding, based on the total duration of the braking process starting from the passing of the first RFID transponder to the complete stop of the rail vehicle, is understood to mean only a period of approximately 20%, in particular approximately 10% of the total duration.

According to one embodiment, the rail vehicle has a device for measuring speed. The device for speed measurement is communicatively connected to the control device and transmits the current speed of the rail vehicle to the control device. In this way, it can be checked whether the current speed corresponds to the specified speed which is defined by the specified braking deceleration.

It is of course also possible that, instead of a predetermined braking delay, a time-dependent or location-dependent speed profile is specified by the control device, from which a time-dependent and / or location-dependent braking delay is then derived.

The monitoring and control of the entire braking process by the control device can specifically take place through a control loop, in which, for example, the speed is the controlled variable and the braking delay, or the braking force that is actually acting and adjustable by the braking device is the manipulated variable.

The second RFID transponder enables additional feedback and control of the braking process. When passing the second RFID transponder, the control device receives precise information about the distance of the rail vehicle from the target position and can use this to check whether the rail vehicle is at the speed specified for this position by the location-dependent speed profile. With the second information read out by the second RFID transponder, the control device can adapt the braking process accordingly.

According to one embodiment, the device for speed measurement has at least one speed sensor which records the speed of a wheel set, this speed sensor being communicatively coupled to the control device. The control device is set up to determine the current position and / or the current speed of the rail vehicle, based on the position of the first RFID transponder and / or the target position, on the basis of the variable detected by the speed sensor.

The resolution of the speed signal both for determining the speed and for the current position is sufficiently high when using conventional systems so that, for example, the current position can be determined with an accuracy of a few centimeters.

According to one embodiment, the control device is set up, based on the first information and the speed of the rail vehicle when passing the first RFID transponder, to predetermine a location-dependent speed profile until the final stop at the target position. Furthermore, the control device is set up to compare the current position and speed of the rail vehicle with the specified location-dependent speed profile and to adapt the controlled braking of the rail vehicle if a discrepancy between the current position and speed of the rail vehicle and the specified location-dependent speed profile is determined.

The control device thus compares whether the specified location-dependent speed profile is being maintained or whether the braking process has to be adapted. The location-dependent (position-dependent) speed profile is specified by the control device after passing the first RFID transponder in such a way that the rail vehicle comes to a safe stop at the specified target position if this speed profile is adhered to.

According to one embodiment, the control device is also set up to emit a warning signal to a warning signal output to inform the driver when the deviation of the current position and / or speed of the rail vehicle from the predetermined location-dependent speed profile exceeds a predetermined threshold value.

The specification of the threshold value is intended to ensure that the driver can intervene to control the braking process if the current speed deviates significantly from the specified speed profile.

According to one embodiment, at least one third RFID transponder is stationary at a defined third distance x3 , located along the railroad, from the target position. The third distance X3 smaller than the second distance x2 , ie x3 <x2 can apply. By means of a third RFID transponder, the accuracy of the entire braking process can be checked and readjusted more precisely, especially towards the end of it. Both the second and the third RFID transponder are preferably arranged in the target area. For example, the second RFID transponder can be arranged in the area of the entrance end of the stop area and the third RFID transponder in the area of the exit end, seen in the direction of travel in front of the destination position. A first control and, if necessary, adjustment of the braking process when the rail vehicle enters the stop area (target area) and a second control and, if necessary, adjustment of the braking process can be carried out shortly before the rail vehicle is completely stopped.

According to one embodiment, information on the third distance is provided in the third RFID transponder x3 encoded as third information that is read out by the first RFID reader when the first RFID reader passes the third RFID transponder.

According to one embodiment, the first RFID reading device, in particular a reading antenna of the first RFID reading device, is arranged on the vehicle head. For example, the first RFID reading device or its reading antenna can be arranged under the vehicle head and in the undercarriage of the rail vehicle.

According to one embodiment, the rail vehicle has at least one second RFID reader that is at a distance D. is arranged by the first RFID reader, wherein the second RFID reader is set up to read out the information encoded in the respective RFID transponders.

By means of the second RFID reader, it is possible for the rail vehicle to receive the information from the respective RFID transponder based on the distance D. reads out again with a delay. If, for example, the actual braking process was initiated between the passage of the first RFID transponder by the first RFID reader and the passage of the first RFID transponder by the second RFID reader, the second RFID reader can already pass the first RFID transponder a first check of the braking process should be carried out. The number of possible control points, or also support points for adapting the location-dependent speed profile, is therefore practically doubled when the second RFID reader is provided.

For example, according to one embodiment, the second RFID reading device, in particular a reading antenna of the second RFID reading device, can be arranged at the end of the vehicle. For example, the second RFID reader, or its reading antenna, is arranged under the end and in the undercarriage of the rail vehicle.

According to one embodiment, the following applies between the second distance x2 of the second RFID transponder from the target position and the distance D. the following relationship between the first and second RFID reader: x2> D.

Is the distance D. smaller than the second distance x2 it is ensured that the second RFID reader also passes the second RFID transponder before the rail vehicle is finally brought to a stop at the target position. This provides a total of four checkpoints when using only two RFID transponders.

According to one embodiment, the first distance corresponds x1 at least twice, preferably at least three times, the total length of the rail vehicle. The first distance x1 can be determined taking into account the maximum permissible maximum speed of the rail vehicle and the specified maximum braking deceleration.

According to one embodiment, the first RFID reader and, if optionally present, the second RFID reader, are each designed redundantly. The two RFID reading devices can each have their own or a common reading antenna. At least the electronics of the RFID reader should be redundant, preferably even the complete RFID reader including the reader antenna.

Typically, the RFID reading devices are arranged in such a way that they can securely read the respective RFID transponders when they pass. For an exact position determination, it is also advantageous if the reading of the RFID transponder can only take place when the reading antenna of the respective RFID reading device is only within a predefined maximum distance from the RFID transponder to be read. This can be selected, for example, by selecting the appropriate RFID technology (frequency range).

According to one embodiment, the system described herein enables a target braking assistance program, or a target braking assistance method, to be carried out for controlled braking and position-defined stopping of a rail vehicle, in particular a tram, at a predetermined target position. For this purpose, the rail vehicle has at least one first RFID reader, a control device communicatively connected to the first RFID reader, and at least one braking device which acts on at least one wheel set of the rail vehicle and which can be controlled by the control device. If the rail vehicle with its first RFID reader passes a first RFID transponder, the first x1 from a target position Z is arranged and a first piece of information is coded, this first piece of information is read out by the first RFID reader and read in by the target braking assistance program). The target braking assistance program then initiates controlled braking of the rail vehicle by controlling the braking device while evaluating the first information. If the rail vehicle passes a second RFID transponder with its first RFID reader, the transponder is at a second distance X2 from the target position Z is arranged and a second piece of information is encoded, the second piece of information is read out by the first RFID reader and read in by the target braking assistance program. By evaluating the second information, the target braking assistance program adjusts the controlled braking of the rail vehicle and stops the rail vehicle at the target position.

The embodiments and modifications described above in connection with the system also apply to the implementation of the target braking assistance program (method) described here.

According to one embodiment, a control device is also provided with a computer program stored therein which, when it is executed, implements the method described above (target braking assistance program).

Figure list

The invention is explained in more detail below on the basis of embodiments, without these being intended to restrict the scope of protection defined by the claims.

• 1 zeigt ein System gemäß einer Ausführungsform unter Verwendung von zwei ortsfesten RFID-Transpondern und einem RFID-Lesegerät im Schienenfahrzeug.
• 2 zeigt ein System gemäß einer weiteren Ausführungsform unter Verwendung von zwei ortsfesten RFID-Transpondern und zwei RFID-Lesegeräten im Schienenfahrzeug.
• 3 zeigt ein System gemäß einer weiteren Ausführungsform unter Verwendung von drei ortsfesten RFID-Transpondern und einem RFID-Lesegerät im Schienenfahrzeug, wobei in 3 weiterhin der Bremsvorgang dargestellt ist.

The accompanying drawings illustrate embodiments and, together with the description, serve to explain the principles of the invention. The elements of the drawings are relative to one another and not necessarily to scale. The same reference numerals denote corresponding parts.

• 1 shows a system according to an embodiment using two stationary RFID transponders and one RFID reader in the rail vehicle.
• 2 shows a system according to a further embodiment using two stationary RFID transponders and two RFID reading devices in the rail vehicle.
• 3 shows a system according to a further embodiment using three stationary RFID transponders and one RFID reader in the rail vehicle, with FIG 3 the braking process is also shown.

EXAMPLES

1 shows - in a schematic representation - a rail vehicle 100 , for example a tram running along a given rail route 180 , ie moved on a rail. 1 shows the rail vehicle 100 before it gets to a target area 181 enters, which can be, for example, a stop area or a train station. The rail vehicle 100 should be at a specified target position Z come to a halt. For illustration purposes only, it is assumed that the front end of the rail vehicle 100 at the target position Z should be located when the rail vehicle 100 comes to a halt. In this way it can be ensured, for example, that the entry and exit doors of the rail vehicle are in the respective predetermined positions in the target area 181 are located.

At a predetermined first distance x1 is a first RFID transponder T1 , in the following only as the first transponder T1 referred to, for example, arranged in the track bed of the rail. As in 1 can be seen, the first transponder is located T1 outside the target area 181 . A second RFID transponder T2 , in the following only as a second transponder T2 is, for example, also in the track bed of the rail but in the target area 181 arranged. The distance between the second transponder T2 and the target position Z is with x2 designated.

For example, the distance x1 of the first transponder T1 to the target position Z depending on the maximum permitted speed in front of the target area 181 be chosen. It can be used to determine the distance x1 a maximum braking deceleration with which the rail vehicle is also taken into account 100 until it finally stops at the target position Z should be braked. For example, the maximum braking deceleration 1 m / s ^{2 must be} applied. This results in a minimum distance of about 250 m, for example between 100 and 250 m, for the first transponder for route sections that can be driven on at a maximum permissible speed of 80 km / h T1 from the target position Z . For the second distance x2 For example, an area between 1 and 5 m can be selected.

The rail vehicle 100 has a first RFID reader in the area of its vehicle head L1 on, in the following only as the first reader L1 designated. This is with a control device 110 connected and can, for example, data or signals to this control device 110 send and possibly also data and signals from the control device 110 receive. At the control facility 110 it can be, for example, the central control device of the rail vehicle 100 act. However, it is also possible that the control device 110 is a control device which is separate from the central control device of the rail vehicle and which is provided only for carrying out the target braking assistance program, ie for carrying out the autonomous, controlled braking process. In this case the control device is in place 110 in data exchange with the central control device of the rail vehicle in order to receive control commands and data from there and, if necessary, to send data and signals to the central control device.

The rail vehicle 100 furthermore has at least one, typically several, wheel sets 105 on. In the present case, the rail vehicle has three wheel sets, without being limited to them. At least one of these three wheel sets 105 , preferably at least two or all wheel sets 105 , can with a braking device 120 , 130 be equipped. The braking device 120 , 130 acts on the respective wheelset 105 one. The braking device can, for example, be a generator brake 120 or an electromechanical or purely mechanical brake 130 act. It is also possible that per wheelset 105 both a generator brake 120 as well as an electromechanical or purely mechanical brake 130 is provided.

In addition, at least one of the wheelsets 105 a speed sensor 106 provided, which represents a device for speed measurement.

The braking device 120, 130 and the speed sensor 106 are each with the control device 110 connected to exchange data with this or from the control device 110 To receive control commands.

In 2 a further embodiment is shown. This differs from the in 1 illustrated embodiment, inter alia, that the rail vehicle shown here 200 in addition to the first reader L1 a second RFID reader L2 , in the following only as a second reader L2 designated, has. This is, based on the direction of travel of the rail vehicle, in the present case from left to right, at the vehicle end of the rail vehicle 200 arranged. The distance between the first reader L1 and second reader L2 is denoted by D. This distance D. is smaller than the second distance x2 of the second transponder T2 .

The second distance x2 of the second transponder T2 in the in the 2 embodiment shown is greater than the second distance x2 in the 1 . in the 1 is the second transponder T2 near the target position Z arranged, ie at the exit end of the target area 181 . In contrast, the second is transponder T2 in 2 at a significantly greater distance from the target position Z arranged, ie at the entrance end of the target area 181 .

The following explains how an automatic braking process is carried out by the control device 110 triggered and controlled. It is assumed here that the target braking assistance program was basically activated by the driver of the rail vehicle, but that the latter is still in a passive state and only after the first transponder has been passed T1 is brought into an active state. After the rail vehicle at the target position Z was brought to a halt, the target braking assistance program can automatically switch back to a passive state and only when approaching a subsequent target area can be switched back to an active state by driving over a first transponder for this target area again. Each target area along a rail route therefore has its own first transponder T1 and at least one second transponder T2 . In other words, everyone is a target position Z at least one first transponder T1 and at least one second transponder T2 assigned.

When the rail vehicle moves 100 , 200 the first reader comes in the direction of travel L1 near the first transponder T1 and can read out the information encoded therein, which is regarded as the first information. In addition to the coding of the first distance x1 of the first transponder L1 from the target position Z an identifier specific to this transponder can also be encoded in the transponder. It is also possible to provide information on the route profile up to the target position Z , for example a possible upward or downward gradient in the railway line 180 or information on possible curves in the first transponder L1 are coded. In addition, the first transponder T1 a start signal can be coded, which serves as an identifier so that the control device 110 can recognize that the rail vehicle is approaching a target area and there at the target position Z should come to a halt. All of this information is from the first reader L1 read out, appropriately decoded and sent to the control device 110 sent.

After evaluating the information sent, the control device recognizes 110 first of all that the rail vehicle is approaching a target area and thereby brings the target braking assistance program from a passive to an active state. In particular, the distance is a parameter of the target braking assistance program x1 to the target position and the current speed of the rail vehicle are available via the speed sensor 106 can be queried. Based on this information, the target braking assistance program determines, for example, a location-dependent or time-dependent speed profile. Depending on a maximum predetermined delay, which for example in the control device 110 is stored, the target braking assistance program independently determines the point in time at which the actual braking of the rail vehicle is initiated.

It is possible that immediately after passing the first transponder T1 the rail vehicle is braked immediately, for example when the current speed of the rail vehicle is close to the maximum permissible speed. However, it is also possible for this to take place only after a certain time, for example when the rail vehicle is moving at a significantly lower speed.

This can be done by the control device by querying the current speed 110 executed target braking assistance program either the current position of the rail vehicle relative to the first transponder T1 or to the target position Z taking into account the number of times since the first transponder was passed T1 elapsed Calculate the time, or based on the time since you passed the first transponder T1 completed revolutions of the wheel set 105 determine. Regardless of the way in which the distance covered is determined, the target braking assistance program continuously compares the current speed and the current position of the rail vehicle with the specified speed profile. If a deviation is determined, the braking effect is increased or decreased so that the speed is adapted accordingly.

If the deviation is too great, a warning signal can be sent to the driver so that he can intervene in the braking process. Alternatively, it is possible that a new speed profile is defined based on the currently determined position and speed if the deviation is too great and the originally specified speed profile can no longer be adhered to.

If, for example, it is recognized that the speed is clearly too high, a new speed profile with a higher but more uniform deceleration can be specified in order to avoid abrupt braking in order to adapt the speed to the specified speed profile again. As a result, the rail vehicle is braked more strongly overall, but more evenly, which in particular increases the comfort for the passengers. It also distributes the braking load more evenly over time.

Maintaining the maximum braking deceleration has the particular advantage that the braking of the rail vehicle, even in the case of poor rail conditions, for example when there is snow or leaves on the rails, is mainly due to the generator brake 120 takes place and thus almost the entire kinetic energy can be used to generate electrical energy.

In addition to the monitoring and adaptation of the braking process on the basis of the currently determined speed and / or position of the rail vehicle, a further adaptation may take place when the rail vehicle has the second transponder T2 happens. This also codes its distance x2 to the target position Z and, if necessary, further information specific to this transponder.

On the basis of the second transponder T2 From the second information read out, the target braking assistance program can calculate a possibly required adjustment of the speed profile and thus control the braking process more precisely overall, so that the stopping accuracy is improved.

To further improve the stopping accuracy, this can be done in 2 second reader shown L2 can be used, which follows in time after the first reader L1 the respective transponder T1 and T2 happens. As both readers L1 , L2 at a distance D. are arranged from each other, in particular the second transponder T2 at a greater distance from the target position Z to be ordered. This receives this from the control facility 110 Target braking assistance program already executed when entering the target area 181 an exact position and can be well ahead of the actual target position Z adapt the braking process. Shortly before the final stop at the target position Z passes the second reader L2 the second transponder T2 so that an adjustment is possible here again. Overall, this improves accurate holding. This is particularly advantageous when there are platform screen doors for the safety of the passengers in the stop area for fully automatic operation and the rail vehicle with its doors must therefore come to a stop at the platform screen doors.

In connection with 3 a further embodiment is explained. In this embodiment, the rail vehicle shown there has 300 only via a first reader L1 . However, it is in addition to the first and second transponders T1 , T2 a third RFID transponder T3 , in the following only as a third transponder T3 referred to, arranged on the railroad. The third transponder T3 has to the target position Z a third distance x3 that is smaller than the second distance x2 of the second transponder is. For example, the first distance x1 as already explained above, be about 250 m. The second distance x2 can for example be 5 m and the third distance x3 can for example be 1 m. The relatively short third distance x3 is used in particular to maintain a stopping accuracy in a range of a few centimeters, for example five centimeters, in particular when platform screen doors are provided in the stop area.

If, on the other hand, no platform screen doors are provided, the tolerance can also be greater, for example +/- 25 cm, and the third transponder T3 can be omitted.

In 3 a location-dependent speed profile is also shown, which is generated by the target braking assistance program after passing the first transponder T1 based on the current speed of the rail vehicle and the first distance x1 is specified. The real one However, the braking process is not initiated at the control point P1, which corresponds to the location at which the rail vehicle is located 300 on the first transponder T1 drives past, but somewhat delayed at point P1a. This depends on the current speed of the rail vehicle and the maximum specified braking deceleration.

In addition to the speed profile, the target braking assistance program can also calculate a speed band in which the rail vehicle should be at the current position. The current position of the rail vehicle 300 can, as already explained above, be calculated continuously, in particular permanently based on the revolutions of the wheelset 105 starting from the position of the first transponder T1 . Passed the first reader L1 of the rail vehicle, for example, the second transponder T2 , it is checked whether the current speed of the rail vehicle is on the second transponder T2 lies within the pre-calculated speed band. If not, the braking process is adapted accordingly.

In the event of an impermissible deviation, a warning message that is clear to the driver appears on the fault message display combined with, for example, an optical and acoustic warning. For example, this warning can signal to the driver that the automatic braking operation by the target braking assistance program must be ended and that the braking must be checked again by the driver.

It should be noted that the driver is always able to replace the specifications and controls determined by the target braking assistance program with his own controls. For example, this can be done simply by actuating the drive / brake lever by the driver during the automatic braking process automatically ending the target braking assistance program and only the setpoint specified by the actuated drive / brake lever by the control device as a control signal 110 is accepted.

The second transponder is used for further precise adaptation of the braking process T2 and especially the third transponder T3 , through which further control points P2 and P3 are defined.

The places where the transponders are arranged serve as control points for checking the braking process. It is basically possible to provide more than just three transponders, for example four or five transponders can be provided. The number of checkpoints continues to increase if the rail vehicle, as explained above, is next to the first reader L1 at least one second reader L2 has, which, viewed in the direction of travel, is spaced apart from the first reader L1 is arranged.

While specific embodiments have been shown and described herein, it is within the scope of the present invention to appropriately modify the shown embodiments without departing from the scope of the present invention.

List of reference symbols

100, 200

Rail vehicle

105

Wheelset

106

Device for speed measurement / speed sensor

110

Control device

120

Braking device / generator brake

130

Braking device / mechanical brake

180

rail

181

Target area / platform

D.

distance

L1

first RFID reader

L2

second RFID reader

T1

first RFID transponder

T2

second RFID transponder

T3

third RFID transponder

x1

first distance

x2

second distance

x3

third distance

Z

Target position

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• US 2006244632 A1 [0003]
• DE 102004048279 A1 [0004]
• EP 3373093 A1 [0005]
• US 6049745 A [0005]
• US 2017152845 A1 [0005]
• US 2018/1578781 A1 [0005]
• EP 1701287 A1 [0006]
• DE 102010019643 A1 [0006]
• US 5129605 A [0007]
• FR 2952456 A1 [0008]

Claims (16)

System for the controlled braking and position-defined stopping of a rail vehicle, for example a tram, at a target position, comprising: a rail vehicle (100, 200) with at least one first RFID reader (L1), a control device (110) communicatively connected to the first RFID reader (L1), and one on at least one wheel set (105) of the rail vehicle (100, 200) ) acting braking device (120, 130) which can be controlled by the control device (110); at least one first RFID transponder (T1), which is arranged in a stationary manner at a defined first distance x1 along a rail route (180) from a target position (Z); and at least one second RFID transponder (T2) which is fixedly arranged at a defined second distance x2 along the rail path (180) from the target position (Z), where x2 <x1, wherein the first RFID reading device (L1) and the control device (110) are set up such that (A) the first information encoded by the first RFID transponder (T1) can be read out by the first RFID reader (L1) when the rail vehicle (100, 200) passes the first RFID transponder (T1) and the first information from the first RFID reader (L1) can be transmitted to the control device (110), (b) the control device (110) initiates a controlled braking of the rail vehicle (100, 200) by controlling the braking device (120, 130) while evaluating the first information, (c) second information encoded by the second RFID transponder (T1) can be read out by the first RFID reader (L1) when the rail vehicle (100, 200) passes the second RFID transponder (T1), and the second information from the first RFID reader (L1) can be transmitted to the control device (110), and (d) the control device (110) adapts the controlled braking of the rail vehicle (100, 200) by evaluating the second information. System according to Claim 1 wherein the first information encoded in the first RFID transponder (T1) contains information on the first distance x1, and the second information encoded in the second RFID transponder (T1) contains information on the second distance x2. System according to Claim 1 or 2 , a maximum braking delay is stored as a parameter in the control device (110) and the control device (110) controls the braking of the rail vehicle in such a way that the maximum braking delay is not exceeded or, based on the entire braking process until the final stop, is exceeded only briefly. System according to one of the preceding claims, wherein the braking device (120, 130) is a generator brake (120) for the recovery of energy. System according to one of the preceding claims, wherein the rail vehicle (100, 200) has a device for speed measurement (106). System according to Claim 5 , wherein the device for speed measurement has at least one speed pick-up (106) which picks up the speed of the one wheel set (105), the speed pick-up (106) being communicatively coupled to the control device (110), and the control device (110) being set up, the current position and / or the current speed of the rail vehicle, based on the position of the first RFID transponder (T1) and / or the target position (Z), based on the rotational speed and / or speed detected by the rotational speed sensor (106) to investigate. System according to one of the preceding claims, wherein the control device (110) is set up on the basis of the first information and the speed of the rail vehicle when passing the first RFID transponder (T1) to specify a location-dependent or second-dependent speed profile up to the final stop at the target position (Z), and to compare the current position and speed of the rail vehicle (100, 200) with the specified location-dependent or time-dependent speed profile and to adapt the controlled braking of the rail vehicle if there is a discrepancy between the current position and speed of the rail vehicle (100, 200) and the specified location-dependent or time-dependent Speed profile is determined. System according to one of the preceding claims, wherein the control device (100) is further set up emit a warning signal to a warning signal output to inform the driver when the deviation of the current position and / or speed of the rail vehicle (100, 200) from the predetermined location-dependent or time-dependent speed profile exceeds a predetermined threshold value. System according to one of the preceding claims, wherein at least one third RFID transponder (T3) is arranged in a stationary manner at a defined third distance x3, along the rail route (180), from the target position (Z). System according to Claim 9 , with information on the third in the third RFID transponder (T3) Distance x3 is encoded as third information that can be read out by the first RFID reader (L1). System according to one of the preceding claims, wherein the first RFID reading device (L1), in particular a reading antenna of the first RFID reading device (L1), is arranged on the vehicle head of the rail vehicle (100, 200). System according to one of the preceding claims, wherein the rail vehicle (200) has at least one second RFID reader (L2) which is arranged at a distance D from the first RFID reader (L1), the second RFID reader (L2) being set up is to read out the information encoded in the respective RFID transponders (T1, T2, T3). System according to Claim 12 , the following relationship applies between the second distance x2 of the second RFID transponder from the target position and the distance D between the first and second RFID reader (L1, L2): $$\text{x2}>\text{D.}\text{.}$$

System according to Claim 12 or 13 , wherein the second RFID reading device (L2), in particular a reading antenna of the second RFID reading device (L2), is arranged at the end of the vehicle. System according to one of the preceding claims, wherein the first distance x1 corresponds to at least twice, preferably at least three times, the total length of the rail vehicle. System according to one of the preceding claims, wherein the first RFID reader (L1) and, if optionally present, the second RFID reader (L2) are each designed redundantly and each have two RFID readers each with their own or shared reading antenna .

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