EP2219931B1 - Vorrichtung zum messen der bewegung eines selbstgesteuerten fahrzeugs - Google Patents

Vorrichtung zum messen der bewegung eines selbstgesteuerten fahrzeugs Download PDF

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Publication number
EP2219931B1
EP2219931B1 EP07871826A EP07871826A EP2219931B1 EP 2219931 B1 EP2219931 B1 EP 2219931B1 EP 07871826 A EP07871826 A EP 07871826A EP 07871826 A EP07871826 A EP 07871826A EP 2219931 B1 EP2219931 B1 EP 2219931B1
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vehicle
measurement
axis
self
computer
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French (fr)
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EP2219931A1 (de
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Alain Maire
Said El Fassi
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Siemens SAS
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Siemens SAS
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/021—Measuring and recording of train speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/026—Relative localisation, e.g. using odometer

Definitions

  • the present invention relates to a device for measuring the displacement of a self-guided vehicle according to the preamble of claim 1.
  • US 2002/0088904 A1 discloses a location system having accelerometers in three dimensions with right angles therebetween.
  • An object of the present invention is to propose a device for measuring the displacement of a self-guided vehicle having an increased measuring robustness, in particular during a loss of adhesion and whatever the profile of the path of the vehicle in terms of slope, curve and slope.
  • a device for measuring the displacement of a self-guided vehicle comprising on board two accelerometers, each having two measuring axes and whose measurement signals are coupled to a displacement calculator is proposed according to claim 1.
  • At least one tachometer can be mounted on one of the axles of the vehicle and also be coupled with the computer data processing issues and all sensors (accelerometers and tachometer).
  • the measurement signals delivered by the tachometer can be used to improve the accuracy of the device.
  • the device according to the invention delivers, from the accelerations measured on the measurement axes, velocity data and longitudinal displacement of the vehicle (for example along a railway track). It can be associated with any type of onboard device that may need a precise and continuous measurement of the speed and the movement of the vehicle, regardless of the rail / wheel adhesion conditions and whatever the profile of the journey in term slope, curve and slope.
  • the accelerometers and their measurement axes are arranged in such a way that they make it possible, from the measurements made on the various measurement axes, to calculate a longitudinal acceleration, a lateral acceleration and a slope acceleration of the vehicle, and then to determine by integration in time on acceleration values, speed and longitudinal displacement of the vehicle.
  • the device according to the invention also advantageously makes it possible to detect in a safe manner an immobilization of the vehicle on its path and produces for this purpose zero velocity information from the information supplied by the sensors.
  • the device comprises self-calibration and self-test means which makes it possible, when the vehicle is stationary, to check the correct operation of the sensors and consequently to guarantee with great confidence the data made available by other embedded systems.
  • a suitable use of the device according to the invention covers the field of guided vehicles whatever their type of guidance (mechanical or intangible that is to say without mechanical link between the ground and the vehicle), including trains, subways, tramway or bus, and whatever the type of bearing (axles, bogies) with wheels iron or tire. It should be noted that for this category of vehicle with geometry / elongated chassis, the effects of curvature and slope are not negligible depending on the position (or offset) accelerometers on board the vehicle. The invention then makes it possible to overcome these effects advantageously in order to determine the movement of the vehicle more precisely.
  • the device according to the invention thus makes it possible to calculate the movement of a guided vehicle, having no axles free of any braking and traction force, traveling on any profile track, maintaining a precision equivalent to that of a free axle system, while avoiding adhesion losses (slippage and clutch induced by traction / braking forces) and errors induced by lateral (curvature) and vertical (slope) acceleration.
  • a set of subclaims also has advantages of the invention.
  • Figure 1 represents a VEH vehicle equipped with a self-guided vehicle displacement measuring device according to the invention and possibly associated with the figure 2 clarifying how plans related to the moving vehicle are defined in accordance with the accelerations experienced by the vehicle and measured by two accelerometers 101, 102.
  • the Figures 3 and 4 show the arrangement of Acc1, Acc2, Acc3, Acc4 measurement axes of the accelerometers according to the planes chosen according to the type of acceleration Gx, Glat, Gpes (longitudinal displacement, curvature effect and / or slope) undergone by the vehicle in an orthonormal reference [X, Y, Z] centered on the accelerometers and the X axis of which indicates the direction of longitudinal trajectory of the vehicle.
  • the device according to the invention therefore uses two accelerometers 101, 102 bi-axes fixed on the vehicle body and intended to measure a longitudinal acceleration and a lateral acceleration of the vehicle.
  • the vehicle is subjected to three forces producing a longitudinal acceleration Gx (displacement of the vehicle subjected to the traction / braking forces), a lateral acceleration Glat (the curvature of the trajectory induces a centrifugal acceleration) and a vertical acceleration Gpes due to the gravity which is exercised in the presence of a slope (the slope of the trajectory).
  • the first accelerometer 101 whose two axes Acc1, Acc2 are located in the vertical plane Py and the second accelerometer 102 whose two axes Acc3, Acc4 are located in the horizontal plane Pz, will make it possible to measure a resultant of the accelerations (longitudinal, lateral, gravity) projected on each of the four measurement axes.
  • the angles between the different axes of measurement of the accelerometers are known and fixed after adjustment.
  • the computer 103 solves a system composed of four equations in order to determine four unknowns at the vehicle position Dx, namely an angle of slope Ave of trajectory, a lateral acceleration angle Ay (resulting from the centripetal force due to the speed of the vehicle.
  • the computer 103 determines the longitudinal speed Vx and the longitudinal displacement Dx of the vehicle VEH on its path for any slope and curve curve.
  • the device according to the invention is completed by a tachometer 108 to improve the previous measurement accuracy of the speed Vx and the distance traveled Dx.
  • the tachometer 108 is fixed on one of the axles R1a, R2a, R1b, R2b of the vehicle VEH and its output signal (s) STb are transmitted to the computer 103.
  • the computer 103 evaluates a displacement DxT and a speed VxT from the signal (s). tachometer measurement.
  • the computer makes a comparison between the measurement results of displacement from the tachometer and those from the accelerometers. When for these measured values, a measurement deviation is less than a threshold, the measured values are reset to those resulting from the tachometer. In the opposite case (value greater than a threshold), there is no correction of the results coming from measurement of the accelerometers.
  • a zero speed information Op can also be securely delivered by the calculator 103 from information Im from an apparatus of the vehicle (immobilization signal, zero speed indicator, etc ...) or be determined by the device according to the invention itself.
  • the computer 103 processes the information from the tachometer and accelerometers.
  • the device determines a zero speed and, thanks to the particularities of the proposed assembly of accelerometers, the device also has the advantageous ability to implement a self-test function.
  • This self-test function makes it possible to evaluate the necessary corrections to be made to the accelerometer measurements (after auto-calibration) and to identify operating faults of the accelerometers.
  • the multiplicity of measurement axes provides a very advantageous redundancy of several measurements (due to the two bi-axis accelerometers) and allows periodic verification of the reliability of the accelerometers (for example at each station stop) to guarantee test measurements (and therefore of subsequent displacement) with a very low probability of error, making them compatible with the safety requirements of a safe system as required in the railway field.
  • the resolution of the system formed by the four equations (1) to (4) is based on mathematical techniques which are not described here and whose purpose is to calculate the four variables Gx, Glat, Ax and Ay according to the measurements of values of acceleration Gacc1, Gacc2, Gacc3, Gacc4 available to the computer 103.
  • the resolution of the system is advantageously simplified in certain particular hypotheses of arrangement of the accelerometers 101, 102.
  • the device according to the invention can provide that at least one of the relative angles A1 + A2, A3 + A4 is orthogonal.
  • each relative angle A1 + A2, A3 + A4 is in fact subdivided (or subdivided) into a first and a second angle A1, A2 and respectively A3, A4 corresponding to angles of projection between the four measurement axes Acc1, Acc2, Acc3, Acc4 of the first and second accelerometer 101, 102 and the first axis X (longitudinal axis following a principal displacement supposed straight of the vehicle).
  • the device according to the invention thus allows the computer 103 to deliver a slope angle value Ax, of an angle Ay of lateral acceleration (that is to say representing the rotation of the lateral acceleration at the point of mounting the accelerometer assembly relative to what it would be in the center of the vehicle for the radius of curvature R) at each point of the path including slope and curve.
  • the computer 103 delivers a speed Vx and a position Dx at each point of the path including slope and curve by successively integrating the longitudinal acceleration value Gx of the vehicle.
  • This ability to reshape exhibits an increase in speed and displacement measurement accuracy based on a simple additional measure of speed and displacement proportional to the radius of the wheel.
  • the device according to the invention may also comprise a zero speed detection means 107 of the vehicle being included or coupled to the computer 103 and to the tachometer 104.
  • This comprises at least one correlator of the speed and position values Vx, Dx delivered by the computer 103 and corresponding tachometric values VxT, DxT.
  • a so-called self-test function can then advantageously use the so-called zero speed information.
  • this information is validly provided, it means that the vehicle is stationary and therefore the longitudinal and lateral accelerations are then zero.
  • a second chosen threshold higher than the first threshold can also be defined to declare the device according to the invention out of operation.
  • the self-calibration means 105 has a first control mode for verifying the equality of the measurement values Gacc3, Gacc4 on the second accelerometer 102 and a means for re-calculating the slope angle ⁇ x from which the values measurement Gacc1, Gacc2 of the first accelerometer 101 are verified by means of a second control mode.
  • the verification is made very reliable and even more so if the slope angle can be evaluated and confirmed in redundancy by known information external to the device.
  • correction factors from the self-calibration means 105 are then re-transmitted to the calculation unit 104 (more generally, to the displacement calculator 103).
  • an on-board measurement failure indicator is activated.
  • a simplified model for evaluating a probability of failure of the so-called self-test function can thus be achieved by considering that at the vehicle stop, measurements made on the measurement axes acc1, acc2, acc3, acc4 accelerometers 101, 102 are obtained in redundancy.
  • the device makes it possible to guarantee a level of confidence in the measured data which is required for the safety required in the railway field.
  • the device according to the invention can then comprise a probability of failure evaluation means activatable between two stops of the vehicle and employing a redundancy measurement on the axes measurements of accelerometers.
  • This evaluation means can be integrated in the self-calibration means 105 previously described.
  • the device according to the invention may also optionally comprise a vehicle adhesion loss detector (in case of slipping or skidding) coupled to at least one of the first and second accelerometers 101, 102 bi-axes for which the Displacement measurements can be associated with external values (slope, curvature of a databank, or data of a path marker system, etc.).
  • a risk of loss of adhesion of the vehicle can be detected and by extension complement the information provided by the zero speed detection system (locked wheel, but moving vehicle).
  • the vehicle adhesion loss detector may also, where appropriate, be coupled to at least one vehicle axle tachometer 108 in addition to one of the first and second accelerometers 101, 102 so as to compare their measurement data. angular movement and respectively longitudinal displacement. In this way, the zero speed detection function can then be made even safer.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Navigation (AREA)
  • Organic Low-Molecular-Weight Compounds And Preparation Thereof (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Steering Controls (AREA)

Claims (15)

  1. Vorrichtung zum Messen der Bewegung eines selbstgeführten Fahrzeugs (VEH), im Fahrzeug umfassend:
    - einen Beschleunigungsmesser (101) mit zwei Messachsen (Acc1, Acc2) in einer Längsebene (Py), die durch eine erste Längsachse (X) entlang einer angenommenerweise geradlinigen Hauptbewegung des Fahrzeugs und durch eine zweite, senkrecht zum Fahrzeugboden verlaufende Achse (Z) definiert wird,
    - einen Rechner (103), der an ein Ausgangssignal (S1, S2) für jede Messachse (Acc1, Acc2) angeschlossen ist, wobei jedes Ausgangssignal (S1, S2) eine Messung in der Projektion (Gacc1, Gacc2) einer globalen Beschleunigungsresultierenden des Fahrzeugs auf der zugehörigen Messachse (Acc1, Acc2) beinhaltet,
    dadurch gekennzeichnet, dass:
    - ein zweiter Beschleunigungsmesser (102) mit mindestens zwei Messachsen (Acc3, Acc4) in einer horizontalen Ebene (Pz) ausgestattet ist, die durch die erste Achse (X) und eine dritte Achse (Y), die senkrecht zur ersten und zur zweiten Achse verläuft, definiert wird,
    - der Rechner (103) an ein Ausgangssignal (S2, S4) für jede Messachse (Acc3, Acc4) angeschlossen ist, wobei jedes Ausgangssignal (S3, S4) eine Messung in der Projektion (Gacc3, Gacc4) der globalen Beschleunigungsresultierenden des Fahrzeugs auf der zugehörigen Messachse (Acc3, Acc4) beinhaltet,
    - die Messachsen (Acc1, Acc2; Acc3, Acc4) des ersten und des zweiten Beschleunigungsmessers (101, 102) in ihrer jeweiligen Ebene (Py, Pz) einen relativen Winkel (A1+A2, A3+A4) aufweisen, der einstellbar ist, sodass der Rechner (103) anhand der vier Projektionsmessungen (Gacc1, Gacc2, Gacc3, Gacc4) mindestens einen Längsbeschleunigungswert (Gx) des Fahrzeugs für jeden Punkt einer Strecke mit Neigung und Krümmung abgibt.
  2. Vorrichtung nach einem der vorangehenden Ansprüche, bei der mindestens einer der relativen Winkel (A1+A2, A3+A4) orthogonal ist.
  3. Vorrichtung nach einem der vorangehenden Ansprüche, bei der jeder relative Winkel (A1+A2, A3+A4) in einen ersten und einen zweiten Winkel (A1, A2; A3, A4) unterteilt ist, die Projektionswinkeln zwischen den vier Messachsen (Acc1, Acc2, Acc3, Acc4) des ersten und des zweiten Beschleunigungsmessers (101, 102) und der ersten Achse (X) entsprechen.
  4. Vorrichtung nach Anspruch 3, bei der die Projektionswinkel (A1=A2; A3=A4) jedes Beschleunigungsmessers gleich sind.
  5. Vorrichtung nach einem der vorangehenden Ansprüche, bei der der Rechner (103) für jeden Punkt der Strecke mit Neigung und Krümmung einen Querbeschleunigungswert (Glat), einen Gefällewinkel (Ax) und einen Querbeschleunigungswinkel (Ay) abgibt, die auf der durch die Geschwindigkeit des Fahrzeugs bedingten Zentrifugalkraft beruhen und von einem Bogenhalbmesser (R) der Bewegungsbahn sowie von einem Versatz des Beschleunigungsmessers in Bezug auf den Mittelpunkt des Fahrzeugs abhängig sind.
  6. Vorrichtung nach einem der vorangehenden Ansprüche, bei der der Rechner (103) eine Geschwindigkeit (Vx) und eine Position (Dx) für jeden Punkt der Strecke mit Neigung und Krümmung abgibt, wobei er anschließend den Längsbeschleunigungswert (Gx) des Fahrzeugs integriert.
  7. Vorrichtung nach einem der vorangehenden Ansprüche, bei der:
    - ein Tachometer (104) an mindestens einem Radsatz des Fahrzeugs angeordnet ist und einen tachymetrischen Geschwindigkeitswert (VxT) und einen Positionswert (DxT) des Fahrzeugs abgibt,
    - die erhaltenen tachymetrischen Werte (VxT, DxT) und die vom Rechner (103) abgegebenen Geschwindigkeits- und Positionswerte (Vx, Dx) einem Komparator (106) zugeführt werden,
    - der Komparator (106) Abweichungen zwischen Kategorien von Geschwindigkeits- und Positionswerten bestimmt und, wenn diese unter einem vorgegebenen Schwellenwert liegen, eine Kalibrierung der vom Rechner (103) für jeden Punkt der Strecke mit Neigung und Krümmung erhaltenen Geschwindigkeits- und Positionswerte (Vx, Dx) anhand der tachymetrischen Werte (VxT, DxT) vorgenommen wird.
  8. Vorrichtung nach Anspruch 7 mit einem Mittel zur Erkennung der Nullgeschwindigkeit (107) des Fahrzeugs, das mit dem Rechner (103) und dem Tachometer (104) verbunden ist und mindestens einen Korrelator für die vom Rechner (103) abgegebenen Geschwindigkeits- und Positionswerte (Vx, Dx) und für die tachymetrischen Werte umfasst.
  9. Vorrichtung nach Anspruch 5 und 8, bei der:
    - ein Mittel zur Selbstkalibrierung (105) der Beschleunigungsmesser (101, 102) aktivierbar ist, wenn das Mittel zur Erkennung der Nullgeschwindigkeit einen Halt des Fahrzeugs bestätigt,
    - das Mittel zur Selbstkalibrierung Messungen aus den Beschleunigungsmessern 101, 102 und Messungen, die von einer im Rechner 103 enthaltenen Beschleunigungsberechnungseinheit 104 abgegeben werden, verarbeitet,
    - das Mittel zur Selbstkalibrierung die Messungen entsprechend mit Nullwerten für die Längsbeschleunigung (Gx) und die Querbeschleunigung (Glat) des Fahrzeugs kalibriert.
  10. Vorrichtung nach Anspruch 4 und 9, bei der das Mittel zur Selbstkalibrierung (105) einen ersten Überwachungsmodus hat, um die Gleichheit der Messwerte (Gacc3, Gacc4) am zweiten Beschleunigungsmesser (102) zu überprüfen, und ein Mittel zur Neuberechnung des Neigungswinkels (Ax), anhand dessen die Messwerte (Gacc1, Gacc2) des ersten Beschleunigungsmessers (101) mittels eines zweiten Überwachungsmodus überprüft werden.
  11. Vorrichtung nach einem der Ansprüche 9 oder 10, bei der bei einer Überschreitung eines ersten Fehlerschwellenwerts aufgrund von Ergebnissen des Mittels zur Selbstkalibrierung Korrekturfaktoren aus dem Mittel zur Selbstkalibrierung zum Rechner (103) übertragen werden.
  12. Vorrichtung nach Anspruch 11, bei der bei einer Überschreitung eines zweiten Fehlerschwellenwerts, der weniger sicherheitsrelevant ist als der erste Schwellenwert, der auf Ergebnissen des Mittels zur Selbstkalibrierung beruht, im Fahrzeug eine Anzeige für den Ausfall der Messung aktiviert wird.
  13. Vorrichtung nach einem der Ansprüche 7 bis 12 mit einem Mittel zur Bewertung der Ausfallwahrscheinlichkeit, das zwischen zwei Halten des Fahrzeugs aktiviert werden kann und eine redundante Messung an den Messachsen der Beschleunigungsmesser verwendet.
  14. Vorrichtung nach einem der vorangehenden Ansprüche mit einem Detektor für den Haftreibungsverlust des Fahrzeugs, der mit mindestens dem ersten oder dem zweiten Beschleunigungsmesser verbunden ist.
  15. Vorrichtung nach Anspruch 14, bei der der Detektor für den Haftreibungsverlust des Fahrzeugs mit dem ersten oder/und zweiten Beschleunigungsmesser und zusätzlich mit mindestens einem Geschwindigkeitsmesser verbunden ist.
EP07871826A 2007-12-10 2007-12-10 Vorrichtung zum messen der bewegung eines selbstgesteuerten fahrzeugs Active EP2219931B1 (de)

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PL07871826T PL2219931T3 (pl) 2007-12-10 2007-12-10 Urządzenie do pomiaru przemieszczenia się automatycznie kierowanego pojazdu

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PCT/FR2007/002031 WO2009074725A1 (fr) 2007-12-10 2007-12-10 Dispositif de mesure de deplacement d'un vehicule autoguide

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EP (1) EP2219931B1 (de)
KR (1) KR101157756B1 (de)
CN (1) CN101939203B (de)
AT (1) ATE510747T1 (de)
BR (1) BRPI0722245B1 (de)
CA (1) CA2708580A1 (de)
DK (1) DK2219931T3 (de)
ES (1) ES2366148T3 (de)
PL (1) PL2219931T3 (de)
TW (1) TW200931308A (de)
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US20110029180A1 (en) 2011-02-03
BRPI0722245A2 (pt) 2014-07-01
KR20100103572A (ko) 2010-09-27
WO2009074725A1 (fr) 2009-06-18
CA2708580A1 (en) 2009-06-18
CN101939203A (zh) 2011-01-05
ATE510747T1 (de) 2011-06-15
PL2219931T3 (pl) 2011-10-31
BRPI0722245B1 (pt) 2018-11-27
TW200931308A (en) 2009-07-16
ES2366148T3 (es) 2011-10-17
CN101939203B (zh) 2013-06-26
DK2219931T3 (da) 2011-09-12
US8571741B2 (en) 2013-10-29
EP2219931A1 (de) 2010-08-25
KR101157756B1 (ko) 2012-06-25

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