Method for configuring a rail network on a rail vehicle

Abstract

The invention relates to a method for configuring a rail network on a rail vehicle (SFZ), in order to permit the subsequent operation of the rail vehicle (SFZ) in the rail network. The rail vehicle (SFZ) uses position detection (POSERK) to determine its current location and transmits this to a control device (LS). The control device (LS) provides a route map (STRECK) which is kept up-to-date, from which route map assigned network identifiers (NETZK) for respective rail vehicle routes can be taken, each network identifier (NETZK) containing information for the respective route. The control device (LS) uses the route map and the current location for the rail vehicle (SFZ) to determine a network identifier (NETZK) which is assigned to a route to be travelled by the rail vehicle. The network identifier (NETZK) is implemented as a network specification (NV) on the rail vehicle (SFZ). Based on the network specification (NV), components of the rail vehicle (SFZ) are initialised for operation of the rail vehicle on the route to be travelled.

Description

[0001]202308109 Foreign version 1 Description Method for setting a rail network on a rail vehicle The invention relates to a method for setting a rail network on a rail vehicle in order to enable the subsequent operation of the rail vehicle in the rail network. Rail vehicles require information about the rail network to be traveled or the route to be traveled. This information is assigned to the respective rail network or railway network. Different voltage systems are used in rail networks across Europe (e.g. 25 kV AC, 15 kV AC, 3 kV DC, 1.5 kV DC), whereby different train protection systems can in turn exist for the rail networks. The rail networks change or vary, especially at national borders, but different rail networks are sometimes also used within a single country.For example, in Slovakia, a distinction is made between a first rail network, "Slovakia 3kV DC," and a second rail network, "Slovakia 25kV AC." Furthermore, there are numerous rail vehicle functions with country-specific differences. Selecting the correct rail network is considered safety-relevant, as damage and personal injury are possible if the wrong rail network is selected. 202308109 Foreign version 2 A rail vehicle generally has no way of independently or automatically identifying a rail network with sufficient reliability during operation. Currently, it is the driver's responsibility to select the correct rail network for operation and to set the rail network on the rail vehicle using a network identifier.This selection determines both the train protection system and the voltage system to be used for the operation of the rail vehicle. In addition, the driver specifies other country-specific or network-dependent functions, such as a fire extinguishing system or the release of vending machines. The driver is generally supported in the selection processes described - for example, those systems that are unsuitable for a particular rail network are blocked for selection. Furthermore, rail vehicles generally have safety mechanisms (e.g. voltage detection) that protect the hardware from damage in the event of an incorrect selection. In summary, the respective selection and setting depend on the care and experience of the driver in question.For the "autonomous" rail vehicles that will be used more frequently in the future and are operated without a driver, no suitable methods for setting a rail network on the rail vehicle are known to date. It is therefore the object of the present invention to specify a method for setting a rail network on a rail vehicle which, on the one hand, relieves the driver and, on the other hand, is suitable for autonomous operation of the rail vehicle. This object is achieved by the features of patent claim 1. Advantageous further developments are specified in the dependent patent claims. The invention relates to a method for setting a rail network on a rail vehicle in order to enable the subsequent operation of the rail vehicle in the rail network. The rail vehicle determines its current location with the aid of position detection and transmits this location to a control device.The control device provides an up-to-date route map from which the network identifiers assigned to each rail vehicle route can be found. Each network identifier contains information for the respective route. With the help of the route map and the current location of the rail vehicle, the control device determines a network identifier that is assigned to a route to be traveled by the rail vehicle. 202308109 Foreign version 4 The rail vehicle implements the network identifier as a network specification. In accordance with the network specification, components of the rail vehicle are initialized for operation of the rail vehicle on the route to be traveled. The term "up-to-date route map" means that all relevant changes (e.g. to network identifiers or information for respective routes) are immediately entered in the route map or taken into account therein.In a preferred development, the rail vehicle transmits its current location to a stationary control device or control station referred to as the landside. The landside then makes the currently held route map available. The landside determines the network identifier, which is transmitted to the rail vehicle as a network specification. In an alternative preferred development, the rail vehicle transmits its current location to a control device on the rail vehicle. The currently held route map is made available by the rail vehicle's control device. The network identifier is determined by the control device. In this case, the route map is preferably made available by the landside and, if a radio connection exists, is transmitted from there to the rail vehicle. This means that an updated route map is available on the rail vehicle side.202308109 Foreign version 5 The rail vehicle determines its current location with the aid of position detection and transmits this information to a stationary control station known as the landside. The landside provides an up-to-date route map from which the network identifiers assigned to each rail vehicle route can be derived, with each network identifier containing information for the respective route. With the aid of the route map and the current location, the landside determines a network identifier for the rail vehicle that is assigned to a route to be traveled by the rail vehicle. The network identifier is transmitted to the rail vehicle as a network specification. The rail vehicle implements the network specification and initializes components of the rail vehicle in accordance with the network specification for operation of the rail vehicle on the route to be traveled.In an advantageous further development, the network identifier specifies the following information for the route to be traveled: ^ which train protection system is available on the route and is to be used, and ^ which voltage system is available on the route and is to be used. In an advantageous further development, one or more of the following components of the rail vehicle are activated and initialized for operation: - a pantograph type, 202308109 Foreign version 6 - a - a main switch that is assigned to the pantograph type and the high-voltage device, - a train protection system of the rail vehicle, and / or - a traffic light system. In an advantageous further development, the rail vehicle compares the received network specification with the components available to the rail vehicle in order to check that the requirements of the network specification can be implemented by the components.In an advantageous further development, if the result of the comparison is positive, a release is created for the components in order to initialize them. In an advantageous further development, if the result of the comparison is negative, - the components are blocked, and / or - an error feedback is sent to the landside. In an advantageous further development, the error feedback describes at least one of the following error causes: - that a necessary vehicle component is not present, - that a necessary vehicle component is defective, - that there is an error in the configuration or initialization of the component, - that the rail vehicle is not released for the route, and / or - that there is an incorrect software configuration of a component. 202308109 Foreign version 7 In an advantageous further development, the error feedback is checked on the landside. In an advantageous further development, the network specification orThe corresponding information is shown on a display in the driver's cab of the rail vehicle. The present invention, on the one hand, relieves the driver of his tasks and, on the other hand, prevents errors in setting the rail network or in selecting the network identifier. The present invention also enables the selection of the rail network for autonomously driving rail vehicles. The present invention enables early selection of the rail network, which can be carried out well in advance of the rail vehicle's operational journey. The present invention avoids errors and thus disruptions in operations, which are associated with considerable costs. The present invention makes it possible to do without previously required, cost-intensive security hardware (e.g.Voltage detection). The invention is explained in more detail below with the help of a drawing. The only figure, FIG. 1, shows the method according to the invention using a functional overview. 202308109 Foreign version 8 The present invention is based on a distribution of functions between a rail vehicle SFZ on the one hand and a landside LS on the other. In this context, “landside” is preferably understood to mean a stationary control station that monitors or supports the operation of rail vehicles and enables it, for example, in the sense of remote control. An up-to-date route map STRECK is permanently stored on the landside LS. The route map STRECK specifies a network identifier NETZK for the operation of the rail vehicle SFZ for a route to be traveled by the rail vehicle SFZ, which network identifier is assigned to the route and describes the information about the route.The network identifier NETZK is used to specify, for example, the following information for the route to be traveled: - the country in which the route is located, - the voltage system to be used or available on the route, - the train protection system (e.g. ETCS, LZB, PZB, MIREL, etc.) to be used or available on the route, - etc. The route map STRECK is always kept up-to-date onshore, preferably stored in an IT system, and made centrally available for a predetermined onshore vehicle fleet. 202308109 Foreign version 9 The rail vehicle SFZ uses a secure position detection system POSERK to determine its current location. The position detection system POSERK preferably uses several independent information sources, e.g.- Position data acquired and made available for the rail vehicle SFZ using a satellite-based GPS system, - Position data acquired and made available using a WLAN radio network, and / or - Position data acquired using a MFZ mobile radio network, - etc. The rail vehicle SFZ transmits the current location as information via a UEBE transmission unit, a downstream ANT antenna device, and a FUE radio transmission to the landside LS. Using the location information and the route map, the landside LS determines the network identifier NETZK, which is assigned to the route to be traveled. The NETZK network identifier also defines the train protection system to be used for the route.Based on this, the landside LS generates a network specification NV containing this information and transmits the network specification NV to the transmission unit UEBE of the rail vehicle SFZ using the radio transmission FUE and the antenna device ANT. 202308109 Foreign version 10 The network specification NV is passed on from the transmission unit UEBE to a network selection device NA of the rail vehicle SFZ. The network selection device NA contains information about the hardware with which the rail vehicle SFZ is equipped. This includes, for example, information - about the pantograph types SA1, SA2, SAn that the rail vehicle SFZ has, - which high-voltage devices the rail vehicle SFZ has, - about which main switches HS1, HS2 are available for the pantograph types SA1, SA2, SAn, orare to be used for the associated high-voltage equipment, - which train protection systems ZUSI the rail vehicle SFZ has, - etc. By comparing the received network specification NV with the information about the available hardware equipment, the network selection device NA generates the respective releases FR for the hardware equipment (HS1, HS2, SA1 to SAn, ZUSI) of the rail vehicle SFZ that is suitable for the respective route. The releases FR are transmitted from the network selection device NA to a device for controlling the hardware ANSHW. The device for controlling the hardware ANSHW is preferably implemented as part of the control system of the rail vehicle SFZ. 202308109 Foreign version 11 At the same time, the network selection device NA generates a feedback signal RM, which is transmitted to the landside LS via the transmission path UEBE, ANT, FUE.The feedback RM confirms on the landside LS that - the network specification NV was successfully received, - that suitable hardware (HS1, HS2, SA1 to SAn, ZUSI) is available in the rail vehicle SFZ for the route, and - that the hardware suitable for the route has been configured accordingly. If the network specification NV requested on the landside cannot be correctly executed by the rail vehicle SFZ, the network selection device NA blocks operation of the rail vehicle SFZ. In this case, an error is reported to the landside LS via the feedback RM, preferably with an indication of the cause of the error. The following examples of possible causes of the error can be considered: - a necessary piece of vehicle equipment is missing, - a necessary piece of vehicle equipment is defective, - there is an error in the hardware configuration, - the rail vehicle is not released for the rail network, - there is an incorrect software configuration, etc.The RM feedback is transmitted from the NA network selection device to the landside LS via the transmission path described above (UEBE, ANT, FUE). 202308109 Foreign version 12 Optionally, or additionally, to increase operational reliability, the RM feedback is checked or monitored automatically or manually on the LS landside. If the check determines that the feedback was error-free, release information is generated on the LS landside and transmitted to the SFZ rail vehicle or to the NA network selection device there. After receiving the release information, the NA network selection device releases the appropriate rail vehicle hardware for operation on the line. This release ensures that the rail vehicle uses exactly the hardware parts that are suitable or intended for the selected rail network or the line to be traveled.The associated train protection systems ZUSI are activated accordingly on the rail vehicle side. Hardware that is not suitable for the respective operation is safely deactivated by appropriate circuits (e.g. network isolators). In addition to the hardware equipment of the rail vehicle, there are a multitude of other functions NAF on the rail vehicle side that depend on the respective rail network - for example the behavior of brakes, safety control circuits, the operation of vending machines, etc. The network selection device NA provides the necessary software functions depending on the rail network. 202308109 Foreign version 13 The network-dependent functions adapt their behavior to the respective rail network independently. Optionally or additionally, the selected rail network is shown by the network selection NA on a display FSANZ in the driver's cab of the rail vehicle. AThe driver present there then has the option of checking the selected rail network or controlling the selection. Using the FSANZ display, the driver then has the option of manually setting the selected rail network or changing the selection as a "fallback level," whereby this is preferably carried out using secure input and selection procedures. In a train with multiple rail vehicles, the correctly set network identifier (NETZK) is transmitted from a leading vehicle to the driven vehicles using a train bus system present there. If the rail vehicle (SFZ) crosses a network identifier boundary, which indicates a change of rail network, the described procedure is repeated. Continuous comparison of the location information with the landside (LS) determines when a network change is necessary. In this case, too, the procedure is repeated.

Claims

202308109 Foreign version 14 patent claims 1. Method for setting a rail network on a rail vehicle to enable subsequent operation of the rail vehicle in the rail network, ^ in which the rail vehicle (SFZ) determines its current location with the aid of a position detection (POSERK) and transmits this to a control device (LS), ^ in which the control device (LS) provides a currently maintained route map (STRECK), from which network identifiers (NETZK) assigned to respective rail vehicle routes can be derived, wherein each network identifier (NETZK) contains information for the respective route, ^ in which the control device (LS) determines a network identifier (NETZK) assigned to a route to be traveled by the rail vehicle with the aid of the route map and based on the current location for the rail vehicle (SFZ),^ in which the rail vehicle (SFZ) implements the network identifier (NETZK) as a network specification (NV) and, in accordance with the network specification (NV), initializes components of the rail vehicle (SFZ) for operation of the rail vehicle on the route to be traveled.

2. Method according to claim 1, ^ in which the rail vehicle (SFZ) transmits its current location to a stationary control device or control station designated as the landside (LS), ^ in which the currently maintained route map (STRECK) is made available by the landside (LS), 202308109 Foreign version 15 ^ in which the landside determines the network identifier (NETZK), and ^ in which the network identifier (NETZK) is transmitted to the rail vehicle (SFZ) as a network specification (NV).

3. Method according to claim 1, ^ in which the rail vehicle (SFZ) transmits its current location to a control device of the rail vehicle, ^ in which the currently held route map (STRECK) is made available by the control device of the rail vehicle, and ^ in which the network identifier (NETZK) is determined by the control device.

4. Method according to claim 1, in which the following information for the route to be traveled is determined by the network identifier (NETZK): ^ which train protection system (ZUSI) is available on the route and is to be used, and ^ which voltage system is available on the route and is to be used. 5.Method according to one of the preceding claims, in which at least one of the following components of the rail vehicle is activated and initialized for operation: ^ a pantograph type (SA1, SA2, SAn), ^ a high-voltage device, ^ a main switch (HS1, HS2) which is assigned to the pantograph type (SA1, SA2, SAn) and the high-voltage device, ^ a train protection system (ZUSI) of the rail vehicle (SFZ), and / or. 202308109 Foreign version 16 ^ a traffic light system.

6. Method according to one of the preceding claims, in which the rail vehicle (SFZ) compares the received network specification (NV) with the components available to the rail vehicle (SFZ) in order to check that the requirements of the network specification can be implemented by the components.

7. Method according to claim 6, in which, if the result of the comparison is positive, a release is generated for the components in order to initialize them.

8. Method according to claim 6, in which, if the result of the comparison is negative, ^ the components are blocked, and / or ^ an error feedback is carried out to the landside. 9.Method according to claim 8, wherein the error feedback describes at least one of the following error causes: ^ that a required vehicle component is missing, ^ that a required vehicle component is defective, ^ that there is an error in the configuration or initialization of the component, ^ that the rail vehicle is not released for the route, and / or ^ that there is an incorrect software configuration of a component.

10. Method according to claim 8 or 9, wherein the error feedback is monitored on the land side (LS). 202308109 Foreign version 17 11. Method according to one of the claims, in which the network specification (NV) or the associated information is shown on a display (FSANZ) in the driver's cab of the rail vehicle.

12. Arrangement for carrying out the method according to one of claims 1 to 11, ^ with a rail vehicle (SFZ) having means for position detection (POSERK) to determine its current location, ^ with a control device (LS) coupled to the rail vehicle (SFZ) so that the position detection is transmitted from the rail vehicle (SFZ) to the control device (LS), ^ with an up-to-date route map (STRECK) provided and available by the control device (LS), ^ in which the route map contains network identifiers (NETZK) assigned to respective rail vehicle routes, ^ in which each network identifier (NETZK) contains information for the respective route,^ in which the control device (LS) is designed in such a way that with the help of the route map and the current location for the rail vehicle (SFZ) a network identifier (NETZK) can be determined which is assigned to a route to be traveled by the rail vehicle, ^ in which the rail vehicle (SFZ) is designed to implement the network specification (NV) in such a way that, in accordance with the network specification (NV), components of the rail vehicle (SFZ) for operation of the rail vehicle, 202308109 Foreign version 18 vehicle on the route to be initialized.

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