Method for setting a rail network on a rail vehicle

Abstract

The invention relates to a method for setting a rail network on a rail vehicle (RV) to enable the subsequent operation of the RV on the rail network. The RV determines its current location using a position detection system (POSERK) and transmits this information to a control unit (CU). The CU provides an up-to-date route map (STRECK) from which network identifiers (NETZK) assigned to each RV route can be extracted, with each network identifier (NETZK) containing information for the respective route. Using the route map and the current location of the RV, the CU determines a network identifier (NETZK) that corresponds to a route to be traveled by the RV. The network identifier (NETZK) is then implemented as a network setting (NV) on the RV.In accordance with the network specification (NV), components of the rail vehicle (SFZ) are initialized for operation of the rail vehicle on the route to be travelled.

Description

The invention relates to a method for setting a rail network on a rail vehicle in order to enable the following operation of the rail vehicle in the rail network.Rail vehicles require information about the rail network to be traveled or about the route to be traveled. This information is assigned to the respective rail network or railway network.Across Europe, different voltage systems are used in rail networks (e.g. 25 kV AC, 15 kV AC, 3 kV DC, 1.5 kV DC), wherein in turn different train protection systems can exist for the rail networks.The rail nets change or vary above all at the landing limits, but different rail nets are also used in some cases within a landing under consideration. For example, a distinction is made for the slowakes between a first rail network "Slowakes 3kV DC" and a second rail network "Slowakes 25kV AC".Furthermore, there are a large number of rail vehicle functions with country-specific differences.Selection of the correct rail network is considered to be relevant to safety, since damage and personal hazards are possible if a wrong rail network is selected.A rail vehicle generally has no possibility of recognizing a rail network automatically or automatically with sufficient certainty during operation.At present, the task of the vehicle driver is to select a correct rail network for the operation of the rail vehicle and to set the rail network on the rail vehicle with the aid of a network identifier.By means of this selection, both a train safety system to be used and the voltage system to be used are defined for the operation of the rail vehicle.In addition, the vehicle driver determines further country-dependent or network-dependent functions, which includes, for example, a fire extinguishing system or a release of automatic beverage machines.The vehicle driver is generally supported in the described selection actions-for example, those systems which are unsuitable for a rail network under consideration are blocked for selection.Furthermore, rail vehicles generally have safety mechanisms (e.g. voltage detections) which protect hardware from damage if the selection is incorrectly made.The respective selection or setting is thus collectively dependent on the care and experience of a acting vehicle driver.For the "autonomous" rail vehicles which are increasingly used in the future and are operated without a vehicle driver, no suitable methods for setting a rail network on the rail vehicle have been known up to now.It is therefore the object of the present invention to specify a method for setting a rail network on a rail vehicle, with which method, on the one hand, the vehicle driver is relieved and which, on the other hand, is suitable for autonomous operation of the rail vehicle.This object is achieved by the features of 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 following operation of the rail vehicle in the rail network.The rail vehicle determines its current location with the aid of a position detection and transmits it to a control device.The control device provides a currently held route map, from which respectively assigned network identifiers can be derived for respective rail vehicle routes. Each network identifier contains information for the respective link.The control device uses the route map and the current location for the rail vehicle to determine a network identifier which is assigned to a route to be traveled by the rail vehicle.The rail vehicle implements the network specification. According to the network specification, components of the rail vehicle are initialized for operation of the rail vehicle on the route to be traveled.The term "currently held route map" is understood to mean that all relevant changes (e.g. to network identifiers or to 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 monitoring device or monitoring station, which is referred to as the land side. The land page then provides the currently held route map. The land page 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 of the rail vehicle. The control device of the rail vehicle provides the currently held route map. The control device determines the network identifier.In this case, the route map is preferably made available from the land side and, in the case of an existing radio connection, transmitted from the latter to the rail vehicle. As a result, an updated route map is present on the rail vehicle side.The rail vehicle determines its current location with the aid of position detection and transmits it to a stationary control station, which is referred to as the land page.The land page provides a currently held route map, from which respectively assigned network identifiers can be derived for respective rail vehicle routes, each network identifier containing information for the respective route.The land page uses the route map and the current location for the rail vehicle to determine a network identifier which 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 for operation of the rail vehicle on the route to be traveled according to the network specification.In an advantageous development, the following information for the route to be traveled is defined by the network identifier:which train safety system is available on the route and is to be used, andwhich voltage system is available on the line and is to be used.In an advantageous development, one or more of the following components of the rail vehicle are activated and initialized for operation:a current collector type,a high-voltage device,a main switch associated with the current collector type and the high voltage device,a train safety system of the rail vehicle, and / ora light signal system.In an advantageous development, a comparison of the received network specification with the components available to the rail vehicle is carried out on the side of the rail vehicle in order to check that requirements of the network specification can be implemented by the components.In an advantageous development, in the case of a positive result of the comparison, a release is formed for the components in order to initialize them.In an advantageous development, a negative result of the comparison is obtainedthe components are blocked, and / oran error feedback to the land page is carried out.In an advantageous development, the fault feedback describes at least one of the following causes of faults:a necessary vehicle component is not present,a necessary vehicle component is defective,an error in the configuration or initialization of the component,the rail vehicle is not released for the track, and / ora faulty software configuration of a component is present.In an advantageous development, the error feedback is checked on the land side.In an advantageous development, the network specification or the information associated therewith is displayed on a display in the driver's station of the rail vehicle.The present invention on the one hand relieves the vehicle driver of his tasks and on the other hand avoids errors in the setting of the rail network or in the selection of the network identifier.The present invention also enables the selection of the rail network for autonomously driving rail vehicles.The present invention makes possible an early selection of the rail network; this can already take place in a wide area before the start of an operative journey by the rail vehicle.The present invention avoids operating errors and thus malfunctions, which are associated with considerable costs.The present invention makes it possible to dispense with cost-intensive safety hardware (e.g. voltage detections) required hitherto,The invention is explained in more detail below with the aid of a drawing.The single FIG. 1 shows the method according to the invention on the basis of a functional overview.The present invention is based on a distribution of functions between a rail vehicle SFZ on the one hand and a land side LS on the other hand.In this context, a "land side" is preferably understood to mean a stationary control station which monitors the operation of rail vehicles or supports the same and enables it, for example, in the sense of remote control.On the land page LS, a currently held route map STRENG is permanently stored.For the operation of the rail vehicle SFZ, the route map STEG specifies a network identifier NETK 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 following information for the route to be traveled is defined, for example, via the network identifier NETWORKK:in which country the route is located,which voltage system is to be used on the line or is available there,which train safety system (e.g. ETCS, LZB, PZB, MIREL, etc.) is to be used on the route or is available there,etc.The route map STRECHT is always kept up-to-date on the land side, is preferably stored there in an IT system and is made available centrally for a vehicle fleet predetermined on the land side.The rail vehicle SFZ determines its current location as information with the aid of a safe position detection POSERK.For this purpose, the position detection POSERK preferably uses a plurality of independent information sources, for example.position data which are obtained and made available for the rail vehicle SFZ with the aid of a satellite-based system GPS,position data which are obtained and made available with the aid of a radio network WLAN, and / orposition data which are obtained with the aid of a mobile radio network MFZ,etc.On the side of the rail vehicle SFZ, the current location is transmitted as information via a transmission unit UEBE, via a downstream antenna device ANT and via a radio transmission FUEL to the land side LS.Using the location information, the land page LS uses the route map to determine the network identifier NETRK which is associated with the route to be traveled.The network identifier NETRK also defines the train protection system for the route to be used.The land page LS generates a network specification NV including this information based thereon, and transmits the network specification NV to the transmission unit UEBE of the rail vehicle SFZ using the radio transmission FUEL and the antenna device ANT.The network specification NV is passed on by the transmission unit UEBE to a device for network selection NA of the rail vehicle SFZ.The device for network selection NA contains as information a hardware equipment with which the rail vehicle SFZ is equipped.This includes, for example, informationcurrent collector types SA 1, SA 2, SAn which the rail vehicle SFZ has,which high-voltage devices the rail vehicle SFZ has,which main switches HS 1, HS 2 are to be used for the current collector types SA 1, SA 2, SAn or for the associated high-voltage devices,which train safety systems ZUSI the rail vehicle SFZ has,etc.By comparing the received network specification NV with the information about the available hardware equipment, the device for network selection NA generates respective enables FR for hardware devices (HS 1, HS 2, SA 1 to SAn, ZUSI) of the rail vehicle SFZ that respectively match the route.The enables FR are transmitted from the device for network selection NA to a device for controlling the hardware ANSHW.The device for controlling the hardware ANSHW is preferably implemented as part of the control technology of the rail vehicle SFZ.At the same time, the network selection device NA generates a feedback RM which reaches the land side LS via the transmission path UEBE, ANT, FUEL.The feedback RM confirms on the land side LS thatthe network specification NV has been successfully received,a matching hardware (HS1, HS2, SA1 to SAn, ZUSI) is available in the rail vehicle SFZ for the route, andthe hardware matching the route has been configured accordingly.If the network specification NV required on the land side cannot be executed correctly by the rail vehicle SFZ, the device for network selection NA inhibits the operation of the rail vehicle SFZ.In this case, an error is reported to the land page LS via the feedback RM, preferably with the indication of an error cause.Examples of possible sources of fault are the following:a necessary vehicle equipment is not present,a necessary vehicle equipment is defective,an error is present in the hardware configuration,the rail vehicle is not released for the rail network,a faulty software configuration is presentetc.The feedback RM is transmitted from the network selection device NA to the land side LS via the transmission path (UEBE, ANT, FUEL) described above.Optionally or additionally, the feedback RM on the land side LS is checked or checked or checked automatically in order to increase the operational reliability.If it is determined by the control that the feedback was error-free, then release information is generated on the land side LS and transmitted to the rail vehicle SFZ or to the network selection device NA there.After receiving the clearance information, the network selection device NA releases the respectively suitable hardware of the rail vehicle for operation on the route.This clearance ensures that on the rail vehicle side exactly those parts of the hardware are used which are suitable or intended for the selected rail network or for the route to be traveled on.Corresponding train safety systems are activated on the rail vehicle side ZUSI.By means of appropriate circuits (e.g. by means of network separators), the hardware which is not suitable for the respective operation is reliably deactivated.In addition to the hardware equipment of the rail vehicle, there are on the rail vehicle side a large number of further functions NAF which depend on the respective rail network-for example the behavior of brakes, safety gear shifts, the operation of beverage machines, etc.For this purpose, the device for network selection NA provides required software functions depending on the rail network.The network-dependent functions NAF adapt their behavior to the respective rail network autonomously.Optionally or additionally, the selected rail network is displayed by the network selection NA on a display FSANCE in the driver's station of the rail vehicle. A vehicle driver, if any, present there then has the possibility of checking the selected rail network or of checking the selection.Via the display FSANCE, the vehicle driver in the form of a "fallback level" then has the possibility of manually setting the selected rail network or changing the selection, wherein this is preferably carried out by means of secure input and selection methods.The correctly set network identifier NETNK is transmitted from a leading vehicle to leading vehicles in a train with a plurality of rail vehicles with the aid of a train bus system present there.If the rail vehicle SFZ exceeds a network identifier limit, which indicates a change of the rail network, the described method is carried out again.By a continuous comparison of the location information with the country page LS, it is detected when a network change is necessary. In this case, too, the method is run through again.

Claims

Method for setting a rail network on a rail vehicle in order to enable the following 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 location to a control device (LS), - in which the control device (LS) provides a currently held route map (TRACK) which can be derived from network identifiers (NETWORKK) respectively assigned for respective rail vehicle routes, each network identifier (NETWORKK) containing information for the respective route, - in which the control device (LS) determines a network identifier (NETWORKK) with the aid of the route map and with the aid of the current location for the rail vehicle (SFZ), which is assigned to a route to be traveled by the rail vehicle, - in which the rail vehicle (SFZ) implements the network specification (NV) and initializes components of the rail vehicle (SFZ) for operation of the rail vehicle on the route to be traveled according to the network specification (NV).Method according to Claim 1, - in which the rail vehicle (SFZ) transmits its current location to a fixed monitoring device or monitoring station which is referred to as a land page (LS), - in which the currently held route map (STEG) is made available by the land page (LS), - in which the land page (LS) ascertains the network identifier (NETK), and - in which the network identifier (NETK) is transmitted to the rail vehicle (SFZ) as a network specification (NV).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 (ROUTE) is made available by the control device of the rail vehicle, and - in which the network identifier (NETWORKK) is determined by the control device.Method according to Claim 1, in which the following information for the route to be traveled is defined by the network identifier (NETNK): - 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.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 current collector type (SA1, SA2, SAn), - a high-voltage device, - a main switch (HS1, HS2) which is associated with the current collector type (SA1, SA2, SAn) and the high-voltage device, - a train protection system (ZUSI) of the rail vehicle (SFZ), and / or - a light signal installation.Method according to one of the preceding claims, in which a comparison of the received network specification (NV) with the components available to the rail vehicle (SFZ) is carried out on the side of the rail vehicle (SFZ) in order to check that requirements of the network specification can be implemented by the components.Method according to Claim 6, in which, in the event of a positive result of the comparison, a release is formed for the components in order to initialize them.Method according to Claim 6, in which, in the event of a negative result of the comparison, - the components are blocked and / or - fault feedback to the land side is carried out.Method according to Claim 8, in which the fault feedback describes at least one of the following cause of faults: - that a necessary vehicle component is not present, - that a necessary vehicle component is defective, - that a fault is present in the configuration or initialization of the component, - that the rail vehicle is not released for the route, and / or - that a faulty software configuration of a component is present.Method according to Claim 8 or 9, in which the error feedback is checked on the land side (LS).Method according to one of the preceding claims, in which the network specification (NV) or the information associated therewith is displayed on a display (FSANCE) in the driver's station of the rail vehicle.Arrangement for carrying out the method according to one of Claims 1 to 11, - with a rail vehicle (SFZ) which has means for position detection (POSERK) in order with the aid of which to determine its current location, - with a control device (LS) which is coupled to the rail vehicle (SFZ) such that the position detection is transmitted from the rail vehicle (SFZ) to the control device (LS), - with a currently held route map (ROUTE) which is provided and available by the control device (LS), - in which network identifiers (NETWORKK) assigned in each case to the route map for respective rail vehicle routes can be derived, - in which each network identifier (NETWORKK) has information for the respective route, in which the control device (LS) is designed in such a way that a network identifier (NETWORKK) can be determined for the rail vehicle (SFZ) with the aid of the route map and on the basis of the current location for the rail vehicle (SFZ), which network identifier is assigned to a route to be traveled by the rail vehicle, - in which the rail vehicle (SFZ) is designed for implementing the network specification (NV) in such a way that components of the rail vehicle (SFZ) are initialized for operation of the rail vehicle on the route to be traveled in accordance with the network specification (NV).

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