Procedure for the cross-border operation of a rail vehicle

Abstract

The invention relates to a method for the cross-border operation of a rail vehicle, in which a rail vehicle uses a first software in a first spatial area, which is tested and approved for the operation of the rail vehicle in the first spatial area. In addition to the first software, the rail vehicle also maintains a second software, which is tested and approved for the operation of the rail vehicle in a second spatial area. In the first spatial area, the rail vehicle uses the first software. When crossing a border crossing from the first spatial area to the second spatial area, the second software is used for the operation of the rail vehicle in the second spatial area instead of the first software.

Description

The invention relates to a method for operating a rail vehicle in an operation that exceeds the limit.Rail vehicles and their control programs or software must be permitted for operative operation in a country or for operative operation on selected routes.This applies in particular to so-called multi-system vehicles which are provided for operation in a plurality of (i.e. at least two) countries that exceed the limit or which are provided for operation on routes or route networks of technically different design.In this case, the rail vehicle software is checked and permitted specifically for countries or routes, so that the rail vehicle is exposed to a plurality of permission methods or permission executions.After approval has been completed, the rail vehicle then uses the approved software in the associated countries or on the associated routes.By the manufacturer, it is often necessary to carry out a modification of the software in order to allow the associated rail vehicle to operate on additional routes for the operating mode there, based on additional specifications in a further country m or for operation on additional routes.As a result of this modification, the rail vehicle loses the permits granted up to now, so that these must be carried out again with great effort in terms of time and costs.The requirement for re-admission thus delays an intended mark entry of the modified rail vehicle and thus causes competition disadvantages.It is therefore the object of the present invention to further develop a rail vehicle which is permitted for operation beyond a limit in such a way that its permission is maintained despite the required software modification.This object is achieved by the features of claim 1. Advantageous further developments are specified in the dependent patent claims.In the method according to the invention, the rail vehicle uses first software in a first spatial area, which software is checked and permitted for the operation of the rail vehicle in the first spatial area.In addition to the first software, the rail vehicle also has second software present on its side, which is checked and permitted for the operation of the rail vehicle in a second spatial area.In the first spatial area, the rail vehicle uses the first software. When the boundary transition from the first spatial area to the second spatial area is exceeded, the second software is used instead of the first software for the operation of the rail vehicle in the second spatial area.In an advantageous development, a country or a demarcatable (journey) route or a demarcatable route network is used as the first and / or second spatial region.In an advantageous development, the first and / or the second software is permanently stored on the part of the rail vehicle.In an advantageous development, the first and / or the second software is loaded, if necessary, into a working memory of the rail vehicle in order to be executed or used.In an advantageous development, the second software is formed by a modification from the first software, wherein the modification addresses country-specific or route-specific specifications of the second spatial region.In an advantageous development, a control program of the rail vehicle is used as the first or second software.In an advantageous development, the rail vehicle is used or used as a multi-system vehicle.In an advantageous development, the rail vehicle is used or used in operation overlapping the country or in operation exceeding the limit.In an advantageous development, a network identifier is used to change the software. The network identifier unambiguously defines an associated country and preferably defines the voltage system applicable there.In an advantageous development, an automated change of the software is carried out by the network identifier. In this case, a network or a route network is selected, for example, by a traction vehicle driver on a display in the driver's station, and the software is then changed automatically.In an advantageous development, the software is changeda current collector selection,a change of a roof configuration,activating a specific train safety system,activating specific functions, and / ora configuration of a power converter of the rail vehicleThe method is carried out.In an advantageous development, a transfer, which is preferably referred to as a "handshake", is used for the software change, in whicha software changeover request is communicated to a controller of the rail vehicle,a defined state is produced for the change to be made on the part of the rail vehicle, andsubsequently, a release for the software change is created and sent to involved rail vehicle devices.The present invention enables a modification of existing software with regard to further countries or with regard to further route networks.The modified software can be permitted to operate in the second spatial area in an accelerated manner without influencing or jeopardizing the permission of the unmodified software for the first spatial area.Thus, an intended mark entry in the second spatial region is not delayed for a manufacturer of the rail vehicle.The manufacturer is enabled to design common software for both spatial areas in parallel with the operation of the rail vehicle in both spatial areas, in order to then distribute this common software to the existing rail vehicles without time pressure after multiple admission has been carried out.The invention is explained in more detail below with the aid of a drawing.The single FIG. 1 shows a flow chart for the invention.In a first step S 1, the rail vehicle uses first software in a first spatial area, which software is checked and permitted for the operation of the rail vehicle in the first spatial area.In addition, in addition to the first software, a second software is present, which is checked and permitted for the operation of the rail vehicle in a second spatial area.In a second step S 2, the rail vehicle uses the first software.In a third step S 3, when the boundary transition from the first spatial region to the second spatial region is exceeded, instead of the first software, the second software is used for operating the rail vehicle in the second spatial region.

Claims

Method for operating a rail vehicle in an area that crosses the boundary, - in which a rail vehicle uses first software in a first spatial area, which software is checked and permitted for the operation of the rail vehicle in the first spatial area, - in which, in addition to the first software, a second software is additionally stored on the side of the rail vehicle, which software is checked and permitted for the operation of the rail vehicle in a second spatial area, - in which the rail vehicle uses the first software in the first spatial area, - in which, when a boundary transition from the first spatial area to the second spatial area is exceeded, the second software is used for the operation of the rail vehicle in the second spatial area.Method according to Claim 1, in which a country or a demarcable route or a demarcable route network is used as the first and / or second spatial area.Method according to Claim 1, in which the first and / or the second software is permanently stored by the rail vehicle.Method according to claim 1, wherein the first and / or the second software is loaded, if necessary, into a working memory of the rail vehicle in order to be executed or used.Method according to claim 1, wherein the second software is formed by a modification from the first software, wherein the modification addresses country-specific or route-specific specifications of the second spatial region.Method according to Claim 1, in which a control program of the rail vehicle is used as the first and second software, respectively.Method according to Claim 1, - in which the rail vehicle is used as a multi-system vehicle, and / or - in which the rail vehicle is used in operation overlapping the country or in operation exceeding the limit.Method according to Claim 1, in which a network identifier is used on the part of the rail vehicle in order to change the software.Method according to claim 8, in which an automated change of the software is carried out by the network identifier.Method according to Claim 1, in which - a current collector selection, - a change in a roof configuration, - an activation of a specific train protection system, - an activation of specific functions, and / or - a configuration of a power converter of the rail vehicle is carried out by the software changeover.Method according to Claim 1, in which a transfer is used for the software change, in which - a software change request is communicated to a controller of the rail vehicle, - a defined state is produced for the change to be made by the rail vehicle, and - a release for the software change is subsequently produced and sent to involved rail vehicle devices.Rail vehicle having means which are designed to carry out the method according to one of Claims 1 to 11, - in which the rail vehicle has a first piece of software which is checked and permitted for the operation of the rail vehicle in a first spatial region, - in which the rail vehicle has a second piece of software which is checked and permitted for the operation of the rail vehicle in a second spatial region, - in which the rail vehicle has a means with which the first piece of software is executed in the first spatial region, - in which the rail vehicle has a means with which an exceeding of a limit transition from the first spatial region to the second spatial region is detected, - in which the rail vehicle has a means with which, when the limit transition is exceeded, the second piece of software is used instead of the first piece of software for the operation of the rail vehicle in the second spatial region.