RAILWAY SYSTEM WITH DIAGNOSTIC SYSTEM AND METHOD FOR ITS OPERATION

Description

[0001] The invention relates to railway systems equipped with a diagnostic system for monitoring railway components of the railway system.

[0002] When new railway components (system or plant parts) are introduced into diagnostic systems for monitoring railway components of a railway system, these components must be registered with the diagnostic system so that they can be taken into account during the diagnosis. The diagnostic system must represent both the railway component as such (i.e., its design) and the specific instance (i.e., in the form of component-specific identification data, such as serial number, individual address data for communication, etc.) as a diagnostic object in memory and must know both the properties and the methods / rules for the respective diagnostic object.

[0003] The data required for diagnosis forms a data set specific to each railway component. Today, this data is typically entered into the diagnostic system as project data during programming, configuration, or plant engineering.

[0004] The input of data sets into current diagnostic systems occurs independently of the connection of the respective railway components to the railway system. This can lead to the design data or data sets not matching the connected railway components. The following scenarios, for example, can cause this: One or more railway components were added to the railway system without the corresponding changes or updates to the project data or the data records on the diagnostic system. The data records or project data do not match the current railway system because errors were made during the project planning, for example, because railway components were omitted.

[0005] Particularly during track modifications, after one or more new railway components have been introduced into the railway system being diagnosed, the design or configuration of the diagnostic system must be updated. This can lead to consistency problems between the actual railway system and the diagnostic system. Often, complex regression tests are also necessary to demonstrate that the changes have no impact on the existing design (so-called change impact analysis).

[0006] From the publication MANFRED ARNDT: "Modular concept of diagnostic and monitoring technologies", SIGNAL + DRAHT, Vol. 107, No. 6, June 1, 2015, pages 38-45, a generic railway system is known as a diagnostic system with the features of the preamble of claim 1.

[0007] The invention is based on the objective of improving a railway system with a view to simple configuration of the diagnostic system.

[0008] This problem is solved according to the invention by a railway system with the features according to claim 1. Advantageous embodiments of the railway system according to the invention are specified in the dependent claims.

[0009] The following is provided according to the invention: that the data set received by the diagnostic system after connection via the plug-and-play procedure is a complete data set that fully describes the railway component itself and enables subsequent diagnosis by the diagnostic system on its own, or that the data set received by the diagnostic system after connection via the plug-and-play procedure identifies the railway components so that the diagnostic system can supplement the data set received from the railway component with additional component data from another source to create a complete data set that fully describes the railway component and enables subsequent diagnosis by the diagnostic system, wherein the complete data set includes at least a unique identification of the respective railway component.a data structure comprising diagnostic data of the railway component – ​​which is referred to below as information – as well as rules that can lead to a diagnostic statement.

[0010] Additionally, the complete dataset can contain further component-specific information, e.g. Alarm messages in different languages, symbols that graphically represent the components, etc.

[0011] A significant advantage of the railway system according to the invention is that the diagnostic system provided according to the invention ensures automatic reconfiguration or automatic adaptation of the diagnostics to the current or new system situation, thus eliminating the need for manual intervention by maintenance personnel when new railway components are connected to the diagnostic system. In other words, no redesign is required after adding new railway components, let alone new integration tests, change impact analyses, or regression tests.

[0012] The diagnostic system is preferably designed such that, during ongoing diagnostic operations concerning other railway components, it receives or can receive the data set from the railway component and integrates or can integrate the railway component into the further diagnostic operation. In other words, the integration of new railway components preferably takes place during the diagnostic operation of the other already integrated railway components.

[0013] In one variant considered advantageous, the railway component is provided for in that it has a first component part that meets or exceeds a specified safety standard and a second component part that does not meet the specified safety standard, and the data set is stored in the second component part.

[0014] In the latter variant, it is advantageous if the second component part automatically transmits the data set to the diagnostic system after being connected.

[0015] Alternatively or additionally, it can be advantageously provided that the second component part, after being connected to the diagnostic system, enables the diagnostic system to query the data set.

[0016] With a view to isolating the aforementioned first, "secure" component part from unauthorized external access and / or with a view to so-called freedom from feedback, it is considered advantageous if the first and the second component part are connected via a data diode that allows data flow exclusively from the first component part to the second component part, and if information from the first component part, which is to be transmitted to the diagnostic system for diagnostic purposes, is transmitted via the data diode to the second component part and from there to the diagnostic system.

[0017] Alternatively or additionally, it can be provided that the railway component is connected to the diagnostic system via a data diode, which allows data flow exclusively from the railway component to the diagnostic system, and that after connection to the diagnostic system, the railway component automatically transmits the data set and subsequently information to the diagnostic system via the data diode as part of the plug-and-play procedure.

[0018] The railway component, or at least one of it, is preferably a switch that transmits current values ​​and / or switch cycle times to the diagnostic system as information to be transmitted for diagnostic purposes.

[0019] The railway component, or at least one of the components, is preferably a signaling device that transmits current values ​​to the diagnostic system as information to be transmitted for diagnostic purposes.

[0020] The railway component, or at least one of it, is preferably a signal box that transmits signal box data to the diagnostic system as information to be transmitted for diagnostic purposes.

[0021] The railway component, or at least one of it, is preferably an axle counter, which transmits axle counter data to the diagnostic system as information to be transmitted for diagnostic purposes.

[0022] The railway component, or at least one of the components, is preferably a track control center, in particular an ETCS track control center, which transmits track control center data to the diagnostic system as information to be transmitted to the diagnostic system for diagnostic purposes.

[0023] The diagnostic system can advantageously be implemented as a cloud application in a cloud or as a software module of a railway system's computer system.

[0024] It is advantageous if the railway component has a computing device that is programmed in software or hardware in such a way that, after connection to the railway system's diagnostic system, it automatically transmits the data set and / or allows the diagnostic system to query the data set as part of the plug-and-play procedure.

[0025] It is advantageous if the diagnostic system has a computing device that is programmed in software or hardware in such a way that it receives the data set from the railway component newly connected to the diagnostic system and integrates the railway component into the further diagnostic operation on the basis of the data set.

[0026] The invention further relates to a method for operating a railway system according to claim 11, which includes a diagnostic system for monitoring railway components of the railway system.

[0027] The invention is explained in more detail below with reference to exemplary embodiments; these show, by way of example, Figure 1 Components of a first embodiment of a railway system equipped with a diagnostic system, prior to the connection of a new railway component, wherein the new railway component has a safe and a non-safe component part, Figure 2 the railway system according to Figure 1 after connecting the new railway component and during the plug-and-play reconfiguration of the diagnostic system, Figure 3 the railway system according to Figure 1After completion of the plug-and-play reconfiguration and during further diagnostic operation including the newly connected railway component, Figure 4 shows a variant of the railway system according to the Figures 1 to 3 , in which an additional communication network is integrated, and Fig. 5-8 Examples of railway installations in which a new railway component is integrated without a non-safe component part.

[0028] The same reference symbols are always used in the figures for identical or comparable components.

[0029] The Figure 1 Figure 1 shows an embodiment of a railway system 10 equipped with a diagnostic system 20. The diagnostic system 20 comprises a computing unit 21 that works in conjunction with a memory 22. A diagnostic module DM is stored in the memory 22, enabling the diagnosis of railway components connected to the diagnostic system 20.

[0030] In the embodiment according to Figure 1 Three railway components are connected to the diagnostic system 20: a signaling device 31, an axle counter 32, and a signal box 33. The three railway components 31, 32, and 33 each transmit INF information to a diagnostic module of the diagnostic system 20, on the basis of which a diagnosis of the respective component is to be carried out.

[0031] To enable component-specific diagnostics in the DM diagnostic module, a corresponding data record DS31, DS32, and DS33 is stored in the DM diagnostic module for each of the connected railway components, namely the signaling device 31, the axle counter 32, and the interlocking system 33. Data record DS31 refers to a diagnosis of the signaling device 31, data record DS32 to a diagnosis of the axle counter 32, and data record DS33 to a diagnosis of the interlocking system 33.

[0032] In the Figure 1Furthermore, another railway component can be identified, which could, for example, be a switch 34. The switch 34 comprises a first "safe" component part 100, which meets or exceeds a specified safety standard, such as the safety standard SIL4.

[0033] The first component part 100 comprises a computing unit 110 and a memory 120. A control program module SPM is stored in the memory 120, which enables operation or cooperation with connected devices.

[0034] In the embodiment according to Figure 1 An actuator 130, which could be, for example, a switch drive for switch 34, is connected to the first component part 100 or to the control program module SPM. The actuator 130 is controlled by the first component part 100 or its control program module SPM using control commands SB.

[0035] In addition to actuator 130, further actuators can be connected to the first component part 100 or its control program module SPM, one of which is shown as an example in the Figure 1 shown and marked there with reference numeral 131. The control of the other actuator(s) 131 can also be, and is, carried out using control commands SB of the control program module SPM.

[0036] In the embodiment according to Figure 1 In addition, sensors 140 and 141 are connected to the first component part 100; sensor 140 is, for example, a current sensor that detects the current profile when the switch 34 is turned and transmits the corresponding current values ​​I, for example in the form of maximum values ​​or in the form of the entire current profile, to the first component part 100.

[0037] For example, sensor 141 can be a timer that records the cycle time of the switch 34 when switching and transmits a corresponding cycle time value T to the first component part 100.

[0038] The control of actuators 130 and 131 by the SPM control program module can advantageously be based on the measurement results or signals of the connected sensors 140 and 141 and, if applicable, other sensors in the Figure 1 based on sensors not shown.

[0039] Furthermore, the memory 120 of the first component 100 contains a transmitter module SM, which, when executed by the computing unit 110 of the first component 100, forms a transmitter. The transmitter module SM will send the signals from the connected sensors 140 and 141, in processed or unprocessed form, as information INF to a second component 200 of the switch 34. The transmission of the information INF is carried out via a data diode 300, which ensures that there is no interference between the two component assemblies 100 and 200, i.e., it prevents the second component 200 from accessing the first component 100.

[0040] The second component part 200 is - unlike the first component part 100 - not "safe", for example, because it does not meet the specified safety standard that the first component part 100 meets or exceeds.

[0041] The second component part 200 comprises a computing unit 210 and a memory 220. An information transfer module IM, a data record DS34 and a data record transmission module DSSM are stored in the memory 220.

[0042] In the Figure 1 The switch 34 is not yet connected to the diagnostic system 20, so the diagnostic system 20 or its diagnostic module DM cannot take the switch 34 into account as part of its diagnosis.

[0043] To integrate the switch 34 into the diagnostics of the diagnostic system 20, the following must be done in the embodiment according to Figure 1 Only a connection of the switch 34 to the diagnostic system 20 is required, since after such a connection, a self-contained extension of the diagnostic system 20 or the diagnostic module DM is carried out within the framework of a plug-and-play procedure for the purpose of integrating the switch 34; this is explained in more detail below using an example: The Figure 2 shows the arrangement according to Figure 1, after the switch 34 has been connected to the diagnostic system 20. After such a connection and the establishment of a data connection to the diagnostic system 20, the data record transmitter module DSSM of the second component part 200 of the switch 34 will automatically, or alternatively upon a corresponding request from the diagnostic system 20, transmit the data record DS34, which is stored in memory 220, to the diagnostic system 20.

[0044] In the embodiment according to Figure 2 The DS34 data set, which is sent to diagnostic system 20, is a complete data set. dh It describes the switch 34 completely and enables the subsequent diagnosis by the diagnostic system 20 on its own.

[0045] A receiving module DSEM stored in memory 22 of the diagnostic system 20 will receive the data record DS34 when executed by the computing unit 21 and subsequently transmit it to the diagnostic module DM for integration.

[0046] The Figure 3 shows the arrangement according to the Figure 1 and 2 , after the data set DS34 of the switch 34 has been transmitted via the data set transmitter module DSSM and the receiver module DSEM and implemented by the diagnostic module DM.

[0047] After such an implementation of the DS34 data set, the DM diagnostic module can diagnose the switch 34 based on the INF information of the switch 34.

[0048] The information INF, which is preferably based on the measurement results of the sensors 140 and 141, is transmitted by the data transmission module SM of the first component part 100 via the data diode 300 to the second component part 200 and is subsequently forwarded by the information transfer module IM of the second component part 200 to the diagnostic system 20 or its diagnostic module DM.

[0049] The diagnosis of the switch 34 based on the data set DS34 can be carried out in the usual way, for example by evaluating the current values ​​or current profiles I occurring when switching the switch 34 and / or monitoring cycle times T when switching the switch 34 to ensure compliance with specified parameters or limit values.

[0050] For example, if it is apparent that the current I is too high when switching the switch 34 and / or the cycle time T is too long, a certain stiffness of the switch can be inferred and a corresponding maintenance order for the maintenance of the switch 34 can be triggered.

[0051] The same applies to the diagnosis of the other railway components 31, 32 and 33. If, for example, the diagnostic system 20 or its diagnostic module DM determines that the signaling device 31 is not transmitting any INF information in the form of electrical signals indicating correct operation, a corresponding maintenance order for replacing parts of the signaling device 31 can be triggered.

[0052] In the embodiment according to the Figures 1 to 3 The railway components 31 to 34 to be monitored or included in the diagnosis are directly connected to the diagnostic system 20.

[0053] As in Figure 4 As shown, it is alternatively possible to establish a connection between the components via a network, such as the internet. Such a configuration is illustrated by the following example: Figure 4, in which the railway components 31 to 34 are connected to the diagnostic system 20 via a communication network 400.

[0054] Furthermore, the above statements regarding the Figures 1 to 3 , in particular in connection with the operation of the diagnostic system 20 and the operation of the railway components 31 to 34 connected to it, for the arrangement according to Figure 4 accordingly.

[0055] The Figure 5 Figure 1 shows an exemplary implementation variant in which a data record DS34', which merely identifies the switch 34, is transmitted to the diagnostic system 20.

[0056] To form the complete data set DS34, which fully describes the switch 34 and enables subsequent diagnosis by the diagnostic system, the diagnostic system 20 will supplement the received data set DS34', for example by adding supplementary component data EKD from another source, for example a central database DB, which is connected directly or indirectly to the diagnostic system 20 via the communication network 400.

[0057] Furthermore, the above statements regarding the Figures 1 to 4 , in particular in connection with the operation of the diagnostic system 20 and the operation of the railway components 31 to 34 connected to it, for the arrangement according to Figure 5 accordingly.

[0058] The Figure 6 shows a further embodiment of a railway component in the form of a switch 34, which is connected to the diagnostic system 20 according to the Figures 1 to 3 is connected.

[0059] In contrast to the embodiment according to the Figures 1 to 4 The switch 34 includes according to Figure 6 merely a safe component part 100' that meets or exceeds a specified safety standard, such as the safety standard SIL4.

[0060] In the embodiment according to the Figure 6 Does component part 100' correspond to the first component part 100 according to the Figures 1 to 4 The difference is that the data transmission module DSSM, the data record DS34, and the information transfer module IM are stored in memory 120, and the data record DS34 is transmitted from the information transfer module IM of memory 120 to the diagnostic system 20 via data diode 300. After connecting to the diagnostic system 20, component 100' transmits the data record DS34 itself to the receiver module DSEM via data diode 300, and subsequently the information INF itself to the diagnostic module DM of the diagnostic system 20.

[0061] The data diode 300 also serves to safely separate the switch 34 or the safe component part 100' from the diagnostic system 20 and to prevent any external access to the switch 34.

[0062] Furthermore, the above statements regarding the Figures 1 to 4 , in particular in connection with the operation of the diagnostic system 20 and the operation of the railway components 31 to 34 connected to it, for the arrangement according to Figure 6 accordingly.

[0063] In the embodiment according to Figure 6 The data diode 300 is directly connected to the diagnostic system 20; alternatively, as in Figure 7 shown - a 400 communication network may also be interposed, as already shown in connection with the Figure 4 was explained.

[0064] Furthermore, the above statements regarding the Figures 1 to 4, in particular in connection with the operation of the diagnostic system 20 and the operation of the railway components 31 to 34 connected to it, for the arrangement according to Figure 7 accordingly.

[0065] The Figure 8 shows an exemplary embodiment variant of the design according to Figure 7 , in which a data record DS34', which merely identifies switch 34, is transmitted to the diagnostic system 20. The above statements regarding the above apply in this respect. Figure 5 accordingly.

[0066] In summary, railway facility 10 can be described as follows: Figures 1 to 8 exhibit one, several or all of the following advantages or features listed again in bullet points: The diagnostic system can read the necessary data from the components through a "just-in-time upgrade" (as soon as a new component is connected and put into operation), thus eliminating the need for configuration of the diagnostic system. The components can register with the diagnostic system and send it, in addition to their own identifier, their type configuration (the data model that represents their diagnostics), as well as other information such as methods that describe the diagnostics and data for language switching and symbols. The configuration data can be loaded directly into the railway components. As soon as a (new) railway component is put into operation in a railway system, the component registers with the diagnostic system, and the data set, which includes the data model of the diagnostic data and the methods that describe the diagnostics of this component type, is transferred to the diagnostic system.The instances (specific individual railway components) no longer need to be configured; instead, they are created "on-the-fly" in the diagnostic system. This simplifies the configuration process, saving costs because instances no longer need to be configured. They are automatically created in the diagnostic system as soon as the railway components register (and removed again when they are no longer needed). Railway components can be diagnosed as soon as they are connected to a railway system. Changes to the configuration data do not require change impact analyses or regression tests, as no configuration data needs to be modified. The railway components to be diagnosed can be either non-safety-related in the signaling sense or safety-relevant components, which can be designed up to SIL 4.Railway components can consist of at least one non-safety-related part that can be operated without feedback to the safe part (e.g., ...). B. FM platform). The following data can be stored in the non-safety-related part of the railway components: the diagnostic data model; customer-specific data, such as e.g.Languages ​​and symbols; methods applicable to fault analysis of this type of railway component; methods applicable to fault analysis in conjunction with other component types. The diagnostic system can optionally be designed as a cloud application. The status data can be transmitted as before. The diagnostic system, or the cloud application implemented as a diagnostic system, preferably has the capability to record, store, and process the models and methods in the same way as input via a conventional engineering system. The diagnostic system preferably maps the instance data automatically. Upgrades preferably occur during operation. Even during a software update of the components, the data in the diagnostic system is preferably updated automatically, thus ensuring data consistency at all times.

[0067] Although the invention has been further illustrated and described by means of preferred embodiments, the invention is not limited by the disclosed examples and other variations can be derived by the person skilled in the art without leaving the scope of protection of the invention, as defined by the following patent claims. Reference symbol list

[0068] 10 Railway system 20 Diagnostic system 21 Computer unit 22 Memory 31 Signaling unit 32 Axle counter 33 Interlocking system 34 Switch 100 Component part 100 Component part 110 Computer unit 120 Memory 130 Actuator 131 Additional actuator 140 Sensor 141 Sensor 200 Component part 210 Computer unit 220 Memory 300 Data diode 400 Communication network DB Database DM Diagnostic Module DS31 Data Record DS32 Data Record DS33 Data Record DS34 Data Record DS34' Data Record DSEM Receiver Module DSSM Data Record Transmitter Module EKD Supplementary Component Data I Current Value / Current Curve IM Information Transfer Module INF Information SB Control Command SMS Transmitter Module SPM Control Program Module T Cycle Time Value

Claims

1. Railway system (10) having a diagnostic system (20) for monitoring railway components (31-34) of the railway system (10) and at least one railway component (31-34) which is connected to the diagnostic system (20), in which - the railway component (31-34) is designed to autonomously transmit a self-describing data set (DS34, DS34') and / or allow the diagnostic system (20) to request such a data set (DS34, DS34') as part of a plug-and-play method following connection to the diagnostic system (20), and - the diagnostic system (20) is designed to receive the data set (DS34, DS34') from the railway component (31-34) and to integrate the railway component (31-34) into the further diagnostic operation on the basis of the data set (DS34, DS34') characterised in that - the data set which arrives at the diagnostic system (20) as part of the plug-and-play method following connection to the diagnostic system (20) is a complete data set (DS34) which describes the railway component and itself alone enables the subsequent diagnosis by the diagnostic system (20), or - the data set (DS34') which arrives at the diagnostic system (20) as part of the plug-and-play method following connection to the diagnostic system (20) identifies the railway components, such that the diagnostic system (20) can expand the data set (DS34') received from the railway component by adding supplementary component data (EKD) from another source (DB), thus forming a complete data set (DS34) which describes the railway component and itself alone enables the subsequent diagnosis by the diagnostic system (20), - wherein the complete data set (DS34) at least comprises an unambiguous identification of the respective railway component (31-34), a data structure of the diagnostic data of the railway component and rules which could lead to a diagnostic result.

2. Railway system (10) according to claim 1, characterised in that the diagnostic system (20) is designed in such a way that it receives the data set (DS34, DS34') from the railway component (34), and integrates the railway component (34) into the further diagnostic operation, while live diagnostic operation is taking place in relation to other railway components (31-33).

3. Railway system (10) according to one of the preceding claims, characterised in that - the railway component (34) has a first component part (100, 100') which meets or exceeds a predetermined safety standard, and a second component part (200) which does not meet the cited safety standard, and - the data set (DS34, DS34') is stored in the second component part (200).

4. Railway system (10) according to claim 3, characterised in that the second component part (200) autonomously transmits the data set (DS34, DS34') to the diagnostic system (20) following connection to the diagnostic system (20).

5. Railway system (10) according to one of claims 3 or 4, characterisedin that the second component part (200) enables the diagnostic system (20) to request the data set (DS34, DS34') following connection to the diagnostic system (20).

6. Railway system (10) according to one of claims 3 to 5, characterised in that - the first and the second component part (100, 200) are connected via a data diode (300) which allows a data flow exclusively from the first component part (100) into the second component part (200), and - information (INF) relating to the first component part (100), which must be transmitted to the diagnostic system (20) for the purpose of diagnosis, is transferred via the data diode (300) to the second component part (200) and from there to the diagnostic system (20).

7. Railway system (10) according to one of the preceding claims, characterisedin that - the railway component (34) is connected to the diagnostic system (20) via a data diode (300) which allows a data flow exclusively from the railway component (34) to the diagnostic system (20), and - the railway component (34), following connection to the diagnostic system (20), autonomously transmits the data set (DS34, DS34') and subsequently information (INF) which must be transmitted to the diagnostic system (20) for the purpose of diagnosis, via the data diode (300) to the diagnostic system (20) as part of the plug-and-play method.

8. Railway system (10) according to one of the preceding claims, characterised in that - the railway component or at least one of the railway components is a set of points (34) which, as information (INF) that must be transmitted to the diagnostic system (20) for the purpose of diagnosis, transmits current values (I) and / or point throwing times (T) to the diagnostic system (20), - the railway component or at least one of the railway components is a signal device (31) which, as information (INF) that must be transmitted to the diagnostic system (20) for the purpose of diagnosis, transmits current values to the diagnostic system (20), - the railway component or at least one of the railway components is an interlocking tower (33) which, as information (INF) that must be transmitted to the diagnostic system (20) for the purpose of diagnosis, transmits interlocking tower data to the diagnostic system (20), - the railway component or at least one of the railway components is a lines control centre which, as information (INF) that must be transmitted to the diagnostic system (20) for the purpose of diagnosis, transmits lines control centre data to the diagnostic system (20), and / or - the railway component or at least one of the railway components is an axle counter (32) which, as information (INF) that must be transmitted to the diagnostic system (20) for the purpose of diagnosis, transmits axle counter data to the diagnostic system (20).

9. Railway system (10) according to one of the preceding claims, characterised in that the railway component (31-34) has a computing device (110, 210) which is programmed in software or in hardware to autonomously transmit the data set (DS34, DS34') and / or allow the diagnostic system (20) to request such a data set (DS34, DS34') as part of a plug-and-play method following connection to a diagnostic system (20) of the railway system (10).

10. Railway system (10) according to one of the preceding claims, characterised in that the diagnostic system (20) has a computing device (21) which is programmed in software or in hardware to receive a data set (DS34, DS34') from a railway component (31-34) which is newly connected to the diagnostic system (20) and to integrate the railway component (31-34) into the further diagnostic operation on the basis of the data set (DS34, DS34').

11. Method for operating a railway system (10) which has a diagnostic system (20) for monitoring railway components (31-34) of the railway system (10), in which - following connection of a railway component (31-34) to the diagnostic system (20), the railway component (31-34) autonomously transmits a self-describing data set (DS34, DS34') and / or allows the diagnostic system (20) to request such a data set (DS34, DS34') as part of a plug-and-play method, and - the diagnostic system (20) receives the data set (DS34, DS34') from the railway component (31-34) and integrates the railway component (31-34) into the further diagnostic operation on the basis of the data set (DS34, DS34'), characterised in that - the data set which arrives at the diagnostic system (20) as part of the plug-and-play method following connection to the diagnostic system (20) is a complete data set (DS34) which describes the railway component and itself alone enables the subsequent diagnosis by the diagnostic system (20), or - the data set (DS34') which arrives at the diagnostic system (20) as part of the plug-and-play method following connection to the diagnostic system (20) identifies the railway components, such that the diagnostic system (20) can expand the data set (DS34') received from the railway component by adding supplementary component data (EKD) from another source (DB), thus forming a complete data set (DS34) which describes the railway component and itself alone enables the subsequent diagnosis by the diagnostic system (20), - wherein the complete data set (DS34) at least comprises an unambiguous identification of the respective railway component (31-34), a data structure of the diagnostic data of the railway component and rules which could lead to a diagnostic result.