METHOD, SYSTEM AND TRAIN FOR TRAIN INTEGRITY MONITORING

Description

[0001] The invention relates to a method, a system and a train for train integrity monitoring.

[0002] It is known to mechanically couple individual rail vehicles (in particular locomotives, carriages and / or multiple units) to form a train. A train can consist of several train sections, which in turn can be made up of a plurality of individual carriages. By coupling several train sections together, different train lengths can be achieved. All of these variants of rail vehicles and trains can also be provided within the scope of the present disclosure.

[0003] For the safe operation of trains, it is essential to monitor train integrity. This involves checking whether all rail vehicles, carriages, and / or train sections coupled together to form the train are still connected. If a coupling becomes detached and individual carriages break away, they can remain on the track as an obstruction and jeopardize operational safety.

[0004] Currently, train integrity is primarily monitored by trackside devices that record the length and / or number of axles of a passing train. Such trackside devices are costly and only allow for monitoring of train integrity at the moment the train passes.

[0005] Solutions also exist that use control systems to monitor train integrity. In this context, the control systems of individual cars can cooperate with each other and, more precisely, communicate with each other along the entire length of the train. These control systems can be part of a so-called TCMS (Train Control and Management System). Communication can be achieved in the usual way by connecting data lines of the control systems via the couplings of the individual rail vehicles.

[0006] However, it was recognized that a sufficiently high level of safety cannot always be achieved with train integrity monitoring using the control systems described, and especially via TCMS.

[0007] WO 2013 / 179121 A2 describes a train system with a plurality of coupled train units and a method for automatically determining a train configuration. A controller independently determines the location of the controller and the configuration of the train system and includes a plurality of inputs. A plurality of train lines, extending through each train unit and coupled to the controllers at the plurality of inputs, are configured to transmit separate communication signals between a front end and a rear end of the train system. Several sets of relay devices are provided, connected in series along the multiple train lines. Each set of relay devices corresponds to each input of the multiple inputs and is configured to transmit the communication signals between the front end and the rear end of the train system.

[0008] One objective of the invention is therefore to improve the safety level of monitoring train integrity.

[0009] This problem is solved by the attached independent claims. Advantageous further developments are specified in the dependent claims.

[0010] It has been recognized that train integrity monitoring via TCMS or comparable control systems has a limited level of safety, as the computer equipment used for this purpose as standard (e.g., conventional TCMS computers) is limited in terms of its error-free operation.

[0011] More precisely, these solutions typically only achieve a safety integrity level (SIL) of 2. This is considered insufficient, particularly for the increasingly autonomous operation of rail vehicles. A higher SIL, for example 4, would be desirable. The invention provides a solution to increase the safety level by preferably forming a closed monitoring circuit (or monitoring loop) when the individual rail vehicles of a train are connected. The solution has one or two main conductors per car, which are connected to a voltage source in at least one of the cars. Preferably, the main conductor is connected to the voltage source in a section of the train (located at the front or rear in the direction of travel). The main conductors are conductively connected to each other when coupling with adjacent cars. In one of the rail vehicles, i.e.,The train section, which preferably forms a train end or a train beginning, can be checked to see if the expected voltage level is present on the main conductor located there, preferably one that is not otherwise supplied with power. In particular, it can be checked whether the electrical connection exists to the main conductor of the other rail vehicle, which preferably forms a train head, and which is connected to the voltage source. Advantageously, this check can be carried out across several rail vehicles positioned between them in the train. If the voltage level is present, the train integrity is established. Otherwise, it can be detected as not being present.

[0012] Preferably, but optionally, train integrity monitoring is not solely based on at least one main line, but also includes monitoring to see if at least one additional line, extending across the coupling connections within the train and potentially used for communication between the software-controlled units of each train section, has been unintentionally interrupted. If this occurs, a train integrity violation is detected.

[0013] According to a preferred embodiment, at least two main conductors can be provided in each car, one of which is connected to a voltage source in a rail vehicle (preferably at the front of the train). The main conductors in another of the rail vehicles (preferably at the rear of the train) can be connected to each other to form a monitoring loop. From there, one of the main conductors can return a current to the rail vehicle, preferably at the far end of the train.

[0014] If it is determined that a main conductor (especially the return main conductor in one of the rail vehicles) does not exhibit a desired electrical property, and in particular an electrical quantity with a specific value (for example, insufficient or no voltage, or insufficient or no current flow), it can be concluded that the monitoring loop and / or, more generally, the connection to the main conductor of another rail vehicle is interrupted. This is most likely due to the disconnection of at least one coupling and thus a loss of the continuous connection between the adjacent main conductors within the train, whereby such a coupling disconnection results in a loss of train integrity.

[0015] In particular, the voltage is applied to the main line as direct current and is therefore checked to monitor train integrity, to see if the voltage on the main line has a sufficient voltage level that suggests an uninterrupted main line or uninterrupted chain of main lines.

[0016] As an alternative to applying and checking a DC voltage, a DC current can be injected into the main line and it can be monitored whether the current flows through the line with sufficient amperage.

[0017] Alternatively, without the need for monitoring specific signal shapes, a constant alternating voltage or current can be applied to the main line. Fluctuations in these two alternating quantities, which typically occur in practice, preferably do not lead to the voltage or current being interpreted as a failure of the coupling connection after the voltage or current has been detected.

[0018] All four solutions (using direct voltage and direct current, using constant alternating voltage and constant alternating current) are characterized by their robustness. These solutions are also easy to implement. In particular, no terminating resistors are required between parallel main lines, and no signals with predefined waveforms need to be applied to and then detected on the main line.

[0019] In principle, the solution presented herein could be used independently for train integrity monitoring. A safety level can be improved, for example, by electrically monitoring train integrity, provided that the signals and / or quantities monitored for this purpose can be reliably detected. A target safety integrity level of 4 for current loops (e.g., in the form of the monitoring circuit disclosed herein) can be reliably achieved, in particular, when pulsed signals are used, i.e., the current loop changes its potential or polarity at regular intervals and this change is detected at another point (e.g., a monitoring unit) in a pulsed manner. In this case, both the safe clock generator and the safe pulsed detection have the same safety level (SIL 4).This type of realization may be technically complex, but is nevertheless possible within the scope of the present invention, as illustrated by example at the end of the figure description.

[0020] However, safety can be significantly improved, particularly when the disclosed solution (advantageously preferably without the aforementioned timing) is used in addition to other approaches to train integrity monitoring, and especially in addition to train integrity monitoring using the aforementioned control systems or TCMS, as provided for in the invention according to the exemplary embodiments. In other words, the solution presented here can be used redundantly with other monitoring methods, particularly to achieve the desired safety integrity level of at least 4.

[0021] In particular, a method for monitoring the train integrity of a train with several coupled rail vehicles is proposed, wherein the rail vehicles each comprise an electrical arrangement with at least one main conductor, and the main conductors of coupled rail vehicles are electrically connected to each other, wherein the method comprises: Connecting, in at least one first railway vehicle, a main conductor there with a first (especially high) voltage level; and determining a train integrity state of the train as a function of an electrical quantity of at least one main conductor in one (preferably another) of the railway vehicles (preferably at the other end of the train).

[0022] The electrical properties of the main conductor can be measured directly at the conductor itself or at a connected conductor (i.e., it can be measured indirectly). Preferably, the electrical properties are measured at the main conductor of another (second) rail vehicle, particularly at a remote end or front of the train. The main conductor in the other (second) rail vehicle can be connected to a second (especially lower) voltage level. Therefore, if there is no current flow or a voltage drop, particularly across this main conductor, it can be concluded that the connection between this main conductor and the main conductor of the first rail vehicle is interrupted. In this embodiment, a return electrical connection to the first rail vehicle, e.g., via a subsequent return main conductor, is unnecessary.Instead, according to this variant of the subject matter of claim 1, a single-strand electrical connection between the rail vehicles at preferably distant ends of a train can be made by connecting the respective (preferably single) main conductors to each other and to the voltage levels described.

[0023] In this first embodiment, it is not strictly necessary to design a type of monitoring loop, and in particular a monitoring circuit of the type disclosed herein, that runs through the entire train (especially starting from a rail vehicle and returning to it). Unless otherwise apparent, however, all the variants and further developments explained below in the context of the monitoring circuit can also apply to the preceding solution and can optionally be provided there as well.

[0024] Furthermore, in particular, a method for monitoring the train integrity of a train with (or, in other words, consisting of) several coupled rail vehicles is proposed, wherein the rail vehicles each comprise an electrical arrangement with a supplying main conductor and a returning main conductor (corresponding to the at least one main conductor of the above embodiment), and the respective supplying and returning main conductors of coupled rail vehicles are electrically connected to each other (i.e., a supplying main conductor of a first rail vehicle with a supplying main conductor of a further rail vehicle coupled to it, and a returning main conductor of the first rail vehicle with the returning main conductor of the further rail vehicle).

[0025] The procedure includes: Providing or forming a monitoring circuit by connecting, in a first rail vehicle, the supplying main conductor therein to a first (preferably higher) voltage level and the return main conductor therein to a second (preferably lower) voltage level, and by connecting, in a second rail vehicle (which may be the other rail vehicle of the above embodiment), the supplying main conductor therein to the return main conductor therein; and determining a train integrity state of the train as a function of an electrical quantity of the monitoring circuit and in particular of a return main conductor of at least one of the rail vehicles.

[0026] It is understood that the term "connecting electrical components" here generally refers to an electrically conductive connection, or, in other words, connecting them to each other so that an electrically conductive connection is created.

[0027] In this variant, an electrical wiring arrangement extending from the first rail vehicle to a preferably distant end of the train and back to the first rail vehicle can therefore be provided, enabling particularly reliable train integrity monitoring.

[0028] To connect the supply and return conductors, the couplings of the rail vehicles can be equipped with corresponding electrical contact points and / or connections. It is generally known to design couplings of rail vehicles with such electrical connection areas, which, when coupled to a coupling of another rail vehicle, come into electrically conductive contact with a connection or contact area on that vehicle. Additionally, the couplings can also enable the establishment of a pneumatic and / or data transmission connection between the rail vehicles. Corresponding connections can also be provided in the couplings for this purpose.

[0029] In general, the couplings can be automatic couplings, which, for example, do not require any manual intervention to couple or at least no such intervention on the coupling components themselves (for example, only manual operation in or on a train driver's cab). Preferably, these are couplings designed for varying train lengths and frequent coupling and uncoupling, for example, to connect two power cars, two train sections, and / or two cars, each with a driver's cab. These can be distinguished from so-called car couplings, with which cars of a rail vehicle are joined together to form a unit that, as a rule, and especially during normal operation, cannot be easily separated. Such couplings may, for example, only be manually opened and / or manually closed and / or be designed as so-called hook couplings.

[0030] The coupling and uncoupling of train compositions from different wagons is typically done manually at each coupling point when using wagon or hook couplings. In addition to the mechanical connection, pneumatic connections via hoses and electrical connections via cable whips are preferably also established, largely using standardized connections (see relevant UIC 558 and parallel standards). The additional lines or main conductors listed here for this solution can be routed between the wagons at the coupling point via additional cables. At one end of the train, the cable whip cannot be routed to the next (non-existent) wagon, but rather back to the same wagon to connect the live main conductor to the return main conductor of that wagon. This connection is preferably only made at the end of the train with an inactive driver's cab.However, a corresponding short circuit directly at the Zugspitze with the power supply to the loop would have no function.

[0031] With the aforementioned wagon couplings, it is also possible to provide connections, contacts, or other electrical links to electrically connect the main conductor sections of adjacent rail vehicles. Furthermore, the disclosed solution makes it preferentially detectable if a coupled wagon coupling breaks.

[0032] The main conductors can generally be cables. The terms "feeding" and "return" describe functions that these main conductors can perform in the monitoring circuit. In particular, from the perspective of the optionally selective connection of these main conductors in one of the rail vehicles, and especially in a rail vehicle forming the end of the train, a corresponding feeding and return function of these main conductors can exist. Alternatively, one can also speak of a first main conductor and a second main conductor.

[0033] To connect to the different voltage levels, the first rail vehicle can have a vehicle battery. The first, or supply, main conductor can be connected to the first terminal of the battery and / or indirectly connected to it via other conductors. The second, or return, main conductor can be connected to the corresponding other terminal of the voltage source and / or indirectly connected to it. The latter can be achieved, in particular, by having a ground conductor to which both the return main conductor and the corresponding other terminal of the voltage source are connected.

[0034] The electrical quantity can relate, in particular, to a current or voltage carried by the monitoring circuit, especially by a return conductor. It can be detected directly or indirectly, for example, by detecting an electrical unit connected to the monitoring circuit or return conductor whose state depends on the electrical quantity of the monitoring circuit or this conductor. For instance, this unit could be a switching element, and in particular a relay, whose operating state can change depending on the values ​​of the electrical quantity. In this context, it is not necessary to detect and / or quantify the electrical quantity itself.Instead, states of the main conductor and / or connected elements of the type described can be recorded, which have a defined relationship to this electrical quantity.

[0035] In summary, one variant provides that the state of at least one electrical element and / or electrical unit, in particular a relay, is determined, the state of which changes in a defined manner and depending on values ​​of the electrical quantity of the monitoring circuit or return main conductor, and that a train integrity state of the train is determined based on this.

[0036] In general, it can be provided that a lack of train integrity is detected when the voltage or current (or, more generally, a value of the electrical quantity) in the monitoring circuit falls below a defined threshold. In particular, the threshold can be zero, meaning that a lack of train integrity can be inferred if there is no voltage or current. Then, for example, an electrical unit connected to the monitoring circuit can change its state and / or perform a defined switching operation, which can be recorded to determine the train integrity status.

[0037] Additionally or alternatively, it is possible that, depending on this change of state, at least one further electrical element, and in particular a switching element, within the electrical system of the affected rail vehicle is activated. This switching element can, for example, energize a warning device that signals to a train driver or another technical unit of the train the detection of a lack of train integrity. The warning device can, for example, be configured to emit acoustic or visual warning signals. The further technical unit can, in particular, be a control computer or other control device of the train, and especially of the rail vehicle with the main conductor whose electrical value is being detected.

[0038] For example, this control unit can be configured to transmit the train integrity status, and in particular the lack thereof, to an external system, especially a control center. For instance, the control unit could be an ETCS (European Train Control System) on-board unit or a component thereof. Specifically, it could be a European Vital Computer (EVC). This EVC, or more generally the ETCS on-board unit, can be configured to communicate with a Radio Block Center (RBC) or an ETCS trackside control center and transmit the train integrity status to it.

[0039] Preferably, the first rail vehicle forms the front of the train and the second rail vehicle the rear. Any number of additional rail vehicles can be coupled between the two described rail vehicles, carrying the main conductors. They do not need to provide any necessary function for the monitoring circuit (e.g., they do not supply power to it or close it). However, their coupling points can be included in the monitoring system. This allows the main conductors to extend through all rail vehicles of the train and preferably only be electrically connected to each other at the rear. Thus, faults in the monitoring circuit can be detected at any other point, particularly along the entire length of the train and across all its couplings.

[0040] It is understood that, depending on the chosen direction of travel, the train's front and rear are variable; that is, one and the same rail vehicle can form both the front and rear of the train depending on the direction of travel. Preferably, the rail vehicle whose driver's cab is activated forms the train's front.

[0041] Additionally or alternatively, the electrical signal from the return conductor of the first rail vehicle can be detected. Since the supply conductor in this first rail vehicle is preferably also connected to the voltage source, the monitoring circuit can thus extend from the first rail vehicle through the other rail vehicles, and preferably through all the other rail vehicles of the train, back to the first rail vehicle, forming a monitoring loop. If, for example, the electrical signal from the return conductor is detected there, all disturbances of the monitoring circuit occurring in the other rail vehicles, and thus also any possible breakages of coupled couplings through which the monitoring circuit is routed by connecting the main conductors there, can be detected.

[0042] Achieving comparable advantages, a further development provides for at least one additional rail vehicle positioned between the first and second rail vehicles, wherein no electrical connection is established between the supply and return main conductors in this additional rail vehicle. Preferably, the same applies to all rail vehicles positioned between the first and second rail vehicles. This allows the electrical connection to be established only at the end of the train or in the second rail vehicle, thus enabling fault detection over a correspondingly long train length and a large number of couplings.

[0043] According to a further development, the electrical connection in the second rail vehicle is established (and, in particular, maintained) when the second rail vehicle is not coupled to another rail vehicle via a defined coupling device. The defined coupling device can be an automatic coupler. However, it is preferably not a wagon coupler of the type mentioned above. For example, the electrical connection can comprise at least one controllable element, and in particular a switching element, whose state changes according to the coupling state of the defined coupling device. If coupling is present, which can be detected, for example, via known diagnostic systems of the train and / or the coupling device, the element can, for example, open and interrupt the connection. If, on the other hand, no coupling is present, it can close the connection.

[0044] In particular, this makes it possible to selectively connect the two main conductors for forming the monitoring circuit, although they preferably extend into or are connected to the coupling device in order to be connected to a potentially following rail vehicle.

[0045] Additionally or alternatively, a variant provides for the automatic disconnection of the electrical connection in the second rail vehicle when the second rail vehicle is coupled to another rail vehicle via a defined coupling device (in particular of the type described above and especially in the form of an automatic coupler). Again, an electrical element, and in particular a switching element, can be controlled in the manner described above, or opened and / or closed depending on the operating condition.

[0046] According to another variant, the connection between the first and second main conductors can be established via a conductor section that includes at least one of the following switching elements: A switching element that can be actuated depending on the activation of a driver's cab of the second rail vehicle and is, in particular, closed when no such activation is present. As a general aspect, it is preferably provided that only those driver's cabs of rail vehicles can be activated where no coupling with another rail vehicle is present. In the case that the driver's cab of the (second) rail vehicle under consideration is active, the connection to the power source preferably takes place there as well. Accordingly, no electrical connection between the main conductors should be established there, but preferably only at a distant end of the train. A switching element that can be actuated depending on whether an electrical coupling (via the defined coupling device) with another rail vehicle is present.In particular, this can open when such coupling is detected (for example, because a connection of the main conductors with the corresponding main conductors of the coupled additional rail vehicle is then preferred, rather than a connection of the main conductors among themselves in the second rail vehicle). A switching element that can be actuated depending on a detected mechanical coupling (via the defined coupling device) with another rail vehicle. In particular, this can open when such coupling is detected. The same advantages result as explained for the preceding switching element concerning electrical coupling. A switching element that can be actuated depending on whether a coupling state of the defined coupling device is stored or not. In particular, this can open when such a coupling state (i.e., the presence of a coupling) is stored.In this case, too, the same advantages arise as explained above regarding the switching elements for electrical and mechanical coupling.

[0047] A further development measure provides for the detection of a targeted uncoupling of at least two rail vehicles of the train. In response, an electrical connection is established in at least one of these rail vehicles, whose coupling devices are to be uncoupled, between the supply main conductor and the return main conductor. If no such connection is established, a voltage drop can occur in the monitoring circuit, particularly on the return main conductor. This can lead to a false detection of a lack of train integrity, even though the train length, and thus its integrity, is deliberately and controllably altered by the uncoupling process. This false detection is preferably prevented by recognizing a targeted uncoupling request and consequently establishing the electrical main conductor connection in at least one of the rail vehicles whose coupling devices are to be uncoupled.That such a disengagement request exists can be recognized, for example, by a corresponding driver input and / or control signal to the clutch devices. In particular, disengagement valves of conventional clutch devices can be specifically controlled to initiate a controlled disengagement, which can be detected as a corresponding disengagement request.

[0048] According to one variant, to provide the aforementioned functionality during targeted uncoupling, at least one switching element in a conductor section connecting the main conductors (particularly of the type described above) is actuated depending on a detected uncoupling request. If this request exists, it can close and thus enable the connection. Otherwise, the switching element can be open and disconnect the connection. This switching element can be, in particular, the switching element described above, which can be actuated depending on a stored coupling state.

[0049] In particular, it can be provided that the electrical arrangement of preferably each rail vehicle includes at least one relay (coupling storage relay). This relay can preferably change its state depending on whether a coupled state is stored or is to be stored. This change of state can be achieved by applying different voltages, and in particular by selectively disconnecting the voltage or by applying a voltage with a minimum value. These voltage changes can be achieved by at least one switch arrangement that can be actuated according to the operating and / or system states of the rail vehicle and / or the electrical arrangement. In principle, not only with regard to the embodiment described here and not only with regard to the storage of the coupling state, it is preferred that a digital storage device implemented in hardware be used to store the respective state.The state is therefore not solely stored by software. Besides storage relays, other electrical, electromechanical, and / or electronic devices are suitable, such as bistable flip-flops, or hardware-programmable devices like FPGAs or other arrangements or devices with programmable logic gates. Hardware solutions have the advantage that a desired safety level is easier to achieve and does not require re-approval or certification, as is necessary with software updates. It should be emphasized that the coupling state is preferably determined automatically when a cabin in the train is activated, without the need for manual setup or configuration.Furthermore, the coupling status is preferably maintained automatically when strengthening (adding train parts) or weakening (uncoupling at the automatic coupling and removing train parts) the train, without requiring separate measures to reconfigure the monitoring.

[0050] For example, a switch arrangement can then switch the clutch storage relay to live if at least one of the following conditions is met: A separate driver's console is inactive (and preferably additionally), there is no standstill or no uncoupling request (and preferably additionally), a coupling state is currently stored.

[0051] Conversely, the coupling storage relay can be switched off if a separate driver's control panel is active, or if there is a standstill and an additional uncoupling request, or if no coupled state is currently stored.

[0052] In addition to or as an alternative to this switch arrangement, a further switch arrangement can be provided by means of which the preferably same clutch storage relay can also be switched between live and de-energized depending on the operating state. This switch arrangement can preferably be connected in parallel to the aforementioned switch arrangement. Thus, it may be sufficient if only one of the switch arrangements is conductive to energize the clutch storage relay. On the other hand, preferably both switch arrangements are set to a non-conductive state in order to also de-energize the clutch storage relay.

[0053] This additional switch arrangement can be live when a driver's cab in one of the coupled rail vehicles is active and either an electrical or mechanical coupling is detected. A non-live state is achieved when either no active driver's cab is present within the train or when neither an electrical nor a mechanical coupling is detected. This switch arrangement enables, in particular, automatic reconfiguration of the electrical system and / or the coupling storage relay. If another rail vehicle is coupled to a currently uncoupled one, this switch arrangement can be switched to a live state due to the coupling of an active rail vehicle and the subsequent detection of an electrical and / or mechanical coupling. The coupling storage relay can then be energized and thus change its state.In particular, it can then indicate a coupled state. Subsequently, if previously closed, any connection between the main conductors can be opened, especially via a switching element that can be actuated according to the stored coupling state.

[0054] On the other hand, if an unexpected train separation occurs, resulting in a loss of train integrity while the coupled state is stored, the coupling storage relay can generally remain active and, in particular, energized. This can happen because the first switch arrangement described above is conductive due to the absence of a desire to uncouple and the still-stored coupled state. The optional second switch arrangement can open due to the loss of coupling, but in the preferred parallel circuit, this has no effect on the voltage applied to the coupling storage relay. Since the coupling storage relay is thus kept active in the event of a train separation, the connection between the main conductors in this rail vehicle is preferably not closed.In particular, the switching element described above, which can be actuated according to the stored coupling state, can remain open in this connection / conductor section due to the still-present stored information. However, this leads to a voltage drop in the return main conductor, which can be detected as a loss of train integrity.

[0055] Further training stipulates that the power supply can be deliberately interrupted, particularly during or as part of a functional test, and that at least one electrical parameter of the monitoring circuit is subsequently recorded. The functionality of the monitoring circuit is preferably determined based on this parameter. This parameter can be, in particular, the voltage applied to the monitoring circuit and / or the current flowing through it. Specifically, if it is detected that this electrical parameter assumes impermissibly high values ​​even though the power supply is interrupted, it can be concluded that an unwanted external power supply is being fed into the monitoring circuit. This can mean that voltage drops resulting from train integrity issues are at least partially compensated for by the external power supply.Consequently, a loss of train integrity may no longer be reliably detectable under certain circumstances.

[0056] The interruption of the power supply described above can be carried out as part of a separate test procedure. This can be done manually (e.g., by operating a switch in the driver's cab) or automatically, for example, at regular intervals. If the monitoring circuit is functioning correctly, a loss of train integrity should be indicated as a result of the interrupted power supply.

[0057] As already mentioned, the solutions disclosed herein, based on a monitoring circuit (or the electrical parameters of at least one main conductor in one of the rail vehicles), are preferably provided in addition to and / or redundantly with other approaches to train integrity monitoring. Consequently, a further development provides that the train integrity is monitored by means of at least one additional system and that the train integrity is determined based on monitoring results obtained from both the additional system and the electrical arrangement.

[0058] In particular, if one of these monitoring results indicates a loss of train integrity, the overall train integrity can be assessed as non-existent. This reduces the probability of a train integrity loss going undetected. For example, if the monitoring systems each have a safety integrity level of 2, the sum of these can result in a safety integrity level of 4, which is preferred in this case.

[0059] The invention also relates to a system for monitoring the train integrity for a train with several coupled or couplingable rail vehicles, wherein the system comprises: a first electrical arrangement that can be arranged or is arranged in a first rail vehicle; a second electrical arrangement that can be arranged or is arranged in a second rail vehicle; wherein the first and second electrical arrangements each comprise at least one main conductor; wherein at least the first electrical arrangement is connectable to a power supply and is connectable to a main conductor of the second arrangement; wherein the system is configured to determine a train integrity state of the train as a function of an electrical quantity of at least one of the main conductors (preferably in the interconnected state of the main conductors and further preferably of a main conductor of the second arrangement).

[0060] The invention also relates to a system for monitoring the train integrity for a train with several coupled rail vehicles, wherein the system comprises: a first electrical arrangement that can be arranged or is arranged in a first rail vehicle; a second electrical arrangement that can be arranged or is arranged in a second rail vehicle; wherein the first and second electrical arrangements each comprise a supply conductor and a return conductor, and the respective supply conductors and return conductors of the arrangements are connected or connectable to each other; wherein a monitoring circuit can be established by connecting at least the first electrical arrangement to a power supply and by electrically connecting, within the second arrangement, the supply conductor and the return conductor therein; wherein the system is configured to determine a train integrity state (e.g., the presence or absence of train integrity) of the train as a function of an electrical parameter of the monitoring circuit and, in particular, of a return conductor of at least one of the rail vehicles.

[0061] In general, the system can be configured to execute a method according to any of the variants disclosed herein. For this purpose, it can include all further units, components, switching elements, and lines that have been explained above in the context of the method and / or that are necessary to provide the steps and / or effects of the method described herein. All explanations of and further developments of features of the method can also apply to, or be provided for, the corresponding system features.

[0062] In general, the coupled rail vehicles may comprise electrical arrangements of a comparable and, in particular, identical type. The identity may relate to the elements, units, switch arrangements, conductor routings and connections, functions, and the like disclosed herein. It is not essential that such units or the arrangements as a whole be identically arranged or positioned in the rail vehicles. In other words, the identity may relate to, and / or be limited to, the type of components used and / or the hardware design of the arrangement and / or the functionalities or operating states achievable therewith.

[0063] This ensures that a monitoring circuit of the type and with the properties described herein can be provided even in any train configuration with rail vehicles in any sequence. Particularly advantageous in this context are the aforementioned possibilities for enabling automatic reconfiguration of a coupling storage relay when a coupling is engaged and / or the selective and, in particular, automatic connection of the two main conductors, especially in only one of the rail vehicles, using any of the switching elements described herein.

[0064] Likewise, the invention relates to a train with several coupled rail vehicles, wherein this train has a system according to any aspect disclosed herein.

[0065] The following configurations may optionally exhibit one of the features or any combination of the features previously described and / or described later in the description of the figures.

[0066] These configurations refer to trains that each consist of multiple train sections (hereinafter also referred to as rail vehicles). The train sections are coupled to each other via an automatic coupler. This does not preclude the possibility that, within at least one train section, carriages or other rail vehicles may be coupled to each other via a non-automatic coupler.

[0067] Since two train sections are automatically coupled together, or coupled train sections are automatically uncoupled, to establish or change a train configuration, it is proposed that the equipment used for train integrity monitoring be configured automatically once a train configuration has been established. The train integrity monitoring configuration must be completed no later than when the driver activates the driver's cab, possibly including confirmation of the train configuration, before the train begins to move for the first time after starting. This is because the train's completeness is to be monitored precisely during travel. A stationary vehicle cannot be pulled apart, as insufficient forces are at work.In particular, the following is proposed: A method for configuring an arrangement for monitoring the train integrity of a train with several coupled rail vehicles, wherein the rail vehicles can each be coupled and / or uncoupled via automatic couplers, wherein the rail vehicles each comprise an electrical arrangement with at least one main conductor, and the main conductors of coupled rail vehicles are electrically connected to each other. wherein, after the actuation of at least one of the automatic couplings to establish or release a connection between two rail vehicles, a rail vehicle state is automatically determined by a detection device in each of the two rail vehicles and corresponding state information is obtained / generated, wherein the rail vehicle state is determined at least by a coupling state resulting from the actuation of at least one of the automatic couplings and optionally, in another embodiment, also by a passive or active state of a driver's cab in the rail vehicle with regard to the control of the entire train,wherein, according to an assignment specified for each rail vehicle of the train between the rail vehicle state and the activation or non-activation of an electrical supply to the main conductor or one of the main conductors and / or the activation or non-activation of a main conductor detection device for detecting an electrical state of the main conductor or one of the main conductors and / or the activation and / or non-activation of an electrical connection between two main conductors,Taking into account the status information according to the predefined assignment, the electrical supply to the main conductor or one of the main conductors in the respective rail vehicle is activated or not activated, and / or the main conductor detection device is activated or not activated, and / or the electrical connection between the two main conductors in the respective rail vehicle is activated or not activated. With regard to the electrical supply and the main conductor detection device, activation means that the activated state is maintained or established. With regard to non-activation, this means that the non-activated state is maintained or established. With regard to the electrical connection of the two main conductors, activation means that the electrical connection is established or remains in place. Non-activation, on the other hand, means...that the non-existent electrical connection remains disconnected or the existing electrical connection is disconnected.

[0068] As already mentioned, there are two configurations of the electrical arrangement of the rail vehicle with regard to the number of main conductors for monitoring train integrity. Either a dedicated main conductor used for monitoring extends through all rail vehicles of the train, which can be coupled to another rail vehicle by means of at least one automatic coupler. Alternatively, more than one main conductor extends through these rail vehicles of the train, in particular two main conductors, and it is also possible for more than two main conductors to extend through these rail vehicles of the train. These main conductors are thus used for monitoring train integrity, while the two main conductors have a single electrical connection throughout the entire train.where more than two main conductors form a main conductor chain extending multiple times through the train due to a single electrical connection throughout the entire train, between each pair of main conductors.

[0069] If only one main conductor extends through the train sections (rail vehicles) coupled to another rail vehicle by means of at least one automatic coupler (or if a main conductor is used independently for train integrity monitoring without the use of other main conductors), then the main conductor must be connected to the electrical supply at one end of the train, and the electrical state of the main conductor must be recorded at the other end of the train. Here and in the following, "end of the train" means that the end is located in the last or first rail vehicle; that is, no other vehicle is coupled to the (automatic) coupler at this end of the train, and no further extension of the main conductor beyond this coupler is formed.However, the rail vehicle at the end of the train may also have, for example, a wagon or a locomotive manually coupled, which is not relevant in terms of train completeness, as it does not carry on the main conductor.

[0070] In some cases, a specific train component, such as a locomotive, can always be present on a main conductor, regardless of the number of train sections. This component can always have its main conductor power supply or main conductor detection device activated. Because this component is always present, it is unnecessary to check or change the activation status of this always-activated device after coupling or uncoupling another train section. This always-activated device (in this configuration) is therefore not dependent on the predefined assignment, meaning the predefined assignment does not affect this always-activated device. However, as with multiple main conductors, there are also configurations where no train component always has an active power supply or main conductor detection device, regardless of the number of train sections automatically coupled.

[0071] If, for example, exactly two main conductors run parallel through these automatically coupled train sections, these main conductors must be electrically connected to each other at one end of the train, or are permanently electrically connected to each other, and one of the main conductors must be connected to the electrical supply at the opposite end of the train, or permanently connected to it. In this case, the electrical state of the other main conductor can, in principle, be detected at any point along the other main conductor, as this allows the integrity of the electrical connection of the first main conductor to be determined. However, it is preferred that the electrical state of the other main conductor be detected at the same end of the train where the electrical supply is located.

[0072] Even in the case of more than two main conductors used for train integrity monitoring, a rail vehicle can optionally always be present. This rail vehicle can, for example, always contain the activated electrical supply to the main conductors and the activated main conductor detection device. In the case of more than two main conductors, an electrical connection between two of the main conductors can also be located there. Alternatively, this rail vehicle can always contain the electrical connection between the two main conductors or between two of the multiple main conductors, but not the electrical supply to the main conductors and, for example, not the main conductor detection device.

[0073] Regarding the specified assignment, in both cases—a single main conductor used independently (without any other main conductor) for monitoring train integrity and more than one main conductor—the rolling stock status can depend solely on the coupling status or additionally on whether the driver's cab in the rolling stock is active or passive. However, if train components (i.e., rolling stock) can be coupled and uncoupled at both ends of a train via automatic couplers, then it is preferred that the rolling stock status also depends on whether the driver's cab in the respective rolling stock is active or passive, and that this information is also taken into account by the specified assignment.Even if rolling stock can only be coupled and uncoupled at one end of the train, the rolling stock status can also depend on the active or passive state of the driver's cab in that particular rolling stock. This is particularly useful if a train can travel in both directions, and depending on this, a driver's cab at one end of the train or the other is active. However, even in this case, it is possible that the activation or deactivation of the respective device(s) is independent of which of several driver's cabs in the train is active. In particular, the rolling stock status and the predefined assignment do not depend on whether a driver's cab in the respective rolling stock is active or passive if there is only one driver's cab in the rolling stock. This is the trivial case.However, even if there is more than one driver's cab in the train and rolling stock can only be coupled or uncoupled at one end, it can be useful to determine the rolling stock status independently of whether a driver's cab is active or passive and to design the predefined assignment accordingly. For example, the activation or deactivation of at least one of the three aforementioned devices at the end of the train where rolling stock can be automatically coupled can then be determined from the coupling status at both ends of the rolling stock or from the coupling status at an end of the rolling stock that is clearly at the end of the train. This information about the coupling status also clearly indicates whether the rolling stock is at the end of the train or not.

[0074] The aforementioned predefined assignment takes into account in every case the respective design with regard to the number of main conductors and, in the case of more than one main conductor, optionally takes into account a specification regarding the location of the detection of the electrical state.

[0075] Furthermore, the aforementioned predefined assignment takes into account the rail vehicle state (depending on the configuration, determined by the coupling state and optionally also by the passive or active state of the driver's cab in the rail vehicle) and assigns to the rail vehicle state, depending on the configuration, the activation or deactivation of one, two, or all three of the aforementioned devices (electrical supply to the main conductor, main conductor detection device, and electrical connection between two main conductors). As will be explained in more detail below, the predefined assignment for the rail vehicle state can be defined at both ends of a rail vehicle. In this case, depending on the configuration, the activation or deactivation of one, two, or all three of the aforementioned devices can be assigned to the rail vehicle state at each end.

[0076] If a coupled state is established or uncoupled between two rail vehicles via at least one automatic coupler, this change in the coupling state must be determined in each of these two rail vehicles. If, as a result of the change in the coupling state, a different driver's cab in the train than before is activated, this can also be determined, depending on the design, possibly even in a rail vehicle of the train that is not involved in the coupling process. The change in train configuration by automatically coupling or uncoupling a rail vehicle therefore leads, depending on the design, to a determination in each rail vehicle of the newly configured train as to whether a driver's cab of the rail vehicle is active or passive. This determination can also be carried out by providing information about the active or passive driver's cab, in accordance with the patent claims.The inactive state of the driver's cab is stored in the respective rail vehicle and does not change. For example, before a train is assembled using automatic coupling of multiple rail vehicles, it can be stored in each of the rail vehicles that the driver's cab is inactive. Once the train is assembled, it can be automatically determined or manually specified which driver's cab in the train will be activated. Then, the stored information simply needs to be changed to "Driver's cab active" in the rail vehicle containing the activated or to-be-activated driver's cab. Generally, determining whether a driver's cab is active or inactive can be done by receiving a signal generated by a person and / or automatically based on the operation of the driver's cab.For example, a driver can activate the cab by inserting a key into a lock on the cab and turning it around a pivot point to the "Cab On" position. Contactless keys can also be used to activate the cab. Alternatively or additionally, the cab's operation can be detected automatically, for example, when parts of the cab are being used by the driver, such as a control system for upgrading a rail vehicle.

[0077] Optionally, it can also be determined in at least one of the rail vehicles, and preferably in all rail vehicles of a train, whether the end of the rail vehicle is coupled to another rail vehicle via at least one automatic coupler and / or whether the end of the rail vehicle has an active or inactive driver's cab. For example, if a connection of a main conductor to the electrical supply (or to the main conductor detection device) can be established at both ends of a rail vehicle, this determination is useful, and the connection to the electrical supply can then be established or not established (or the main conductor detection device activated) according to the predefined assignment.The result of the predefined assignment can optionally depend on which driver's cab is active in the rail vehicle, or whether both driver's cabs are inactive. Generally, only one driver's cab may be active in a train.

[0078] The information about the coupling status is stored in the rail vehicle according to the claims. This has the advantage that the stored information can be used at any time to configure the arrangement for checking train integrity. Furthermore, the information does not need to be repeatedly re-determined, even though occasional checks are preferred. Additionally, information about the passive or active state of the driver's cab can be stored in the respective rail vehicle, optionally separately for each end of the rail vehicle. This also has the advantage that the stored information can be easily used to configure the arrangement. Storing the information about the coupling status during train operation has the advantage that an unintentional disconnection of the connection between two train sections is not mistakenly interpreted as an intentional uncoupling.The configuration of the train's systems for monitoring train integrity depends on receiving a signal indicating a desire for configuration or at least the possibility of configuration. This signal can be generated manually, for example by a train driver inside the train or by a control center outside the train, or it can be generated automatically. For instance, automatic signal generation may require the train to be stationary. However, the automatically generated signal may also depend on other conditions, such as the predefined sequence of a process for the automatic uncoupling of two rail vehicles.

[0079] After determining the respective information about the coupling status, or optionally about the active or passive driver's cab, this information can be stored in a memory device of the rail vehicle. As described elsewhere in this document with regard to specific configurations, the use of hardware memory devices is preferred.

[0080] In particular, the memory device can store the state in such a way that an electrical connection between two terminal contacts is either established or broken, depending on the state. This is the case, for example, with the memory relays mentioned elsewhere in this description. Other hardware memory devices can also be used in such a way that an electrical connection is either established or broken, depending on their stored state. The configuration of the train integrity testing arrangement, which depends on the respective state, can therefore be achieved by the electrical connection or the electrical separation of the two terminal contacts creating or contributing to the configuration.In particular, one or more storage devices may be provided (such as the storage device for storing information about the coupling status and the storage device for storing information about the active or passive state of the driver's cab), and accordingly, an electrical connection between a first and a second terminal contact, as well as an electrical connection between a third and a fourth terminal contact, may be established or broken. The second terminal contact is permanently electrically connected to the third terminal contact.The electrical connection between the first and fourth terminals is therefore only present when the states of both storage devices are corresponding, meaning that both the electrical connection between the first and second terminals (according to the state of the first storage device) and the electrical connection between the third and fourth terminals (according to the state of the second storage device) are established. If the state of either storage device changes, the electrical connection between the first and fourth terminals is not established.

[0081] The electrical connection between the terminal contacts can directly lead to the activation or deactivation of at least one of the three aforementioned devices. This is particularly evident in the case of the electrical connection between two main conductors. The electrical connection between the two terminal contacts can be part of the electrical connection between the two main conductors. The same applies to the electrical supply of the main conductor. However, even when the main conductor detection device is activated, the electrical connection between the terminal contacts can be used as an electrical line for its own operation, such as supplying power to the main conductor detection device.

[0082] The fact that each railcar coupled to another railcar of the train via at least one automatic coupler is equipped with at least one detection device that determines the coupler status and optionally also the active or passive status of the driver's cab, has the advantage that the necessary configuration of the train integrity monitoring system can be executed automatically and reliably on-site in each railcar. No central control of the configuration for the entire train is required. Furthermore, each train car is interchangeable or removable. If a railcar with the central control unit were removed during central configuration control, the system would no longer function.Alternatively, a central control unit with all necessary electrical connections to all other rail vehicles of the train would have to be present in all rail vehicles. According to the invention, only the aforementioned predefined assignment is required in each rail vehicle to configure the arrangement for monitoring train integrity.

[0083] Exemplary embodiments of the invention are explained below with reference to the accompanying schematic figures. Fig. 1 shows a highly simplified schematic representation of a rail vehicle with a system according to an embodiment of the invention. Fig. 2 shows a train consisting of Fig. 1 is composed of analogous rail vehicles. Fig. 3 shows a train according to an alternative embodiment. Fig. 4 branches off in a contrasting manner. Fig. 1A further simplified electrical circuit arrangement for monitoring train integrity. Fig. 5 shows two rail vehicles coupled to form a train, with two main lines provided. Fig. 6 shows two rail vehicles coupled to form a train, with one main line provided.

[0084] Based on the Figure 1 and 2 First, variants with a monitoring circuit including supply and return main conductors in each carriage of a train are explained. Based on Figure 3 An alternative variant with a single-strand conductor arrangement in each car of a train and without return to form a monitoring circuit is explained.

[0085] Figure 1 Shows a schematic representation of parts of a rail vehicle in the form of a wagon 81. This is part of a system described below. Figure 2The train described in section 1. In particular, an electrical arrangement 2 is shown with which train integrity can be monitored.

[0086] Car 81, depicted in a schematic, cut-out top view, features a conventional automatic coupler 12. This coupler comprises two coupling elements 13 that can be automatically mechanically and electrically connected or coupled to corresponding coupling elements 13 of another rail vehicle. This connection is established by making all necessary lines of communication with the other rail vehicle, in particular pneumatic, data transmission, and electrical connections.

[0087] At one opposite end, car 81 has a conventional car coupling 10 to an adjacent car 82 (see below). Figure 2Unlike the automatic coupler 12, this is a coupler that is permanently maintained during normal operation and preferably not automatically actuated. Using the car coupler 10, a kind of integrated, or in other words, connected train section 8 can be formed from the cars 81 and 82. This train section 8 can be coupled to any number of other train sections to form a train of a desired length.

[0088] A power supply 24 is also shown. This could be, for example, a conventional power source, and in particular a car battery. One terminal of the power supply 24 is connected to the vehicle ground 25 (see DC 0V). A first live conductor section 27 extends from another terminal of the power supply 24 (see DC 110V). It should be noted that the voltage level can also be chosen differently. It is selected such that the switching elements can be reliably controlled, the signal is safely routed through all couplings and connections, and the signal can be reliably detected across the entire loop despite line resistance.

[0089] The conductor section 27 is connected to a first main conductor 20 (feeding main conductor) at a feed point 28. The conductor section 27 has a plurality of electrical switching elements 101-103 connected in series.

[0090] The switching element 101 is opened (i.e., non-conductive) when the monitoring circuit 4 is to be tested, either via a mechanical switch 152 or via activation by a TCMS using terminals 207 and 208, i.e., when a test-active relay 150 has been activated. This will be explained further below.

[0091] Likewise, the switching element 102 is opened if a coupled state is recorded as stored via a switching element 110, i.e., a clutch storage relay 110, as explained below, is active.

[0092] Furthermore, switching element 103 opens when the driver's cab of car 81 is stored as inactive. Since three switching elements 101-103 are connected in series, if no test is performed, and since the coupling point 12 of car 81 is not stored as coupled and the driver's cab is active (or was the last active driver's cab), the supplying main conductor 20 is energized via conductor section 27. Since this condition can preferably only be established at an uncoupled train front with an active or last active driver's cab, it is ensured that the monitoring circuit 4 is advantageously supplied at only one point.

[0093] A further return conductor 22 is connected to a return connection point 30. There is also an electrical connection to a train integrity relay 100, which is further connected to the ground conductor 25. Instead of a relay 100, a differently designed switching element could also be used. If this main conductor 22 carries a voltage (especially above a defined minimum value), the train integrity relay 100 switches to a first (preferably active) state. If the main conductor 22 carries no voltage, the train integrity relay 100 switches to a second (preferably inactive) state.

[0094] The main conductors 20 and 22 extend into the coupling parts 13 of the automatic coupler 12. When another car with similarly designed coupling parts 13 and main conductors 20 and 22 is coupled, the main conductors 20 and 22 of the coupled cars are electrically connected to each other (see also below). Figure 2The same applies to coupled wagon couplings 10, into which the main conductors 20, 22 also extend.

[0095] The main conductors 20, 22 and, in the example shown, their connection points 28, 30 are connected to each other via a second conductor section 32. This section also comprises a plurality of switching elements 104-107, which are explained below.

[0096] The conductor section 27 and the ground connection 25 are connected via parallel-connected switch assemblies 40, 42. A coupling memory relay 110 is connected in series with these switch assemblies 40, 42. The latter can indicate a remembered or stored state of the automatic coupling 12 and, in particular, whether it is currently (or was last) coupled to a coupling of another car or not.

[0097] The first switch assembly 40 is generally in a live or current-conducting state when an electrical or mechanical coupling to another rail vehicle is present and any driver's cab of the train to which car 81 is connected is active. For this purpose, the switch assembly 40 has a switching element 112, which switches and, in particular, closes depending on whether any driver's cab of the train is active or not. Two further switching elements 113 and 115 are connected in series with this, with switching element 113 switching depending on whether an electrical coupling or an electrical connection via the automatic coupling 12 of car 81 to an adjacent car is detected or not. Switching element 115, on the other hand, switches depending on whether a mechanical coupling via this automatic coupling 13 is detected or not.In the example shown, all switching elements 112-115 of the first switching arrangement 40 are normally open (NO) contacts.

[0098] By means of the first switch arrangement 40, couplings that have taken place can be registered and the coupling storage relay 110 can then be put into a state that represents the presence of a coupling.

[0099] The second switch arrangement 42 comprises switching elements 116-119. It is generally in a live or current-conducting state when the driver's control panel (of this car 81 and / or on the side of the rail vehicle with the automatic coupler 12 under consideration) is inactive (switching element 116); and no uncoupling process is registered or requested (e.g., by generating corresponding control signals for coupling valves of the automatic coupler 12, see switching element 117) or no standstill is registered (switching element 118); and when a coupled state (switching element 119) is currently stored. Consequently, switching elements 118 and 117 are connected in parallel to each other and in series with switching elements 116 and 119. This prevents, in particular, false detections of a supposed lack of train integrity when car 81 is intentionally uncoupled from another car.In this case, a valid control signal for opening the automatic clutch 12 may advantageously only be given when the vehicle is stationary.

[0100] Returning to the second conductor section 32, this section features, as an example, switching elements 104-107 designed as normally closed (NC) contacts and connected in series. These can also be switched depending on the operating condition. In particular, a connection between the main conductors 20 and 22 can be closed using these elements when car 81 is at one end of the train (and thus the active driver's cab is on the opposite side of the train or the train sprayer). As shown by Fig. 2 As explained, this allows a monitoring circuit to be closed.

[0101] The switching elements 104-107 switch to a non-conductive state when the car 81's own driver's console is stored as active (switching element 104), when an electrically coupled state (switching element 105) and also when a mechanically coupled state (switching element 106) of the automatic coupler 12 is present, as well as when the coupler storage relay 110 has registered a coupled state (switching element 107).

[0102] The present example preferably stipulates that the state "local or own driver's console active" is stored as a continuation of the last active state. This means that even if this driver's console is deactivated again and no new / different driver's console of a train has been activated, the location or car of the last active driver's console is stored. The connection of the main conductors 20 and 22 via conductor section 32 at one end of the train therefore remains active for the duration of the (own) driver's console activation, as does the power supply via the switching element 103 of conductor section 27 at the front of the train, see above.

[0103] At one end of the train, the driver's cab of a carriage there is inactive and there is no electrical / mechanical coupling. Furthermore, no coupled state of an automatic coupling there is stored (see...). Fig. 2 ). Consequently, a second conductor section 32 there is closed and conductive.

[0104] At the front of the train (in other words, the train's leading end), the driver's cab of car 81 is active, so the second conductor section 32 is open and not conductive. This is intentional so that the main conductors 20 and 22 can run through the entire train to its end without a direct electrical connection to each other, and so that all couplings of the train are integrated into the monitoring circuit.

[0105] A third conductor section 44, parallel to the first and second conductor sections 27, 32, includes a switching element 130 (for example, a normally closed contact) by means of which the third conductor section 44 can be switched to conducting current when train integrity is absent or inactive. This switching process occurs depending on the state of the train integrity relay 100. If this relay is inactive because the return main conductor 22 experiences a voltage drop, the switching element 130 closes. This activates an optional signal lamp 136 or another type of warning device. It is not shown separately that signals can then also be transmitted, for example, via the train integrity relay 100 or the digital connection or input 200 to a control unit of the car 81 and / or to a control system of the train.

[0106] As an optional feature, several digital connections 200-208 are provided. These allow a control system, particularly a TCMS, access to status information from switching elements of the electrical arrangement 2 and individual line sections for fault diagnosis and monitoring. Connections 200-206 are digital inputs readable by the control system (for diagnostics), and connections 207 and 208 are digital outputs writable by the control system (for activating the loop test).

[0107] A first digital connection 200 allows monitoring of whether the return main conductor 22 is live or not. Switching elements are connected upstream of digital connections 201-206, which switch in the same states as the switching elements already discussed. Analogous reference symbols are therefore used for these switching elements, as in the cases already discussed. Consequently, connections 201-202 serve to monitor whether a coupled or uncoupled state is stored; that is, they reflect the state of the coupling storage relay 110 via contacts or switching elements 107 and 119, whereby in the "coupled stored" state, switching element 107 opens and switching element 119 closes.

[0108] Connections 203-204 are used to monitor whether train integrity is detected or not (corresponding to train integrity relay 100), whereby switching element 132 closes when train integrity is detected or active and switching element 130 opens.

[0109] Terminals 205-206 monitor whether a test mode, described below, is activated. Switching element 101 opens accordingly if this is the case, while switching element 134 closes.

[0110] By means of the opposing switching elements upstream of terminals 201-206, which enable a kind of antivalent control of these terminals, it can be ensured that the respective state to be represented is unambiguously recognized. A simple fault can be reliably detected by the reading unit (especially the TCMS) with this type of circuit, particularly since both external current and a cable break can be detected. The relays 100, 110 used to switch these switching elements advantageously have positively guided contacts or switching elements, so that when one switching element is activated, it is ensured that the contacts or the other switching element upstream of the corresponding terminal 201-206 have also been activated.

[0111] According to a further optional feature, arrangement 2 has a test function. This allows the main supply conductor 20 to be selectively disconnected from the power supply 24. If the monitoring circuit is functioning correctly, a lack of train integrity should then be detected. If this is not the case, it indicates an unwanted external power supply, e.g., due to a cable break, which makes such detection impossible.

[0112] The test function is implemented by means of the aforementioned switch 101, which opens the first conductor section 27 and, in particular, its connection to the feed point 28 when the test is to be performed. The latter can be detected by means of a test relay 150, the state of which can be changed by actuating a manual switch 152 or by activating terminals 207 and 208 via TCMS. The optional multiple terminals, and especially the series connection of terminals 207 and 208, shown improves reliability. The test function can only be activated if both terminals 207 and 208 are activatable. The failure of one of the terminals 207 or 208, such that it remains switched on even though no longer activating, prevents unintentional activation of the test function.

[0113] Figure 2Figure 1 shows a rail vehicle assembly in the form of a train 1 with two train sections 8 and 9. Each train section 8 and 9 comprises two individual cars 81, 82, 91, and 92. The cars 81, 82, 91, and 92 of a train section 8 and 9 are coupled to each other by means of a car coupling 10. The train sections 8 and 9 are coupled to each other via the mutually facing automatic couplings 12 of the adjacent cars 82 and 91 of the train sections 8 and 9. This also includes the closing of all lines running between the train sections 8 and 9, in particular electrical lines, data lines, and pneumatic lines.

[0114] The in Fig. 2 Car number 81, positioned furthest to the left, corresponds to the one from Fig. 1and forms the head of the train. The driver's cab of this car 81 is considered switched on in the following discussion. The preferred rule is that only those cars 81-92 whose automatic coupler 12 is not connected to another car 81-92 can have an active driver's cab. The driver's cabs of all other cars 82-92 are inactive. The in Fig. 2 Car number 92, positioned furthest to the right, forms the end of the train in the following discussion.

[0115] Cars 81-92 each have an identical electrical arrangement 2, as shown for car 81 based on Figure 1 The arrangements 2 together form a (monitoring) system 3 for train integrity monitoring. In particular, they form a monitoring circuit 4 of the type described below.

[0116] The orientations of the electrical arrangement 2 in the individual cars 81-92 are determined by the position of the automatic coupler 12. Accordingly, cars 81 and 91 have an orientation of the electrical arrangement 2 as shown. Figure 1 Cars 81 and 92 have a mirrored orientation. However, this is not mandatory. In general, the orientations of individual components and the routing of lines of arrangements 2 within cars 81 and 92 may differ. Preferably, however, they enable identical functionalities, as shown above by means of Figure 1This was explained. This makes it possible, in principle, for each car 81-92 to form a train end with a closed connection 32 between the main conductors 20, 22 located there, a train head with a connection of the conductors 20, 22 located there to a voltage supply 24, or a car 82-91 between the train head and the train end, through which the main conductors 20, 22 pass without any targeted change in their respective voltage level and / or connection with each other.

[0117] In Figure 2 The electrical arrangements 2 of cars 81-92 are shown in simplified schematic form, so that not all switching elements, relays, and optional digital connections are included. The circuitry in cars 81-82 or 91-92 can also be implemented in a single car (without coupling 10), e.g., a locomotive with two driver's cabs at each end.

[0118] Starting from the premise of train integrity, a monitoring circuit 4 is formed by electrically connecting adjacent supplying main conductors 20 and return main conductors 22 of each electrical arrangement 2 of cars 81-92 via the couplings 10, 13. Furthermore, an electrically conductive connection of the main conductors 20, 22 in the last car 92 is made via the second conductor section 32 therein, as described below.

[0119] In car 81 (head of the train), the supplying main conductor 20 is connected to a high-voltage pole of the voltage source 24 located there, and the return main conductor 20 is connected to the ground conductor 25 (low voltage level). However, the second conductor section 32 is open or non-conductive in car 81 and also in the following cars 82 and 91. In the case of Figure 1The main reason for this is that the driver's own control panel is active, i.e., the switching element 104 is off. Figure 1 opens. In the case of cars 82 and 91, however, switches 105 and 106 are open due to the electrical and mechanical coupling that has been installed.

[0120] In car 92 (end of train), as with car 81, one coupler remains disengaged via the automatic coupler. However, in this case, the driver's control panel is not active, and no existing coupler is stored. All switches 104-107 (not shown in Figure 2 The terminals of conductor section 32 are therefore closed. This allows a current-conducting connection between the supplying main conductor 20 and the return main conductor 22 via this conductor section 32.

[0121] Since the main conductor 22 of car 92 is electrically connected to the return main conductors 22 of the adjacent cars 81 and 91, a voltage is also present at the train integrity relay 100 of the first car 81. Consequently, train integrity is verified, and all switches 130 in the respective third conductor sections 44 remain open, as shown.

[0122] It should be noted that in cars 82-91 the first main conductor 20 is not connected to the power supply 24, because the switch 103 in the first control section 27 is open due to an inactive separate driver's console in each case.

[0123] Regarding switching arrangements 40 and 42, the following applies to individual cars 81-92: In car 81, neither of these switching arrangements 40 and 42 is live, particularly since the driver's cab is actively switched (refers to switching element 116) and there is no mechanical / electrical coupling (refers to switching elements 113 and 115). The coupling memory relay 110 is therefore de-energized and inactive, and no coupled state is indicated or stored.

[0124] In cars 82 and 91, however, both of these switch arrangements 40 and 42 are live, particularly since the driver's own control panel is not actively switched (refers to switching element 116), no uncoupling is requested (refers to switching element 117), another control panel is active within train 1 (from car 81, refers to switching element 112), and a mechanical / electrical coupler is in place (refers to switching elements 113 and 115). Consequently, a voltage is present at the coupler storage relay 110, and the coupling is stored as present.

[0125] In car 92, the same applies as in car 81, except that switching element 116 is closed, but switching element 119 is open due to the lack of a coupling. Consequently, as in car 81, the coupling storage relay 110 does not register the presence of a coupling.

[0126] The following describes a scenario in which train integrity is lost due to an unintentional disconnection of the automatic couplers 12 of cars 82 and 91. This also interrupts the electrically conductive connection between the supplying main conductors 20 and thus also the connection with the return main conductors 22, even if conductor section 32 of car 92 remains closed. Consequently, a voltage drop occurs at the train integrity relay 100 in car 81. As a result, the switch 130 there closes and is energized via the third conductor section 44 of the consumer (warning device) 136.

[0127] In Fig. 2A train control system 300 is also shown schematically. This system consists of a plurality of TCMS control units 301 of a known design in each of the cars 81-92. The TCMS control units 301 communicate with each other via data connections indicated by dashed lines, which can also be established via the couplings 12, 10. The data connections can be implemented, for example, as Ethernet or MVB / WTB connections (MVB: Multifunction Vehicle Bus; WTB: Wire Train Bus).

[0128] A train integrity check can be performed by the train control system 300 by verifying whether all TCMS control units 301 can communicate with each other. If this is not the case, the data connection is interrupted, most likely due to one of the couplings 12, 10 becoming detached.

[0129] Not separately in Figure 2It is shown that by means of the TCMS control units 301 all of the connections 200-208 (see Figure 1 ) of each assigned car 81-92 are readable or writable.

[0130] A train control computer 302 is also indicated, for example in the form of a well-known European Vital Computer. This is shown as an example only for the first car 81, which forms the front of the train. The train control computer 302 receives the results of the respective integrity monitoring from both the train control system 300 and the monitoring circuit 4 formed by the electrical arrangements 2, or the corresponding monitoring system 3. An example of this is a connection between the warning device 136 of at least the first car 81 and the train control computer 302.

[0131] Preferably, as soon as one of the train control system 300 and monitoring system 3 detects a loss of train integrity, the train control computer 302 can take a predetermined countermeasure. In particular, it can communicate the loss of train integrity to trackside and / or external facilities.

[0132] The solution shown is particularly advantageous because, due to the limited capabilities of the standard TCMS control devices 301, the train control system 300 can only achieve a safety integrity level (SIL) of 2. However, the monitoring system 3 can also achieve a safety integrity level of at least SIL 2. Since both monitoring results are taken into account as described above, the overall safety integrity level for train integrity monitoring is 4.

[0133] By using the option of a pulsed power supply and evaluation of the pulse at, for example, the evaluation unit 100, as explained below, forwarding the status information from the monitoring system 3, preferably separately for each subsequent counting unit, to the train control computer 302 is sufficient to achieve the necessary safety integrity level of 4 for evaluation.

[0134] For example, for such a pulsed power supply at point 28, Figure 1A clock generator switches the supplying main conductor 20 from 0 to 1 and back, or from logic -1 to +1 (e.g., +110V to -110V), at a fixed rate. On the receiver side, for example, at relay 100, a logic circuit with, for example, four counters can be provided, which count down with their own fixed clock, e.g., from a starting value to 0, or, in the case of counting up, from 0 to a limit value. As long as the clock generator's signal is detected, train integrity is reported. Two counters are restarted when the received level changes from 0 to 1 or, alternatively, from logic -1 to +1, and the other two counters are restarted when the opposite level change occurs, i.e., from 1 to 0 or, alternatively, from logic +1 to -1. The shorter counter, which runs out slightly faster than the clock change, suppresses the detection of the clock change until it has finished.The second counter is longer than the clock cycle time and, when it runs out, triggers a signal indicating a loss of train integrity. The counters' tolerance ranges can be chosen to be sufficiently large to accommodate fluctuations in the clock. If a level change or logic value change is detected while the first, shorter counter is still running, a direct loss of train integrity is not immediately expected, but the circuit appears corrupted and unreliable. Therefore, in this case as well, the loss of train integrity or a parallel reported error should be passed on to the units being evaluated. Besides the planned four counters, circuits with two counters are also conceivable if the same pair of counters is always started for each logic state (0 or 1, -1 or +1). In addition to level changes, the counters can also run directly depending on the level; that is, one pair of counters runs at level 0 or -1, and the other pair at 1 or +1.As an alternative to levels, different frequencies or amplitudes can also indicate the logic state. Instead of counters with a clock signal, other time-dependent logic devices, such as time-delay relays, time-dependent flip-flops, frequency generators similar to the generating model, logic circuits with time-dependently charged capacitors, etc., can be used to measure the read frequency, amplitude, or level changes. The clock signal of the counters can also be derived from the level or phase of the information read by the evaluation unit and compared with a reference clock signal, e.g., comparing two counters or time units consisting of a reference clock signal and the read clock signal.

[0135] There is another variant of the circuit in which the main power supply line (20) is omitted and element 103 closes when the car's own driver's cab is stored as inactive. This ensures that the remaining train control line (return main line 22) is always powered at the end of the car with the inactive (stored) driver's cab, and train integrity can be detected at the end of the car with the active driver's cab (at point 30 or switching element 100). This circuit eliminates the need for a train control line, but limits the train completeness detection to the elements of the car with the active driver's cab, as the other cars can only detect the state from the power supply point (end of the train without an active driver's cab) to their own position within the train consist. Furthermore, checking the train control line for external power supply is more difficult, as the test must be triggered on the power supply side and the detection occurs at the other end of the car.If the test is triggered manually by mechanical switch 152, the result, e.g., by displaying the information from the TCMS, must be shown to the person performing the test. If activated via switching elements 207 and 208 at the end of the train without an active driver's cab, the TCMS can determine the result at the other end of the train, as it has communication between the cars. Alternatively, a train control line must be run to transmit the train integrity status back to the other end of the train, thus disseminating the train integrity status from the active driver's cab throughout the entire train. Alternatively, the test can be started at the uncoupled end of the train without an active driver's cab, so that the person activating the test at the active driver's cab can read the test result directly.

[0136] Fig. 3 shows a to Fig. 2In principle, the view is analogous, however, the electrical arrangements 2 of carriages 81-92 are designed according to a different embodiment. With the exception of the deviations explained below, the electrical arrangements 2 are preferably analogous to the variants from Fig.1 built up so that the Fig. 1 which will also be referenced below. However, a simplified or generally different configuration is also possible. Fig. 1 provided for, in particular not all switching elements and / or switch arrangements 40, 42 from Figure 1 exhibits.

[0137] Fig. 3 This shows that the supplying main conductor 20 of the previous variant is not present. Instead, only the main conductor 22, which previously provided the function of the return main conductor 22, is provided. In addition, the switch 103, which is analogous to Fig. 1 intended but in the simplified representation of Fig. 3Not shown separately, it can be operated differently. For example, it closes in each car 81-92 when the respective car's own driver's console is inactive and, in particular, when it is stored as inactive.

[0138] This results in the only remaining main conductor 22 of arrangement 2 at the end of the train (i.e., in car 92) being connected to and powered by the voltage source 24 (and in particular its high voltage level). In the two following cars 82 and 91, however, the switching elements 105 and 106 are open due to the existing coupling of the automatic couplings 12 (see figure). Fig. 1 ), so that no additional power is supplied to the main conductor 22 there. The same applies to car 81 at the front of the train, where the switching element 103 is open due to the active driver's console there.

[0139] Thus, a voltage is present at each of the respective train integrity relays 100 of the cars 81-92, and more precisely the voltage level of the main conductor 22 supplied there from the end of the train relative to the ground conductor 25.

[0140] If the voltage at the train integrity relay 100, particularly in car 81, drops, this indicates that, due to a loss of train integrity, the connection to the other main conductors 22 of other cars 82-92, and especially to the power supply car 92 at the end of the train, is interrupted. The same measures can then be taken as described above. Fig. 1 explained.

[0141] In general, additional monitoring of train integrity can be carried out again using the train control system 300.

[0142] In the variant of Fig. 3Train monitoring is advantageously carried out using the train integrity relay 100 of car 81 at the front of the train in order to detect train integrity losses along the entire length of the train. To obtain particularly meaningful test results, the power supply at the end of the car (car 92) should be interrupted (e.g., using one of the elements 207-208, 152). The voltage drop at the train integrity relay 100 at the far end (car 81) should then be recorded to rule out external power supply. For this purpose, the test result can be exchanged between cars 81-92 of the train via TCMS or another communication channel (e.g., a separate train control line). This allows the test result determined at the front of the train to be transmitted and / or displayed to a person who operates switch 152 at the end of the train. Additionally or alternatively, it is also possible, if necessary, to...via a separate train control line, interrupting the power supply at the end of the train from the active driver's console at the front of the train.

[0143] Fig. 4 shows in an even more simplified form than in the Fig. 1 The illustrated embodiment includes an arrangement with a device 405, which can be activated during configuration to prepare for train integrity monitoring. The device 405 is electrically connected to one of two opposing contact points 407, 408 of an electrical connection, namely to the second contact point 408. The first contact point 407 is connected to a power supply 424.

[0144] In the exemplary embodiment, the electrical connection has two electrical switching elements 402, 403, which can in particular be storage relays and which, for example, perform the function according to the in Fig. 1The electrical switching elements 102 and 103 shown are used. For example, electrical switching element 402 is closed when no associated coupling connection to an adjacent rail vehicle is established in the rail vehicle, namely when the automatic coupler is not connected to another coupler, i.e., no other vehicle is coupled. Electrical switching element 403 is closed when an associated driver's cab is active in the rail vehicle. In another configuration, electrical switching element 403 may be omitted if the active or passive state of the driver's cab is not relevant to the configuration.

[0145] Since the two electrical switching elements 402, 403 electrically connect the two opposing contact points 407, 408 when both are closed, the electrical connection is established and the device 405 is supplied with electrical current from the power source 424. For example, the device 405 is the main conductor sensing device mentioned above, which measures, for instance, the voltage applied to the main conductor to monitor train integrity. Alternatively, the electrical connection between the two contact points 407, 408 could be part of the device 405. In this case, the device 405 could, for example, be the electrical connection between two main conductors or the electrical supply to a main conductor.

[0146] Fig. 5The diagram schematically shows two rail vehicles 410 and 411, coupled together via an automatic coupler 412. The mechanical part of the coupler is not shown; however, the electrical part of the connections made by the existing coupler is shown. At the midpoint of the Fig. 5 Two electrical connections are shown, one each between the main conductors 420 and 422, which extend continuously through the two rail vehicles 410 and 411 due to the electrical connection. In the upper part of the Fig. 5 An electrical connection between sections of an electrical supply line 423 is shown. Each of the two rail vehicles 410 and 411 contains a section of the supply line 423. Furthermore, the section on the left... Fig. 5 The depicted rail vehicle 410 has a voltage source 424.

[0147] Above the first main conductor 420 is in Fig. 5 A switching device 440 is shown at each end of each of the two rail vehicles 410, 411. In the switched-through, electrically connected state, the respective switching device 440 establishes the electrical connection between the first main conductor 420 and the electrical supply line 423. This connects the first main conductor 420 to the voltage source 423 at the location of the switched-through switching device 440 via the electrical supply line. In the Fig. 5 In the depicted state, the switching device 440 shown furthest to the left is switched on. All other switching devices 440 are not switched on.

[0148] At the other end of the train formed by the two rail vehicles 410 and 411, namely on the right in Fig. 5At the depicted end of the rail vehicle 411, the only electrical connection 450 is established between the first main conductor 420 and the second main conductor 422. In this way, a main conductor chain is established from the contact point of the first main conductor 420 to the one on the left in Fig. 5 The switching device 440 shown is connected via the electrical connection 450 to the one on the left. Fig. 5 The electrical connection 450 is also established by a (preferably energy-storing) switching element 451, which is located in Fig. 5schematically represented as a rectangular block. Similar to the switching devices 440, which switch the supply voltage 424 from line 423 to the main conductor 420 when the switching device is active, each rail vehicle, near each automatic coupler, has such a switching element 451, which establishes an electrical connection between the first main conductor 420 and the second main conductor 422 when the switching element is closed. These other switching elements 451 are, however, located in the Fig. 5 The depicted state is open.

[0149] Below the two main conductors 420, 422 is in Fig. 5A second switching device 441 is shown at each end of each of the two rail vehicles 410 and 411. Each of these switching devices 441 connects the second main conductor 422, when switched on, to a signal line 425. A section of the signal line 425 is located in each of the rail vehicles 410 and 411. These two sections are connected to each other by the coupling connection. The signal line 425 is connected to a voltage and / or current measuring device (not shown). Optionally, such a measuring device can also be located in each of the rail vehicles 410 and 411. In this case, the connection of the signal line sections 425 at the coupling connection can be omitted.Since the second switching devices 441 can already be considered part of the main conductor detection device, the main conductor detection device is connected to the signal line 425 at the respective point where the second switching device 441 is switched through. As shown by the hatching, the one on the left is in . Fig. 5The second switching device 441, located at the end of the rail vehicle 410 as shown, is the only one of these second switching devices that is switched on. The electrical voltage of the supply line 423 is therefore present at the same end of the train on the first main conductor 420, to which the main conductor sensing device is also connected to the second main conductor 422. Furthermore, the switching device 441 could even be omitted, and the measuring device could be permanently connected to the main conductor 422 in each rail vehicle or at each end of a rail vehicle 410, 411 (in which case 441 can be interpreted as the measuring device).

[0150] Not shown, but present at each end of each of the rail vehicles, is a detection device that detects the coupling status there and preferably also detects whether a driver's cab is active or passive at that end of the rail vehicle 410, 411. In the illustrated embodiment, for example, the driver's cab is located on the left in Fig. 5 The depicted end of rail vehicle 410 is active. In contrast, all other driver's cabs at the other ends of rail vehicles 410 and 411 are passive.

[0151] According to a predefined assignment, the first switching device 440 is activated at the end of the respective rail vehicle 410, 411 where the train's only active driver's cab is located. Furthermore, at this end of the rail vehicle 410, 411, the main conductor detection device is also connected to the other main conductor 422 by activating the corresponding second switching device 441. Additionally, according to the predefined assignment, at the opposite end of the train, in this case the right-hand side, the... Fig. 5At the depicted end of rail vehicle 111, the electrical connection between the two main conductors 420 and 422 is automatically established via the switching element 451. The predefined assignment accordingly stipulates, for example, that no active driver's cab may be located at this end and that no coupling connection to another rail vehicle via an automatic coupler may exist at this end. In contrast, the predefined assignment for the other ends of rail vehicles in the train stipulates that if an automatically generated coupling connection exists at that end, no electrical connection may be established between the two main conductors 420 and 422, and neither of the first and second switching devices 440 and 441 may be activated.

[0152] Another embodiment will now be demonstrated using the following examples: Fig. 6 described. This embodiment differs from the one described in Fig. 5This is represented by the fact that only one main line 420 is present. This main line 420 is therefore an independent main line used for monitoring train integrity. It is not electrically connected to any other main line running through the train under any operating conditions.

[0153] All reference symbols that appear in the Figure 5 and 6 They are identical, have the same meaning and will not be explained in more detail below.

[0154] However, since there is only one main line 420, both the first and second switching devices 440, 441 are connected to the same main line 420.

[0155] The configuration of the arrangement for monitoring train integrity according to the specified assignment therefore differs from that in the case of the Fig. 5 The predefined assignment defines, in the exemplary embodiment of the Fig. 6, that at the end of the train with the active driver's cab (for example, again the end of the rail vehicle 410 shown on the left in the figure) the second switching device 441 is switched on, which establishes the connection of the main line 420 to the signal line 425. In contrast to Fig. 5 However, according to the given allocation, in the case of the Fig. 6 This defines that the first switching device 440 at the end of the train opposite the active driver's cab must be activated. This applies the electrical voltage to the main line at that end. As a result, the entire main line 420, which runs through the whole train, contributes to monitoring train integrity.

[0156] Although not preferred, deviations from the previously explained procedures are possible, both in the case of Fig. 5 in the presence of two main lines as well as in the case of Fig. 6in the presence of a single main line. In any case, in the rail vehicles at the ends of the train (in the simplified embodiments of the Fig. 5 and Fig. 6 (If only such rail vehicles are available) the connection to the supply line 423 and also the connection to the signal line 425 can be established at any point in the rail vehicle, since for monitoring the unintentional separation of two coupled rail vehicles of the train only the electrical connection of the main line or the electrical connections of the main lines at the coupling connections are relevant.

[0157] The in Fig. 5 and Fig. 6 The described assignment of the power supply and evaluation unit to the end of the rail vehicle with the active driver's cab is to be understood as an example and not mandatory; the arrangement can also be reversed, i.e., the connection between main conductors 420 and 422 in Fig. 5It can also be switched at the end of the rail vehicle with the active driver's cab (left in Fig. 5 ) and the power supply on the side (right) without an active driver's cab. The same applies to Fig. 6 , in which the supply of the main conductor 420 and the location of the evaluation unit can be configured to be swapped between the two vehicle ends.

Claims

1. A method for monitoring the integrity of a train (1) comprising a plurality of rail vehicles (81 92) coupled to one another, wherein the rail vehicles (81-92) can each be coupled to and / or uncoupled from one another via automatic couplings, wherein the rail vehicles each comprise an electrical arrangement (2) with a main conductor (22) or two main conductors (20, 22), and the main conductors (20, 22) of coupled rail vehicles (81-92) are electrically conductively connected to each other, so that in the case of one main conductor (22) in each of the rail vehicles (81-92), a single-strand electrical connection extending through the train is formed between the rail vehicles (81-92) as a monitoring circuit, and in the case of two main conductors (20, 22) in each of the rail vehicles (81-92), a two-wire electrical connection extending through the train is formed between the rail vehicles (81-92) as a monitoring circuit, wherein, for configuring an arrangement for monitoring train integrity after actuation of at least one of the automatic couplings to establish or release a connection between two rail vehicles, a rail vehicle state of the rail vehicle is automatically determined by a respective detection device in each of the two rail vehicles and corresponding state information is obtained, wherein the rail vehicle state is determined by - a coupling state resulting from the operation of at least one of the automatic couplings, wherein, according to an assignment specified for each rail vehicle of the train between - the rail vehicle state and - the activation or non-activation of an electrical supply to the main conductor or, in the case of two main conductors, one of the two main conductors and / or the activation or non-activation of a main conductor detection device for detecting an electrical state of the main conductor or, in the case of two main conductors, one of the two main conductors and / or in the case of two main conductors, the activation and / or non-activation of an electrical connection between the two main conductors taking into account the status information according to the specified assignment, an automatic configuration is performed in which the electrical supply of the main conductor or, in the case of two main conductors, one of the two main conductors in the respective rail vehicle is activated or not activated and / or the main conductor detection device is activated or not activated and / or in the case of the two main conductors, the electrical connection between the two main conductors in the respective rail vehicle is activated or not activated, wherein the status information about the coupling status is stored by setting a state of a first storage device, wherein during operation of the train (1), any unintentional disconnection between two train sections is detected on the basis of the continued existence of the configuration that was made taking into account the stored status information, and wherein a repeated execution of the configuration depends on a signal being received which indicates a desire for configuration or a possibility for configuration.

2. The method according to claim 1, wherein, in the case of the two main conductors, the electrical arrangements (2) of the rail vehicles (81-92) each comprise, as one of the two main conductors, a feeding main conductor (20) and, as the other of the two main conductors, a return main conductor (22), and the respective feeding main conductors (20) and the respective return main conductors (22) of coupled rail vehicles (81-92) are electrically conductively connected to each other, wherein the method comprises: - providing a monitoring circuit by connecting, in a first rail vehicle (81), the supplying main conductor (20) therein with a voltage level, and by connecting, in a second rail vehicle (92), the supplying main conductor (20) therein with the returning main conductor (22) therein; and - determining a train integrity state of the train (1) depending on an electrical quantity of the monitoring circuit (4).

3. The method according to claim 2, wherein the first rail vehicle (81) forms a train head and the second rail vehicle (92) forms a train tail.

4. The method according to claim 2 or 3, wherein an electrical quantity of the return main conductor (22) of the first rail vehicle (81) is detected as the electrical quantity.

5. The method according to one of claims 2 to 4, wherein at least one further rail vehicle is positioned between the first and second rail vehicles, wherein in the further rail vehicle no electrical connection is established between the supplying main conductor (20) and the returning main conductor (22) located there.

6. The method according to one of claims 2 to 5, wherein an automatic establishment of the electrical connection between the supplying main conductor (20) and the returning main conductor (22) in the second rail vehicle (92) when the second rail vehicle (92) is not coupled to a further rail vehicle (81-91) via a defined coupling device (12); and / or characterized by automatically disconnecting the electrical connection of the supplying main conductor (20) and the returning main conductor (22) in the second rail vehicle (92) when the second rail vehicle (92) is coupled to a further rail vehicle (81-91) via a defined coupling device (12).

7. The method according to one of claims 2 to 6, with the steps: determining a targeted decoupling of at least two rail vehicles (81-92) and, in response to this, establishing the electrical connection in at least one of these rail vehicles (81-92) between the supplying main conductor (20) and the returning main conductor (22) located there.

8. The method according to claim 1, wherein, in the case of the one main conductor, in which the electrical arrangements of the rail vehicles each have only one main conductor, the method comprises: - providing a monitoring circuit by connecting, in a first rail vehicle of the train, the main conductor there to a voltage level, and by measuring the electrical quantity on the main conductor there in a second rail vehicle of the train; and - determining a train integrity state of the train (1) depending on the electrical quantity.

9. The method according to claim 8, wherein the first rail vehicle forms a train end and the second rail vehicle forms a train head.

10. The method according to one of claims 2 to 9, with the steps: - interrupting the voltage supply and detecting at least one electrical quantity of the monitoring circuit (4); - determining the function ability of the monitoring circuit (4) on the basis of this quantity.

11. The method according to one of the preceding claims, with the steps: - monitoring the train integrity by means of at least one further system (300) and determining the train integrity on the basis of both the further system (300) and the monitoring results obtained on the basis of the electrical variable.

12. A system (3) for carrying out the method according to one of claims 1 to 11, wherein the system (3) comprises: - for each of a plurality of rail vehicles (81-92) coupled together in a train, an electrical arrangement (2); - for each of the electrical arrangements (2), a main conductor (22) or two main conductors (20, 22); - a power supply (24) which, in the case of the one main conductor, can be connected to the main conductor in a second of the rail vehicles and which, in the case of the two main conductors, can be connected to one of the two main conductors (20, 22) in a first of the rail vehicles (81-92); wherein the system (3) is designed to determine a train integrity state of the train (1) depending on an electrical quantity on the main conductor, in the case of two main conductors, on one of the main conductors according to the method according to one of claims 1 to 11.

13. The system (3) according to claim 12 for carrying out the method according to one of claims 2 to 11, wherein, in the case of the two main conductors, in each of the electrical arrangements (2) one of the two main conductors is a supplying main conductor (20) and the other of the two main conductors is a returning main conductor (22), wherein the system further has electrical connections, wherein the supplying main conductor (20) and the returning main conductor (22) in the electrical arrangements (2) can be connected to each other with one of the electrical connections in each case, and in this way the monitoring circuit (4) can be established; or wherein, in the case of the one main conductor, the monitoring circuit (4) can be established via only the one main conductor; and wherein the system (3) is arranged to determine a train integrity state of the train (1) depending on an electrical quantity of the monitoring circuit (4).

14. A train (1) with a plurality of rail vehicles (81-92) coupled together, wherein the train (1) has a system (3) according to claim 12 or 13.