Arrangement for train protection

Abstract

The invention relates to an arrangement for train protection comprising a rail vehicle (LOK) having a driver's cabin and a train protection system (ZUSI-LOK). The train protection system (ZUSI-LOK) is coupled to components of an actuator system (AKT-LOK) and to components of a sensor system (SEND-LOK) via a first gateway (GW1). The actuator system (AKT-LOK) and the sensor system (SENS-LOK) have antennas as respective components, which are designed for communication of the actuator system (AKT-LOK) and the sensor system (SENS-LOK) with trackside components (ZUSI-SCH) of the train protection system (ZUSI-LOK). The first gateway (GW1) has a switching functionality, such that a line-length-independent connection between the actuator system (AKT-LOK) and both the sensor system (SENS-LOK) and the train protection system (ZUSI-LOK) is made.

Description

[0001]202205095 1 Description Train protection arrangement The invention relates to a train protection arrangement with a rail vehicle that has a driver's cab, in particular with a locomotive. Train protection systems are used to protect rail vehicles from collisions in rail traffic. At least one train protection system is installed in each leading rail vehicle, i.e., in each rail vehicle with a driver's cab. Examples of well-known train control systems include: ^ ETCS (“European Train Control System”), ^ LZB (“Linienzugbeeinflussung”), ^ PZB (“Punktförmige Zugbeeinflussung”), ^ the SCMT (“Sistema di Controllo della Marcia del Treno”) system, ^ the MIREL system, ^ the SHP (“Samoczynne Hamowanie Pociągu”) system, ^ the TGBI (“Train Guard Basic Indusi”) system, ^ the ATC / STM-DK system, ^ the ATB-EG system, ^ the ATC2 (“Automatic Train Control”) system, etc.Accordingly, a train configuration with a driving locomotive and a control car (i.e. a car with a control head) has two installation locations with train protection systems: a first train protection system is located in the 202205095 2 locomotive and a second (identical) train protection system is located in the control car. FIG 3 shows an example of such a train configuration of the known prior art, which comprises a locomotive LOK, several cars WA and a control car SW, wherein the control car SW has a driver's cab for controlling and operating the train configuration. The control car SW is arranged at a first end of the train configuration, while the locomotive LOK is arranged at a second end of the train configuration opposite it. The train configuration is driven by the locomotive LOK, which has two driver's cabs FS1, FS2. The control andThe train configuration is controlled using the classic "push-pull concept" either via the locomotive driver's cab FS1 or via the FS3 driver's cab of the SW control car. If the train configuration is controlled or directed via the locomotive driver's cab FS1, a ZUSI-LOK train protection system is used for this purpose, which is provided or arranged on the locomotive LOK. The ZUSI-LOK train protection system is coupled to components of an assigned AKT-LOK actuator system and to components of a SENS-LOK sensor system, which are arranged on the locomotive LOK and near the track used by the locomotive LOK. 202205095 3 The components of the AKT-LOK actuator system and the SENS-LOK sensor system communicate via antennas with assigned components of the train protection system, which are arranged or provided on the track side.If the movement of the train configuration is controlled or directed via the FS3 driver's cab of the SW control car, a ZUSI-SW train protection system is used for this purpose. The ZUSI-SW train protection system is provided or arranged on the SW control car. The ZUSI-SW train protection system is coupled with components of a dedicated AKT-SW actuator system and with components of a SENS-SW sensor system, which are located on the SW control car and near the track being traveled on. The components of the AKT-SW actuator system and the SENS-SW sensor system communicate via antennas, which are part of or an integrated part of the sensor or actuator system, with dedicated components of the train protection system, which are located or arranged on the trackside.The comparable train protection systems ZUSI-SW and ZUSI-LOK with the associated and comparable components AKT-SW and AKT-LOK, SENS-SW and SENS-LOK are identical or similar in design with the same function and are therefore present in duplicate; they are operated independently of each other. The control car SW and the locomotive LOK are connected to each other via two bus-based connections. Shown here is an Ethernet bus ETH of a data connection DV and a fieldbus BUS known as a "Wire Train Bus, WTB", as specified, for example, in DIN EN 61375. 202205095 4 The following control signals are exchanged via the Ethernet bus ETH of the data connection DV: ^ Instructions regarding heating of the carriages WA or the train configuration, ^ Instructions regarding air conditioning of the carriages WA or the train configuration, ^ Instructions for locking and unlocking doors, ^ Diagnostic information, ^ etc.The following communication signals are exchanged via the Wire Train Bus WTB: ^ Control signals relating to the drive, ^ Control signals relating to raising or lowering the pantograph of the locomotive LOK, ^ Control signals relating to braking, which occurs throughout the entire train configuration, ^ Control signals relating to alarm messages (e.g., fire alarm), ^ Control signals relating to the closing and opening of doors, ^ etc. FIG. 4 shows, with reference to FIG. 3, a schematic diagram of a known control technology architecture in the control car SW. The control car SW has a driver's cab equipment FSA-SW, which includes, for example, the following components: control levers, accelerator / brake levers, driver's cab displays, autonomous control units, etc. The control car SW has a control unit STGSUB-SW for subsystems in the cars WA, for example, a respective control system for brakes, power supply, etc.202205095 5 The driver's cab equipment FSA-SW and the STGSUB-SW control system are coupled to a vehicle control system FZLT-SW, which includes, for example, the following components: ^ a central control unit, ^ a main controller, ^ a radio transmission unit, ^ vehicle-local bus systems, ^ one or more brake control units, ^ associated decentralized I / O components, ^ etc. The vehicle control system FZLT-SW is coupled to a train protection hardware ZUSIHW-SW, which includes, for example: ^ components of the European Train Control System ETCS, or ^ components of other national train control systems, such as LZB, PZB, STM-DK, SCMT, SHP, ^ associated decentralized I / O components, ^ etc. The train protection hardware ZUSIHW-SW is in turn coupled to the components of the assigned actuator system AKT-SW and to the components of the sensor system SENS-SW, which are located on the SW control car and near the track being used.The control car-side components of the AKT-SW actuator system and the components of the SENS-SW sensor system are in turn coupled with components of a SENS-SCH sensor system and with components of an AKT-SCH actuator system (or connected to each other via antennas), which are components of a ZUSI-SCH rail-side train protection system. 202205095 6 The FZLT-SW vehicle control system is coupled with the above-mentioned WTB and ETH bus systems for signal transmission. In summary, the above-mentioned units or components ZUSI-SW / LOK, AKT-SW / LOK, and SENS-SW / LOK are installed twice on the control car SW and the locomotive LOK to enable control of the train configuration via one of the two driver's cabs FS1 and FS3. Due to the train configuration, these must be separately integrated into the various vehicle types, installed twice, and approved, which significantly complicates modifications and extensions, etc. Each of the mentioned units orComponents, in turn, require individual software, which must also be separately developed, tested, divided into versions, and approved. This results in high unit costs, very high development and approval expenditures, and has a negative impact on the planned market launch ("time to market") of a corresponding train configuration. For both such a train configuration and a (single) locomotive, it is necessary to arrange the antennas used for coupling in close proximity to the associated train protection system; long cable runs from the antenna to the train protection system are excluded. The use of additional antennas or an additional antenna arrangement at a different (assembly) location is also not possible.202205095 7 It is the object of the present invention to provide a train protection arrangement that can be implemented regardless of the previously required spatial proximity between antennas and train protection system. This object is achieved by the features of independent patent claim 1. Advantageous further developments are specified in the subclaims. The train protection arrangement according to the invention has a rail vehicle that includes a driver's cab and a train protection system. A locomotive with one or two driver's cabs can be considered as a rail vehicle, for example. In a train configuration, both the locomotive with two driver's cabs and the control car with one driver's cab can be considered as a rail vehicle. The same applies analogously to other configurations.The train protection system is coupled via a first gateway to components of an actuator system and to components of a sensor system, wherein the actuators and sensors are arranged close to the rails on the rail vehicle. The actuators and sensors each have antennas as components designed for communication between the actuators and sensors and trackside components of the train protection system. The first gateway, as a central gateway, has a mediator functionality so that a cable length-independent connection can be established between the actuators and sensors on the one hand and the train protection system on the other. From the perspective of the actuators and sensors, the first gateway simulates an input interface of the rail vehicle-side train protection system. From the perspective of the train protection system, the gateway simulates an input interface of the actuators and sensors.The first gateway provides the necessary antenna signals for the actuators and sensors of the train protection system. In a preferred development, the first gateway is designed such that, in addition to the actuators and sensors of a first train protection system, an actuator and sensor system of a second train protection system or of further train protection systems can also be connected to it simultaneously. In this case, the second train protection system is preferably also arranged on the rail vehicle. The same applies accordingly to the other train protection systems provided on the rail vehicle. This design allows use in rail vehicles that are used in cross-border traffic and therefore have the second train protection system in addition to the first train protection system.In a preferred further development, the first train protection system is designed as one of the train protection systems listed below or the first train protection system and the second train protection system are designed as a combination of two or more of the train protection systems listed below: ^ ETCS (“European Train Control System”), ^ LZB (“Linear Train Control”), ^ PZB (“Point-Type Train Control”), ^ the SCMT system (“Train Marcia del Treno Control System”), ^ the MIREL system, ^ the SHP system (“Automatic Train Control”), ^ the TGBI system (“Train Guard Basic Indusi”), ^ the ATC / STM-DK system, ^ the ATB-EG system, ^ the ATC2 system (“Automatic Train Control”). In a preferred development, the locomotive as a rail vehicle is part of a train configuration, wherein the locomotive is arranged at a first end of the train configuration in order to drive it.The train configuration also has a control car, which is arranged at a second end of the train configuration opposite the first end of the train configuration. With regard to the train configuration, the locomotive has a driver's cab referred to as the first driver's cab, while with regard to the train configuration, the control car has a driver's cab referred to as the second driver's cab. The train configuration is controlled either via the first driver's cab or the second driver's cab. 202205095 10 As shown above, the locomotive has the train protection system, which is designed for both travel control via the first driver's cab and travel control via the second driver's cab. For use as the lead rail vehicle of the train set, the control car also has actuator and sensor components, which are arranged close to the track on the control car.The actuators and sensors of the control car each have antennas as components designed to communicate between the actuators and sensors with trackside components of the train protection system. The actuators and sensors of the control car are connected to the first gateway via a second gateway. The second gateway also has an intermediary functionality, so that a cable length-independent connection can be established between the actuators and sensors of the control car, on the one hand, and the train protection system of the locomotive, on the other. From the perspective of the actuators and sensors of the control car, the second gateway simulates an input interface of the locomotive-side train protection system. From the perspective of the first gateway, the second gateway simulates an extension for connecting the actuators and sensors of the control car.The second gateway makes the required antenna signals from the actuators and sensors of the control car available to the train protection system as additional 202205095 11 signals via the first gateway. In a preferred development, the locomotive-side actuator components are identical in construction to the control car-side actuator components. In a preferred development, the locomotive-side sensor components are identical in construction to the control car-side sensor components. In a preferred development, the second gateway is connected to the first gateway via a bus-based data connection, preferably via an Ethernet bus. The train configuration is then driven by the locomotive. The use of the gateway enables the connection of further actuators orSensor technology can be implemented without influencing the train protection system, so that the train protection system can continue to use its existing interfaces unchanged. The use of the gateway enables a connection of the antennas or the associated sensors / actuators to the train protection system regardless of the cable length. The present invention reduces the control technology and hardware required in the train configuration under consideration. The present invention saves development effort and the effort required for approvals for hardware and software. 202205095 12 The present invention saves development costs. The present invention achieves a simple architecture at the device and software level, which can be easily changed and adapted. The present invention achieves simple software release management.Eliminating the need for parallel software components to be updated significantly reduces maintenance effort and costs within a product platform. The present invention achieves standardization of the locomotives of a platform with associated train configurations. The present invention enables a uniform, cost-effective approval process with a technically simple safety concept. The present invention reduces time-to-market, improves product compatibility, and provides greater customer benefit. The invention is explained in more detail below using an example drawing.1 shows a representation of the inventive arrangement for train protection based on a train configuration, FIG. 2 shows a schematic diagram of an associated architecture with reference to FIG. 1, FIG. 3 shows the train configuration described at the outset according to the prior art, and FIG. 4 shows the schematic diagram of the control technology architecture of the control car according to the prior art with reference to FIG. 3. FIG. 1 shows a representation of the inventive arrangement for train protection of a train configuration. The train configuration comprises a locomotive LOK with a driver's cab FS1, several cars WA and a control car SW, which has a so-called control head with a driver's cab FS3. The control car SW is arranged at a first end of the train configuration, while the locomotive LOK is arranged at a second end of the train configuration opposite thereto.The train configuration is driven by the locomotive LOK, which, in addition to the driver's cab FS1, also has another driver's cab FS2, which is not used in this application. The control or steering of the train configuration takes place within the framework of the classic "push-pull concept" either via the driver's cab FS1 of the locomotive or via the driver's cab FS3 of the control car SW. If the train configuration is controlled or steering via the driver's cab FS1 of the locomotive LOK, referred to as the first driver's cab, then a train protection system ZUSI-LOK is used for this purpose, which is provided or arranged on the locomotive LOK. 202205095 14 The train protection system ZUSI-LOK is coupled to components of an assigned actuator system AKT-LOK and to components of a sensor system SENS-LOK, which are arranged close to the track on the locomotive LOK.If the train configuration is controlled or directed via the FS3 driver's cab of the SW control car, designated as the second driver's cab, then the ZUSI-LOK train protection system of the LOK locomotive is also used for this purpose. For this purpose, the ZUSI-LOK train protection system is coupled with components of an assigned AKT-SW actuator system and with components of a SENS-SW sensor system, which are located on the SW control car and near the track being traveled on. The comparable components AKT-SW and SENS-SW or AKT-LOK and SENS-LOK are identical or similar in design, but offer the same functionality and are therefore present in duplicate. However, they are operated via the ZUSI-LOK train protection system, which is only present once. For this purpose, the SW control car and the LOK locomotive communicate with each other via a bus-based connection, which is shown as an example as an Ethernet bus ETH of a DV data connection.The following control signals are exchanged via the Ethernet bus ETH of the DV data connection: ^ Control signals from the driver's cab FSA-SW of the control car SW ^ Control signals from and to the subsystems STGSUB-SW of the control car SW 202205095 15 ^ Signals from and to the actuators AKT-SW and sensors SENS-SW of the train protection systems ^ etc. The train protection system ZUSI-LOK is coupled via a first gateway GW1 to the locomotive-side components of the actuator system AKT-LOK and to the locomotive-side components of the sensor system SENS-LOK, whereby the actuator system AKT-LOK and the sensor system SENS-LOK are arranged close to the track on the locomotive LOK. The ZUSI-LOK train protection system is coupled via a second gateway GW2 to the control car-side components of the AKT-SW actuator system and to the control car-side components of the SENS-SW sensor system. The AKT-SW actuator system and the SENS-SW sensor system are located close to the track on the SW control car. The respective AKT-LOK, AKT-SW, and SENS-SW actuator systems are connected to the control car.The SENS-LOK and SENS-SW sensors each include antennas, via which the respective actuators or sensors communicate with associated components that are arranged or provided trackside as part of the ZUSI-LOK train protection system. The first and second gateways GW1 and GW2 have an intermediary functionality, so that a length-independent connection between the actuators or sensors on the one hand and the train protection system on the other can be implemented or is enabled. From the perspective of the respective actuators or sensors, the associated gateway simulates an input interface of the train protection system. 202205095 16 From the perspective of the train protection system, the two gateways simulate input interfaces of the respective actuators or sensors. They provide the antenna signals required for the train protection system. FIG. 2 shows a schematic diagram of an associated architecture with reference to FIG. 1.On the control car side, the components of the AKT-SW actuator system and the components of the SENS-SW sensor system are coupled with assigned components of an AKT-SCH actuator system or components of a SENS-SCH sensor system, which are components of a rail-side train protection system ZUSI-SCH. The control car-side components of the AKT-SW actuator system and the SENS-SW sensor system are connected to the first gateway GW1 via a control car-side gateway GW2 using an Ethernet-based data connection ETH. On the locomotive side, the components of the AKT-LOK actuator system and the components of the SENS-LOK sensor system are coupled with the assigned components of the AKT-SCH actuator system or components of the SENS-SCH sensor system, which are components of the ZUSI-SCH rail-side train protection system. The locomotive-side components of the AKT-SW actuator system and the SENS-SW sensor system are connected to the locomotive-side train protection system ZUSI-LOK via the locomotive-side first gateway GW1.The signals from the respective actuators and sensors are transmitted via the two gateways GW1 and GW2. 202205095 17 The respective actuators and sensors each have their own antennas, via which the respective actuators and sensors communicate with the rail-side components that are arranged or provided on the trackside as part of the train protection system. The first and second gateways GW1 and GW2 have an intermediary function so that a length-independent connection between the actuators and sensors on the one hand and the train protection system on the other can be implemented or is enabled. From the perspective of the respective actuators and sensors, the two gateways simulate an input interface of the ZUSI-LOK train protection system. From the perspective of the ZUSI-LOK train protection system, the first gateway GW1 simulates an input interface of the respective actuators and sensors.Sensors that provide the antenna signals necessary for the train protection system. From the perspective of the first gateway GW1, the second gateway GW2 simulates an extension for connecting the actuators and sensors of the control car.

Claims

202205095 18 claims 1. Arrangement for train protection, ^ with a rail vehicle (LOK) which includes a driver's cab and a train protection system (ZUSI-LOK) as the first train protection system, ^ in which the train protection system (ZUSI-LOK) is coupled via a first gateway (GW1) to components of an actuator system (AKT-LOK) and to components of a sensor system (SENS-LOK), ^ in which the actuator system (AKT-LOK) and the sensor system (SENS-LOK) are arranged on the rail vehicle (LOK) close to the rails, ^ in which the actuator system (AKT-LOK) and the sensor system (SENS-LOK) have antennas as respective components which are used for communication between the actuator system (AKT-LOK) and the sensor system (SENS-LOK) with trackside components (ZUSI-SCH) of the train protection system (ZUSI-LOK) are formed, ^ in which the first gateway (GW1) has a mediator functionality,so that a cable length-independent connection is realized between the actuators (AKT-LOK) and the sensors (SENS-LOK) on the one hand and the train protection system (ZUSI-LOK) on the other hand, ^ whereby, from the perspective of the actuators (AKT-LOK) and the sensors (SENS-LOK), the first gateway (GW1) is designed to simulate an input interface of the rail vehicle-side train protection system (ZUSI-LOK), ^ whereby, from the perspective of the train protection system (ZUSI-LOK), the first gateway (GW1) is designed to simulate an input interface of the actuators (AKT-LOK) and the sensors (SENS-LOK), 202205095 19 ^ so that the required antenna signals of the actuators (AKT-LOK) and the sensors (SENS-LOK) for the train protection system (ZUSI-LOK) are made available via the first gateway (GW1).

2. Arrangement according to claim 1, wherein the first gateway (GW1) is designed such that, in addition to the actuators (AKT-LOK) and the sensors (SENS-LOK) of the first train protection system, an actuator (AKT-LOK) and a sensor (SENS-LOK) of a second train protection system can also be connected to it simultaneously, and wherein the second train protection system is also arranged on the rail vehicle (LOK). 3.Arrangement according to claim 1 or claim 2, ^ in which the first train protection system is designed as one of the following train protection systems, or ^ in which the first train protection system and the second train protection system are designed as a combination of two or more of the following train protection systems: ^ as the ETCS system, ^ as the LZB system, ^ as the PZB system, ^ as the SCMT system, ^ as the MIREL system, ^ as the SHP system, ^ as the TGBI system, ^ as the ATC / STM-DK system, ^ as the ATB-EG system, ^ as the ATC2 system. 202205095 20 4. Arrangement according to one of the preceding claims, ^ in which a locomotive (LOK) is part of a train configuration as a rail vehicle, ^ in which the locomotive (LOK) is arranged at a first end of the train configuration in order to drive it, ^ in which the train configuration has a control car (SW) which is arranged at a second end of the train configuration opposite the first end of the train configuration, ^ in which the locomotive (LOK) has a driver's cab referred to as a first driver's cab (FS1) with regard to the train configuration, ^ in which the control car (SW) has a driver's cab referred to as a second driver's cab (FS3) with regard to the train configuration, ^ in which the travel of the train configuration can be controlled either via the first driver's cab (FS1) or via the second driver's cab (FS3),^ in which the train protection system (ZUSI-LOK) of the locomotive (LOK) is designed both for travel control via the first driver's cab (FS1) and for travel control via the second driver's cab (FS3).

5. Arrangement according to claim 4, ^ in which the control car (SW) for use as the leading rail vehicle of the train set also has components of an actuator system (AKT-SW) and components of a sensor system (SENS-SW) that are arranged close to the rails on the control car (SW), ^ in which the actuator system (AKT-SW) and the sensor system (SENS-SW) of the control car (SW) have antennas as respective components that are used for communication between the actuator system (AKT-SW) and the sensor system (SENS-SW) with trackside, 202205095 21 arranged components (ZUSI-SCH) of the train protection system (ZUSI-LOK).

6. Arrangement according to claim 5, in which the actuator system (AKT-SW) and the sensor system (SENS-SW) of the control car (SW) are connected to the first gateway (GW1) via a second gateway (GW2).

7. Arrangement according to claim 6, ^ in which the second gateway (GW2) also has a switchboard functionality, so that a cable length-independent connection can be established between the actuator system (AKT-SW) and sensor system (SENS-SW) of the control car (SW), on the one hand, and the train protection system (ZUSI-LOK) of the locomotive (LOK), on the other hand.^ in which, from the perspective of the actuators (AKT-SW) and the sensors (SENS-SW) of the control car (SW), the second gateway (GW2) is designed to simulate an input interface of the locomotive-side train protection system (ZUSI-LOK), ^ in which, from the perspective of the first gateway (GW1), the second gateway (GW2) is designed as an extension for connecting the actuators (AKT-SW) and the sensors (SENS-SW) of the control car (SW), ^ so that antenna signals required by the actuators (AKT-SW) and the sensors (SENS-SW) of the control car (SW) are made available to the train protection system (ZUSILOK) as additional signals via the first gateway (GW1) via the second gateway (GW2). 202205095 22 8. Arrangement according to claim 6 or 7, wherein the second gateway (GW) is connected to the first gateway (GW1) via a bus-based data connection, preferably via an Ethernet bus (ETH).

Images