Arrangement for train protection
The train protection system with gateways simplifies communication between actuators and sensors on rail vehicles, reducing costs and complexity by eliminating the need for duplicate installations and enabling standardized locomotives with faster market entry.
Patent Information
- Application Number
- EP2023713582
- Authority / Receiving Office
- EP · EP
- Patent Type
- Patents
- Current Assignee / Owner
- Priority Date
- 2022-04-12
- Filing Date
- 2023-03-15
- Publication Date
- 2025-12-31
- Estimated Expiration
- 2043-03-15
AI Technical Summary
Existing train protection systems require duplicate installations and complex integration in different vehicle types, leading to high development and approval costs, and are limited by spatial proximity to antennas, complicating changes and extensions.
A train protection system with a first and second gateway that enables communication between actuators and sensors on the rail vehicle and the train protection system independently of cable length, allowing for a unified interface and reducing the need for duplicate installations.
This solution simplifies the architecture, reduces development and approval costs, and enables easier modifications, while allowing for standardized locomotives and improved market readiness.
Smart Images
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Abstract
Description
[0001] The invention relates to an arrangement for train protection with a rail vehicle that has a driver's cab, in particular with a locomotive.
[0002] Train protection systems are used to prevent collisions between rail vehicles in rail traffic. At least one train protection system is installed in every leading rail vehicle, i.e., every rail vehicle with a driver's cab.
[0003] Document WO 2020 259 966 A1 shows a train with a head car and a tail car, wherein both the head car and the tail car are equipped for train control, and both the head car and the tail car each have a control unit for automatic train control.
[0004] Examples of train control systems include: ETCS ("European Train Control System"), LZB ("Linienzugbeeinflussung"), PZB ("Punktgelenk-gestalten Zugbeeinflussung"), the SCMT system ("Sistema di Controllo della Marcia del Treno"), the MIREL system, the SHP system ("Samoczynne Hamowanie Pociagu"), the TGBI system ("Train Guard Basic Indusi"), the ATC / STM-DK system, the ATB-EG system, the ATC2 system ("Automatic Train Control"), etc.
[0005] Accordingly, a train configuration with a driving locomotive and a control car (i.e., a car with a control head) has two mounting locations for train protection systems: a first train protection system is located in the locomotive and a second (identical) train protection system is located in the control car.
[0006] FIG 3 shows an example of such a train configuration of the known state of the art, comprising a locomotive LOK, several carriages WA and a control car SW, wherein the control car SW has a driver's cab for controlling and operating the train configuration.
[0007] The control car SW is located at one end of the train configuration, while the locomotive LOK is located at the opposite end of the train configuration.
[0008] The train configuration is driven by the locomotive LOK, which has two driver's cabs FS1 and FS2.
[0009] The control or steering of the train configuration is carried out within the framework of the classic "push-pull concept" either via the driver's cab FS1 of the locomotive or via a driver's cab FS3 of the control car SW.
[0010] If the train configuration is controlled or managed via the driver's cab FS1 of the locomotive LOK, then a train protection system ZUSI-LOK is used for this purpose, which is provided or ordered by the locomotive LOK.
[0011] The ZUSI-LOK train protection system is coupled with components of an associated actuator system AKT-LOK and with components of a sensor system SENS-LOK, which are located on the locomotive LOK and near the rail traveled by the locomotive LOK.
[0012] The components of the actuator system AKT-LOK and the sensor system SENS-LOK communicate via antennas with associated components of the train protection system, which are located or provided along the trackside.
[0013] If the train configuration is controlled or operated via the driver's cab FS3 of the control car SW, then a train protection system ZUSI-SW is used for this purpose, which is provided or arranged by the control car SW.
[0014] The ZUSI-SW train protection system is coupled with components of an associated actuator system AKT-SW and with components of a sensor system SENS-SW, which are located on the control car SW and near the track being traveled.
[0015] The components of the actuator system AKT-SW and the sensor system SENS-SW communicate via antennas, which are part or an integrated part of the sensor system or actuator system, with associated components of the train protection system, which are located or provided on the trackside.
[0016] 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 duplicated; they are operated independently of each other.
[0017] The control car SW and the locomotive LOK are connected via two bus-based connections. Shown here is an Ethernet bus ETH, a data connection DV, and a fieldbus BUS designated as a "Wire Train Bus, WTB," as specified, for example, in DIN EN 61375.
[0018] 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 for air conditioning of the carriages WA or the train configuration, instructions for locking and unlocking doors, diagnostic information, etc.
[0019] 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, control signals relating to braking, which is carried out by the entire train configuration, control signals relating to alarm messages (e.g. fire alarm), control signals relating to closing and opening doors, etc.
[0020] FIG 4 shows with reference to FIG 3 A schematic representation of a well-known control technology architecture in the SW control car.
[0021] The SW control car features a driver's cab equipment FSA-SW, which includes, for example, the following components: operating levers, driving and braking levers, driver's cab displays, self-contained control units, etc.
[0022] The SW control car has an STGSUB-SW control system for subsystems in the WA cars, for example, separate controls for brakes, power supply, etc.
[0023] The driver's cab equipment FSA-SW and the control system STGSUB-SW are coupled with 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.
[0024] The vehicle control system FZLT-SW is coupled with 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.
[0025] The train protection hardware ZUSIHW-SW is in turn coupled with the components of the associated actuator system AKT-SW and with the components of the sensor system SENS-SW, which are located on the control car SW and near the track being traveled.
[0026] The control car-side components of the actuator system AKT-SW and the sensor system components SENS-SW are in turn coupled (or connected via antennas) to components of a sensor system SENS-SCH and to components of an actuator system AKT-SCH, which are components of a rail-side train protection system ZUSI-SCH.
[0027] The vehicle control system FZLT-SW is coupled with the above-mentioned bus systems WTB, ETH for signal transmission.
[0028] In summary, the above-mentioned units or components ZUSI-SW / LOK, AKT-SW / LOK, SENS-SW / LOK are installed twice on the control car SW and the locomotive LOK in order to enable the control of the train configuration via one of the two driver's cabs FS1, FS3.
[0029] With regard to train configuration, these must be integrated separately into the different vehicle types, installed in duplicate and approved, which significantly complicates changes, extensions, etc.
[0030] Each of the aforementioned units or components requires its own individual software, which must also be developed separately, tested, divided into versions, and approved.
[0031] This results in high unit costs, very high development and approval costs, and has a negative impact on the planned market launch ("time-to-market") of a corresponding train configuration.
[0032] For both such a train configuration and for a (single) locomotive, it is necessary to arrange the antennas used for coupling in close proximity to the associated train protection system; longer cable runs from the antenna to the train protection system are excluded.
[0033] It is also not possible to use additional antennas or an additional antenna arrangement at a different (mounting) location.
[0034] The object of the present invention is to provide an arrangement for train protection that can be implemented independently of the previously required spatial proximity between antennas and train protection system.
[0035] This problem is solved by the features of independent claim 1.
[0036] Beneficial further training opportunities are listed in the sub-requirements.
[0037] The train protection arrangement according to the invention comprises a rail vehicle that includes a driver's cab and a train protection system.
[0038] A locomotive with one or two driver's cabs could be considered a rail vehicle. In a train configuration, both the locomotive with two driver's cabs and the control car with one driver's cab could be considered a rail vehicle. The same applies analogously to other configurations.
[0039] The train protection system is coupled via a first gateway with components of an actuator system and with components of a sensor system, whereby the actuators and the sensors are arranged close to the rail vehicle.
[0040] The actuators and sensors each have antennas as components, which are designed for communication between the actuators and sensors and trackside components of the train protection system.
[0041] The first gateway, as the central gateway, has an intermediary functionality, enabling a connection between the actuators and sensors on the one hand and the train protection system on the other, regardless of cable length.
[0042] From the perspective of actuators and sensors, the first gateway simulates an input interface of the train control system on the rail vehicle side.
[0043] From the perspective of the train control system, the gateway simulates an input interface for the actuators and sensors.
[0044] The first gateway provides the necessary antenna signals for the actuators and sensors of the train control system.
[0045] In a preferred further development, the first gateway is designed in such a way that, in addition to the actuators and sensors of a first train protection system, actuators and sensors of a second train protection system or of further train protection systems can also be connected to it simultaneously.
[0046] In this case, it is preferable that the second train protection system is also installed on the side of the rail vehicle.
[0047] The same applies analogously to the other train protection systems provided on the rail vehicle.
[0048] This design allows its use in rail vehicles that are used in cross-border traffic and therefore have a second train protection system in addition to the first.
[0049] In a preferred advanced training, the first train protection system is trained as one of the train protection systems listed below, or the first train protection system and the second train protection system are trained as a combination of two or more of the train protection systems listed below: ETCS ("European Train Control System"), LZB ("Linienzugbeeinflussung"), PZB ("Punktgelenkbeeinflussung"), the SCMT system ("Sistema di Controllo della Marcia del Treno"), the MIREL system, the SHP system ("Samoczynne Hamowanie Pociagu"), the TGBI system ("Train Guard Basic Indusi"), the ATC / STM-DK system, the ATB-EG system, the ATC2 system ("Automatic Train Control").
[0050] In a preferred further development, the locomotive is a rail vehicle that is part of a train configuration, with the locomotive being located at a first end of the train configuration to propel it.
[0051] The train configuration also includes a control car located at a second end of the train configuration opposite the first end.
[0052] The locomotive has a cab designated as the first cab, while the control car has a cab designated as the second cab. The train is controlled from either the first or the second cab.
[0053] As shown above, the locomotive has the train protection system, which is designed for both driving control via the first driver's cab and driving control via the second driver's cab.
[0054] For use as the leading rail vehicle of the train consist, the control car also has actuator components and sensor components that are located close to the rails on the control car.
[0055] The actuators and sensors of the control car each include antennas designed for communication between the actuators and sensors and trackside components of the train protection system.
[0056] The actuators and sensors of the control car are connected to the first gateway via a second gateway.
[0057] The second gateway also has an intermediary functionality, so that a connection independent of cable length between the actuators and sensors of the control car on the one hand and the train protection system of the locomotive on the other hand is possible.
[0058] 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.
[0059] From the perspective of the first gateway, the second gateway simulates an extension for connecting the actuators and sensors of the control car.
[0060] The second gateway thus provides the train control system with the necessary antenna signals from the actuators and sensors of the control car as additional signals via the first gateway.
[0061] In a preferred further development, the locomotive-side components of the actuators are identical in construction to the control car-side components of the actuators.
[0062] In a preferred further development, the locomotive-side sensor components are identical in construction to the control car-side sensor components.
[0063] In a preferred further development, the second gateway is connected to the first gateway via a bus-based data connection, preferably via an Ethernet bus.
[0064] The train configuration is then driven by the locomotive.
[0065] The use of the gateway makes it possible to connect additional actuators or sensors without affecting the train protection system, so that the train protection system can continue to use its existing interfaces unchanged.
[0066] The use of the gateway enables a connection of the antennas or the associated sensors / actuators to the train protection system that is independent of cable length.
[0067] The present invention reduces the control technology and hardware required in the considered train configuration.
[0068] The present invention saves development costs and costs associated with obtaining approvals for hardware and software.
[0069] The present invention saves development costs.
[0070] The present invention achieves a simple architecture at the device and software level, which is correspondingly easy to modify or adapt.
[0071] The present invention enables simplified software release management. By eliminating the need for parallel updates to software components, significantly reduced maintenance effort and lower costs are achieved within a product platform.
[0072] The present invention achieves a standardization of the locomotives of a platform with associated train configurations.
[0073] The present invention enables a uniform, cost-effective approval procedure with a technically simple safety concept.
[0074] The present invention reduces the "time-to-market" time, achieves better product compatibility and high customer benefits.
[0075] The invention is explained in more detail below with the aid of an example drawing. The drawing shows: FIG 1 a representation of the inventive arrangement for train protection using a train configuration, FIG 2 with reference to FIG 1 a schematic representation of an associated architecture, FIG 3 the train configuration described at the beginning, in accordance with the state of the art and FIG 4 with reference to FIG 3 The principle diagram of the control technology architecture of the control car described at the beginning, according to the state of the art.
[0076] FIG 1 shows a representation of the arrangement according to the invention for securing a train configuration.
[0077] The train configuration includes a locomotive LOK with a driver's cab FS1, several carriages WA and a control car SW, which has a so-called control head with a driver's cab FS3.
[0078] The control car SW is located at one end of the train configuration, while the locomotive LOK is located at the opposite end of the train configuration.
[0079] 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.
[0080] The control or steering of the train configuration is carried out 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.
[0081] If the journey of the train configuration is controlled or managed via the driver's cab FS1 of the locomotive LOK, which is designated as the first driver's cab, then a train protection system ZUSI-LOK is used for this purpose, which is provided or arranged by the locomotive LOK.
[0082] The ZUSI-LOK train protection system is coupled with components of an associated actuator system AKT-LOK and with components of a sensor system SENS-LOK, which are located close to the rails on the locomotive LOK.
[0083] If the journey of the train configuration is controlled or managed via the driver's cab FS3 of the control car SW, which is designated as the second driver's cab, then the ZUSI-LOK train protection system of the locomotive LOK is also used for this purpose.
[0084] For this purpose, the ZUSI-LOK train protection system is coupled with components of an associated actuator system AKT-SW and with components of a sensor system SENS-SW, which are located on the control car SW and near the track being traveled.
[0085] The comparable components AKT-SW and SENS-SW, or AKT-LOK and SENS-LOK, are identical or similar in design, but exhibit 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.
[0086] For this purpose, the control car SW and the locomotive LOK communicate with each other via a bus-based connection, which is exemplified as an Ethernet bus ETH of a data connection DV.
[0087] The following control signals are exchanged via the Ethernet bus ETH of the data connection DV, for example: Control signals from the driver's cab FSA-SW of the control car SW; control signals to and from the subsystems STGSUB-SW of the control car SW; signals to and from the actuators AKT-SW and sensors SENS-SW of the train protection systems, etc.
[0088] The ZUSI-LOK train protection system 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 rail on the locomotive LOK.
[0089] The ZUSI-LOK train protection system is coupled via a second gateway GW2 to the control car-side components of the actuator system AKT-SW and to the control car-side components of the sensor system SENS-SW, whereby the actuator system AKT-SW and the sensor system SENS-SW are arranged close to the rail on the control car SW.
[0090] The respective actuators AKT-LOK, AKT-SW and sensor systems SENS-LOK, SENS-SW each have antennas as components, through which the respective actuator or sensor system communicates with associated components that are arranged or provided for trackside as part of the ZUSI-LOK train protection system.
[0091] The first and second gateways GW1 and GW2 have a mediator functionality, so that a length-independent connection between the actuators or sensors on the one hand and the train protection system on the other hand is possible or enabled.
[0092] From the perspective of the respective actuators or sensors, the associated gateway simulates an input interface of the train protection system.
[0093] From the perspective of the train control system, the two gateways simulate the input interfaces of the respective actuators and sensors. They provide the necessary antenna signals for the train control system.
[0094] FIG 2 shows with reference to FIG 1 a schematic representation of a related architecture.
[0095] On the control car side, the components of the actuator system AKT-SW and the components of the sensor system SENS-SW are coupled with associated components of an actuator system AKT-SCH or components of a sensor system SENS-SCH, which are components of a rail-side train protection system ZUSI-SCH.
[0096] The control car-side components of the actuators AKT-SW and the sensors SENS-SW are connected to the first gateway GW1 via a control car-side gateway GW2 using an Ethernet-based data connection ETH.
[0097] On the locomotive side, the components of the actuator system AKT-LOK and the components of the sensor system SENS-LOK are coupled with the associated components of the actuator system AKT-SCH or components of the sensor system SENS-SCH, which are components of the rail-side train protection system ZUSI-SCH.
[0098] The locomotive-side components of the actuator system AKT-SW and the sensor system SENS-SW are connected to the locomotive-side train protection system ZUSI-LOK via the locomotive-side first gateway GW1.
[0099] The signal transmission from the respective actuators or sensors is carried out via the two gateways GW1, GW2.
[0100] The respective actuators or sensors each have antennas as a component, via which the respective actuators or sensors communicate with the trackside components, which are arranged or provided as part of the train protection system.
[0101] The first and second gateways GW1 and GW2 have a mediator functionality, so that a length-independent connection between the actuators or sensors on the one hand and the train protection system on the other hand is possible or enabled.
[0102] From the perspective of the respective actuators and sensors, the two gateways simulate an input interface of the ZUSI-LOK train protection system.
[0103] From the perspective of the ZUSI-LOK train protection system, the first gateway GW1 simulates an input interface of the respective actuators or sensors, which provide the necessary antenna signals for the train protection system.
[0104] 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
1. Arrangement for train protection, - comprising a rail vehicle (LOK) that contains a driver's cab and a train protection system (ZUSI-LOK) as a first train protection system, - in which the train protection system (ZUSI-LOK) is coupled to components of an actuator system (AKT-LOK) and to components of a sensor system (SENS-LOK) by way of a first gateway (GW1), - 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, as respective elements, antennas designed to allow the actuator system (AKT-LOK) and the sensor system (SENS-LOK) to communicate with components (ZUSI-SCH) of the train protection system (ZUSI-LOK) that are arranged on the track, - in which the first gateway (GW1) has a mediator functionality, and so a cable-length-independent connection is realized between the actuator system (AKT-LOK) and the sensor system (SENS-LOK) on the one hand and the train protection system (ZUSI-LOK) on the other hand, - wherein from the point of view of the actuator system (AKT-LOK) and the sensor system (SENS-LOK) the first gateway (GW1) is designed to simulate an input interface of the rail-vehicle-sited train protection system (ZUSI-LOK), - wherein from the point of view of the train protection system (ZUSI-LOK) the first gateway (GW1) is designed to simulate an input interface of the actuator system (AKT-LOK) and the sensor system (SENS-LOK), - and so the first gateway (GW1) is used to provide required antenna signals of the actuator system (AKT-LOK) and the sensor system (SENS-LOK) for the train protection system (ZUSI-LOK).
2. Arrangement according to Claim 1, in which the first gateway (GW1) is designed such that besides the actuator system (AKT-LOK) and the sensor system (SENS-LOK) of the first train protection system an actuator system (AKT-LOK) and a sensor system (SENS-LOK) of a second train protection system are also able to be connected to said first gateway at the same time, and in which the second train protection system is also arranged on the rail vehicle (LOK).
3. Arrangement according to Claim 1 or according to Claim 2, - in which the first train protection system is in the form of one of the following train protection systems, or - in which the first train protection system and the second train protection system are in the form of a combination of two or more of the following train protection systems: - an ETCS system, - an LZB system, - a PZB system, - an SCMT system, - a MIREL system, - an SHP system, - a TGBI system, - an ATC / STM-DK system, - an ATB-EG system, - an ATC2 system.
4. Arrangement according to one of the preceding claims, - in which a locomotive (LOK) as the rail vehicle is part of a train configuration, - in which the locomotive (LOK) is arranged at a first end of the train configuration in order to drive said train configuration, - in which the train configuration has a control car (SW) that is arranged at a second end of the train configuration, which is opposite the first end of the train configuration, - in which in reference to the train configuration the locomotive (LOK) has a driver's cab referred to as the first driver's cab (FS1), - in which in reference to the train configuration the control car (SW) has a driver's cab referred to as the second driver's cab (FS3), - in which the movement of the train configuration can be controlled either by way of the first driver's cab (FS1) or by way of the second driver's cab (FS3), - in which the train protection system (ZUSI-LOK) of the locomotive (LOK) is designed both for movement control by way of the first driver's cab (FS1) and for movement control by way of the second driver's cab (FS3).
5. Arrangement according to Claim 4, - in which, for use as a lead rail vehicle of the train formation, the control car (SW) likewise has components of an actuator system (AKT-SW) and components of a sensor system (SENS-SW) that are arranged on the control car (SW) close to the rails, - in which the actuator system (AKT-SW) and the sensor system (SENS-SW) of the control car (SW) have, as respective elements, antennas designed to allow the actuator system (AKT-SW) and the sensor system (SENS-SW) to communicate with components (ZUSI-SCH) of the train protection system (ZUSI-LOK) that are arranged on the track.
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) by way of a second gateway (GW2).
7. Arrangement according to Claim 6, - in which the second gateway (GW2) likewise has a mediator functionality, and so a cable-length-independent connection is able to be made between the actuator system (AKT-SW) and the 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 point of view of the actuator system (AKT-SW) and the sensor system (SENS-SW) of the control car (SW) the second gateway (GW2) is designed to simulate an input interface of the locomotive-sited train protection system (ZUSI-LOK), - in which from the point of view of the first gateway (GW1) the second gateway (GW2) is in the form of an extension for connecting the actuator system (AKT-SW) and the sensor system (SENS-SW) of the control car (SW), - and so the second gateway (GW2) is used to provide the train protection system (ZUSI-LOK) with required antenna signals of the actuator system (AKT-SW) and the sensor system (SENS-SW) of the control car (SW) as additional signals by way of the first gateway (GW1).
8. Arrangement according to Claim 6 or 7, in which the second gateway (GW) is connected to the first gateway (GW1) via a bus-based data connection, preferably via an Ethernet bus (ETH).
Citation Information
Patent Citations
Train control system
EP1681222B1