Train preparation method and gateway for a train preparation method

Abstract

The invention relates to, inter alia, a train preparation method, in which a stabled, not-yet-operational rail vehicle (10) is brought into an operational state. According to the invention, the train preparation takes place in an active position of at least one current collector (20) of the rail vehicle (10) and the rail vehicle (10) is supplied with electrical energy by an electrical current flowing via the at least one current collector (20), wherein a gateway (15) monitors at least one status of at least one component of the rail vehicle (10) and generates an error signal if the status deviates from a target status specified for a train preparation, and, in the event of the error signal, transmits a message (N) with the gateway's own mobile-radio-compatible communications interface.

Description

[0001] Description

[0002] Train preparation procedure and gateway for a train preparation procedure

[0003] The invention relates to a railway train preparation method in which a parked, not yet operational rail vehicle is brought into an operational state.

[0004] Previously known train preparation procedures include a multitude of preparatory measures that nowadays require personnel-intensive monitoring.

[0005] The invention is based on the object of specifying a train preparation method which requires less local personnel presence during the execution of the train preparation method than previous train preparation methods.

[0006] This object is achieved according to the invention by a train preparation method having the features according to claim 1. Advantageous embodiments of the train preparation method according to the invention are specified in the subclaims.

[0007] According to the invention, the train preparation is carried out when at least one pantograph of the rail vehicle is in the active position and the rail vehicle is supplied with electrical energy by an electrical current flowing via the at least one pantograph, wherein a gateway monitors at least one status of at least one component of the rail vehicle and, if the status deviates from a target status specified for train preparation, generates an error signal and, if the error signal is present, sends a message using a gateway-specific mobile radio-compatible communication interface.

[0008] A key advantage of the train preparation method according to the invention lies in the use of the gateway, which automatically performs status monitoring and sends corresponding messages in the event of unexpected status deviations. For example, an SMS or similar message can be sent to operating personnel not present on site if a status problem is detected. The presence of operating personnel during the train preparation process can thus be reduced.

[0009] It is advantageous if the at least one component or at least one of the components whose status is monitored is the at least one current collector.

[0010] In the latter embodiment of the train preparation method, it is advantageous if the status of at least one pantograph is monitored as its position and the error signal is generated when the pantograph is lowered.

[0011] Alternatively, it is considered advantageous if the status of at least one pantograph is monitored as its control state, i.e., the control status, and the error signal is generated when the control state of the pantograph defines a lowering of the pantograph. In the latter embodiment, a separate position sensor for detecting the position of the pantograph can advantageously be dispensed with.

[0012] The monitoring of the control state of the at least one current collector preferably consists in, or preferably at least also includes, monitoring the transmission of a lowering control command which causes the at least one current collector to be lowered.

[0013] If the gateway detects a lowering control command during train preparation, it preferably generates the error signal and the corresponding message. The gateway is preferably connected to a rail vehicle-side data bus.

[0014] The gateway preferably monitors the data traffic on the data bus , and the status monitoring is preferably carried out by evaluating the data traffic on the data bus .

[0015] If the error signal is present, the gateway sends a message, preferably via a mobile radio network, in which the presence of the error signal, the pantograph lowering and / or a malfunction in the train preparation is communicated.

[0016] In other words, the monitoring of the data bus preferably includes monitoring the data bus for the transmission of a lowering control command which causes a lowering of the at least one pantograph and, upon detection of the lowering control command, transmitting the message via the mobile radio network that a fault in the train preparation has occurred and / or a lowering control command has been detected.

[0017] The message generated by the gateway is preferably sent as an SMS, as a push message or as an email via the mobile radio network, either to another mobile radio terminal or to a trackside control center, in particular a cloud-based control center.

[0018] Alternatively or additionally, it can advantageously be provided that the at least one component or at least one of the components whose status is to be monitored is an electrical load connected to the current collector. The load is preferably a heating component, a cooling component, or an air conditioning unit.

[0019] Particularly in the latter embodiment, it is considered advantageous if the temperature development within the rail vehicle is recorded by means of a temperature sensor and a deviation of the status of the component from its target status is concluded if the measured temperature development deviates from a temperature development specified for train preparation by more than a specified amount.

[0020] By means of the temperature sensor, the temperature development within a loading section of the rail vehicle can be advantageously monitored.

[0021] It is considered particularly advantageous if the at least one component or at least one of the components whose status is to be monitored is connected to a rail vehicle-side data bus and the status of the component is detected by observing the data traffic on the data bus, in particular by observing control commands transmitted via the data bus or measurement signals transmitted via the data bus or signal levels present on the data bus or process data transmitted via the data bus.

[0022] The invention also relates to a gateway. According to the invention, the gateway is designed for connection to a data bus of a rail vehicle and for monitoring the data traffic on the data bus, and the gateway is also designed to monitor a status of at least one component of the rail vehicle on the basis of the data traffic and to generate an error signal if the status deviates from a target status predetermined for train preparation and, if the error signal is present, to send a message using a gateway-specific mobile radio-compatible communication interface which communicates the presence of the error signal and / or a fault in the train preparation and / or the status deviation and / or the status change.

[0023] With regard to the advantages of the gateway according to the invention and its advantageous embodiments, reference is made to the above statements in connection with the train preparation method according to the invention and its advantageous embodiments.

[0024] The gateway is preferably designed to carry out the train preparation procedure described above.

[0025] It is advantageous if the gateway is designed to monitor control commands transmitted via the data bus, measurement signals transmitted via the data bus and / or signal levels present on the data bus and / or process data transmitted via the data bus.

[0026] It is also advantageous if the gateway is also designed to monitor at least one status of at least one component of the rail vehicle based on the control commands transmitted via the data bus, the measurement signals transmitted via the data bus and / or the signal levels present on the data bus and / or the process data and to generate the error signal if the status deviates from a target status specified for train preparation.

[0027] It is particularly advantageous if the gateway is designed to monitor the data bus during train preparation for the transmission of a lowering control command which causes at least one pantograph to be lowered and, upon detection of the lowering control command, to transmit the message via a mobile radio network that a fault in the train preparation has occurred and / or a lowering control command has been detected.

[0028] The gateway preferably comprises the aforementioned mobile radio-compatible communication interface, a computing device that can be connected to the data bus and receive data via it, and a memory in which a software program is stored that, when executed by the computing device, enables the described operation of the gateway. The invention also relates to a rail vehicle. According to the invention, the rail vehicle is equipped with a gateway as described above.

[0029] The gateway is preferably a separate or independent component from a vehicle control unit of the rail vehicle. For example, the gateway can be a retrofit component that has been retrofitted into an existing rail vehicle by connecting it to a rail vehicle-side data bus.

[0030] The invention is explained in more detail below using exemplary embodiments; by way of example,

[0031] Figure 1 shows an embodiment of a rail vehicle according to the invention, which is equipped with an embodiment of a gateway according to the invention, wherein a pantograph of the rail vehicle is connected to a track-side power supply network in a raised position,

[0032] Figure 2 shows the rail vehicle according to Figure 1 , with the pantograph lowered,

[0033] Figure 3 shows the monitoring of a rail vehicle data bus by the gateway during a train preparation phase,

[0034] Figure 4 shows a further exemplary embodiment of a rail vehicle according to the invention, in which a sensor is additionally connected to a data bus and the gateway monitors the status of an electrical consumer of the rail vehicle by monitoring the sensor signal of the sensor,

[0035] Figure 5 shows a third embodiment of a rail vehicle according to the invention, in which a position sensor is additionally connected to the data bus, and

[0036] Figure 6 shows an embodiment of a gateway according to the invention in more detail.

[0037] For the sake of clarity, the same reference symbols are used in the figures for identical or comparable components.

[0038] Figure 1 shows an exemplary embodiment of a rail vehicle 10 which is equipped with an exemplary embodiment of a gateway 15 according to the invention and is connected to a track-side energy supply network 25 via a current collector 20.

[0039] For raising and lowering the current collector 20, a current collector drive 20a is provided, which in the embodiment according to Figure 1 is connected to a data bus 30. The data bus 30 enables a vehicle control unit 35 to control the current collector drive 20a using control signals ST and thereby trigger a lowering or raising of the current collector 20, as indicated by a double arrow P in Figure 1.

[0040] The current collector 20 is connected via a transformer and / or converter unit 40 to a vehicle-mounted power supply network 45, to which a plurality of vehicle-mounted electrical devices are connected, in particular electrical consumers such as, for example, heaters or air conditioning units, of which only one is shown as an example in Figure 1 and is designated by the reference numeral 50. Such electrical consumers can, for example, also be connected via the data bus 30 to the vehicle control unit 35 and can be controlled and / or monitored by the latter. Also connected to the data bus 30 is the aforementioned gateway 15, which serves to monitor the data traffic on the data bus 30.Specifically, the gateway 15 can, among other things, record and monitor control commands transmitted via the data bus 30, measurement signals transmitted via the data bus 30 and / or signal levels present on the data bus 30 and / or process data transmitted via the data bus 30.

[0041] In the embodiment according to Figure 1, the gateway 15 is suitable for determining the status, specifically the control status, of the current collector 20 by reading the information transmitted via the data bus 30 to the current collector 20 or to its current collector drive 20a, in particular the control signals ST transmitted from the vehicle control unit 35 to the current collector drive 20a. In other words, by observing the data bus signals or levels, the gateway 15 knows whether the current collector 20 should be in the raised or active position shown in Figure 1 or the lowered or inactive position shown in Figure 2.

[0042] The gateway 15 is equipped with a mobile radio compatible communication interface 15a, which enables the gateway 15 to send messages, for example messages with which errors and / or the respective position of the pantograph 20 are communicated.

[0043] The rail vehicle 10 according to Figures 1 and 2 can be operated as follows within the framework of a train preparation process by means of which the parked, not yet operational rail vehicle 10, as shown by way of example in Figure 2, is to be brought into its operational state:

[0044] If the train preparation procedure is initiated by a corresponding train preparation command being fed directly or indirectly via the data bus 30 into the vehicle control unit 35 by the operating personnel, the vehicle control unit 35 transmits an activation command ST (AB) to the pantograph drive 20a as a control signal ST (see Figure 2). Upon receipt of the activation command ST (AB), the pantograph drive 20a will raise the pantograph 20 and move it into the raised position shown in Figure 3.

[0045] Before or after this, the start of the train preparation process is preferably communicated to the gateway 15, preferably by the on-board device 35, so that the gateway can begin monitoring the data bus 30 with a view to monitoring the position of the pantograph 20. Alternatively, the gateway 15 can also itself infer the train preparation process when it detects the activation command ST (AB) for the pantograph drive 20a on the data bus 30.

[0046] In addition, the vehicle control unit 35 will initiate the other predefined measures provided for the train preparation procedure.

[0047] For example, the train preparation method may provide that certain electrical consumers, such as the air conditioning unit 50, are activated so that predetermined temperature ranges are achieved by heating or cooling in the rail vehicle 10 as a whole or in certain areas, such as passenger or cargo sections of the rail vehicle 10.

[0048] In the embodiment according to Figure 3, it is shown by way of example that, as part of the train preparation process, the air conditioning unit 50 is activated to control the temperature of a passenger or cargo section 10a of the rail vehicle 10.

[0049] If, during the train preparation process, the gateway 15, as part of its monitoring of the data traffic on the data bus 30, determines that a lowering control command SA, which causes a lowering of at least one pantograph 20, is unexpectedly transmitted via the data bus 30 (see Figure 3), it concludes that an error has occurred and generates an error signal and a message N, which it sends via its gateway's own communication interface 15a. The message N can indicate that the lowering control command SA has been recognized and / or that a malfunction in the train preparation has occurred. In the latter variant, the gateway 15 therefore already interprets the fact that the lowering control command SA is present.

[0050] The lowering control command SA may have been generated as a control signal by the vehicle control unit 35 or, in the event of a fault, by another component of the rail vehicle 10, but this is not relevant here for the operation of the gateway 15 with regard to the generation of the fault signal and the message N.

[0051] Figure 4 shows a further exemplary embodiment of a rail vehicle 10 which is equipped with an exemplary embodiment of a gateway 15 according to the invention.

[0052] In the embodiment according to Figure 4, a temperature sensor 55 is additionally connected to the data bus 30, which monitors the temperature in the passenger or cargo section 10a, which is tempered by the air conditioning unit 50, and feeds a corresponding temperature signal T into the data bus 30; since the gateway 15 is connected to the data bus 30, it can also receive and evaluate this temperature signal T.

[0053] The gateway 15 is thus able to detect the temperature development inside the rail vehicle 10 by means of the temperature sensor 55. With an appropriate design of the gateway 15, it is advantageously also able to conclude that the status of the air conditioning unit 50 deviates from its target status, for example if, during the train preparation process, the measured temperature development in the passenger or cargo section 10a controlled by the air conditioning unit 50 deviates from a temperature development predetermined for the train preparation by more than a predetermined amount. If, for example, it is provided within the scope of train preparation that the passenger or cargo section 10a is to be heated with the air conditioning unit 50 and the expected heating does not occur, an error in the operating status of the air conditioning unit 50 is concluded, an error signal F is generated and a corresponding message N is sent.

[0054] If, for example, it is intended during train preparation that the air conditioning unit 50 is to be used to cool the passenger or cargo section 10a and the expected cooling does not occur, an error in the operating status of the air conditioning unit 50 is also concluded, an error signal F is generated and a corresponding message N is sent.

[0055] The suitable design of the gateway 15 can be achieved in a simple manner by appropriate programming of the operating software of the gateway 15, as explained further below in connection with Figure 6 and the operating software program SPM shown there.

[0056] Figure 5 shows a third exemplary embodiment of a rail vehicle 10 which is equipped with an exemplary embodiment of a gateway 15 according to the invention.

[0057] In the embodiment according to Figure 5, a position sensor 60 is additionally connected to the data bus 30, which monitors the position of the current collector 20 and feeds a corresponding position signal SS into the data bus 30; since the gateway 15 is connected to the data bus 30, it can also receive and evaluate this position signal SS.

[0058] The gateway 15 is thus capable of directly detecting the position of the pantograph 20 by means of the position sensor 60. With appropriate design of the gateway 15, in particular with appropriate programming of the operating software of the gateway 15, the gateway 15 is advantageously capable of inferring a deviation of the status of the pantograph 20 from its target status, for example, if the detected position of the pantograph 20 deviates from the raised position during the train preparation process.

[0059] Figure 6 shows an exemplary embodiment of a gateway 15 according to the invention which can be used in the rail vehicles according to Figures 1 to 5.

[0060] The gateway 15 according to Figure 6 comprises the already mentioned mobile radio compatible communication interface 15a, which can be, for example, a GSM compatible mobile radio module.

[0061] A computing device 15b is connected to the mobile radio compatible communication interface 15a, which is also connected to the data bus 30 and can transmit and receive data via this.

[0062] The computing device 15b is also connected to a memory 15c in which an operating software program SPM is stored which, when executed by the computing device 15b, enables the operation of the gateway 15 as described above in connection with Figures 1 to 5.

[0063] Finally, it should be mentioned that the features of all the embodiments described above can be combined with one another in any desired manner in order to form further other embodiments of the invention.

[0064] All features of subclaims can also be combined individually with each of the subordinate claims, either individually or in any combination with one or other subclaims, in order to obtain further embodiments.

Claims

Patent claims 1. Train preparation procedure in which a parked, not yet operational railway vehicle (10) is brought into an operational state, characterized in that - the train preparation is carried out with at least one pantograph (20) of the rail vehicle (10) in an active position and the rail vehicle (10) is supplied with electrical energy via an electric current flowing over the at least one pantograph (20), - wherein a gateway (15) monitors at least one status of at least one component of the rail vehicle (10) and, if the status deviates from a target status specified for train preparation, generates an error signal and, if the error signal is present, sends a message (N) via a gateway-owned mobile communication interface compatible with mobile communications.

2. Method according to claim 1, characterized in that the at least one component or at least one of the components whose status is monitored is the at least one current collector (20).

3. The method according to claim 2, characterized in that - as the status of at least one pantograph (20) whose position and / or control state is monitored and - the fault signal is generated when the pantograph (20) is lowered and / or the control state of the pantograph (20) defines a lowering of the pantograph (20).

4. Method according to one of the preceding claims 2 to 3, characterized in that the monitoring of the control state of the at least one current collector (20) consists in or at least also in the following: concludes, to monitor the transmission of a lowering control command (SA) which causes a lowering of at least one current collector (20).

5. Method according to any one of the preceding claims, characterized in that - the gateway (15) is connected to a rail vehicle-side data bus (30), - the gateway (15) monitors the data traffic on the data bus (30) and - the gateway (15) performs status monitoring by evaluating the data traffic.

6. Method according to one of the preceding claims, characterized in that, when the fault signal is present, a message (N) is sent via a mobile network, in which the presence of the fault signal, the pantograph lowering and / or a disturbance of the train preparation is communicated.

7. Method according to one of the preceding claims, characterized in that the message (N) is sent as SMS, as push message (N) or as email via the mobile network, whether to another mobile terminal device or a control center along the route, in particular a cloud-based control center.

8. Method according to any one of the preceding claims, characterized in that - which at least one component or at least one of the components to be monitored in terms of status is an electrical consumer connected to the current collector (20).

9. Method according to any one of the preceding claims, characterized in that - the temperature development inside the rail vehicle (10) is recorded by means of a temperature sensor and - a deviation of the component's status from its target status is inferred if the measured temperature development deviates from a temperature development specified for train preparation beyond a predetermined level.

10. Method according to claim 9, characterized in that the temperature development within a loading section of the rail vehicle (10) is monitored by means of the temperature sensor.

11. Method according to one of the preceding claims, characterized in that the at least one component or at least one of the components to be monitored in terms of status is connected to a rail vehicle-side data bus (30) and the status of the component is determined by observing the data traffic on the data bus (30), in particular by observing control commands transmitted via the data bus (30) or measurement signals transmitted via the data bus (30) or signal levels present on the data bus (30) or process data transmitted via the data bus (30).

12. Method according to claim 10 or 11, characterized in that - includes monitoring the data bus, monitoring the data bus (30) for the transmission of a lowering control command (SA) that causes the lowering of at least one pantograph (20) and - when the lowering control command (SA) is detected, a message (N) is transmitted via the mobile network indicating that a fault in the train preparation has occurred and / or the lowering control command (SA) has been detected.

13. Gateway ( 15) , characterized by the fact that - the gateway (15) is designed for connection to a data bus (30) of a rail vehicle (10) and for monitoring the data traffic on the data bus (30), and - the gateway (15) is also designed to monitor the status of at least one component of the rail vehicle based on the data traffic and, if the status deviates from a target status specified for train preparation, to generate an error signal and, if the error signal is present, to send a message (N) via a gateway-owned mobile communication interface (15a) that communicates the presence of the error signal and / or a disturbance of the train preparation and / or the status deviation and / or the status change.

14. Gateway (15) according to claim 13, characterized in that - the gateway (15) is designed to monitor the data bus (30) during train preparation for the transmission of a lowering control command (SA) which causes at least one pantograph (20) to be lowered and - upon detection of the lowering control command (SA) via a mobile network, to transmit the message (N) that a disruption in train preparation has occurred and / or a lowering control command (SA) has been detected.

15. Rail vehicle (10) , characterized in that the rail vehicle (10) is equipped with a gateway (15) according to claim 13 or 14.

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