Method for the configuration of a train controller

Abstract

The invention relates to a method for configuring a train controller (ZG-STG) that is used to influence the running behaviour and braking response of a train (ZG) consisting of a locomotive (TFZ) and at least one carriage (WAn) coupled thereto. To assemble the train (ZG), the locomotive (TFZ) is connected to a control centre (LS) via a data connection (DV). Relevant data (DAT-WAn) available at the control centre (LS) for the carriages (WAn) and needed for configuring the train controller (ZG-STG) are transmitted from the land side (LS) to an electronic control system (LEIT) of the locomotive (TFZ) via the data connection (DV). The control system (LEIT) uses the relevant data (DAT-WAn) relating to the carriages (WAn) and relevant data (DAT-TFZ) relating to the locomotive (TFZ) that are available in the locomotive (TFZ) and needed for configuring the train controller (ZG-STG) to automatedly configure the train controller (ZG-STG).

Description

[0001] Description

[0002] Procedure for creating a train control system

[0003] The invention relates to a method for creating a train control system.

[0004] The driving and braking behavior of a train consisting of a traction unit and coupled wagons is influenced by a train control system, whereby safety specifications must be ensured.

[0005] To create or configure the train control, data on the properties of the train, the locomotive and the coupled wagons are required on the traction vehicle (e.g. on a locomotive).

[0006] These include, for example:

[0007] - a total mass of the train,

[0008] - a type of braking to be used by the traction unit and predetermined wagons, e.g.:

[0009] - Brake type "Freight train brake, G" - slow acting, resulting in longer braking distances,

[0010] - Brake type "Passenger train brake, P" - fast acting, resulting in shorter braking distances,

[0011] - Brake type "High-performance brake, R (rapid)" - optimized for higher train speeds,

[0012] - other types of brakes, which may be specified in country-specific terms,

[0013] - a braking capacity of the train, described by

[0014] - a value of 'braking percentage': these are dimensionless numbers for assessing the braking performance of a train, which determine a permissible line speed on a section of line, and

[0015] - a "brake weight" value: this is a weight value expressed in the unit "tonne, t" (=1000 kg) for assessing the braking capacity of a train; the brake weight indicates which vehicle mass can be brought to a standstill by the brakes within a given braking distance and starting from a given speed,

[0016] - a train length,

[0017] - a maximum permissible speed of the train,

[0018] - a train type ( e . g . freight train, passenger train, local train, long-distance train, etc . )

[0019] - a type of brake present on the train ( e . g . disc brake , etc . )

[0020] To create the train control, this data is entered into an electronic control system in the locomotive, which then configures or creates the train control using algorithms.

[0021] Since this data depends on the composition of the train and the types of carriages used, it must be made available to the driver manually each time a new train composition is created.

[0022] For a particular car in the train, the train control system determines a type of braking depending on the car's position in the train, which must then be manually set on the car before the journey begins.

[0023] The above data will be used for each

[0024] Compiled by a control center or by a vehicle dispatcher for the train and made available to the train driver in a leaflet or in electronic form.

[0025] Before the start of the journey, the driver enters this data into the control system of the locomotive via a driver's cab display.

[0026] The train driver must perform a manual visual inspection to ensure that the electronic vehicle control system has correctly received the data.

[0027] In the future, trains will be automated and thus moved without the active involvement of a train driver, so that his involvement in the creation of train control will be eliminated.

[0028] It is therefore the object of the present invention to provide a method for creating a train control which can be used in an automated operation of a train and thus without the involvement of a train driver.

[0029] This object is achieved by the features of patent claim 1. Advantageous further developments are specified in the dependent claims.

[0030] The invention relates to a method for creating a train control system with which the driving and braking behavior of a train consisting of a traction vehicle and at least one car coupled to it is influenced.

[0031] To assemble the train, the locomotive is connected to a control center via a data link. Relevant data available from the control center for the carriages and required for train control is transmitted from the landside via the data link to the locomotive's electronic control system.

[0032] The control system uses the relevant data of the wagons and relevant data of the locomotive, which are available from the locomotive and are required to create the train control, in order to create the train control (ZG-STG) automatically.

[0033] In a preferred further development, the relevant data of the locomotive are available from the control center and are transmitted from the land side via the data connection to the electronic control system of the locomotive.

[0034] In a preferred further development, the relevant data are secured using a procedure to prevent data corruption and are transmitted to the TFZ traction vehicle via the data connection operated as a radio connection.

[0035] In a preferred further development, the data is received and stored by the train's traction unit if correct data transmission has been detected.

[0036] In a preferred further development, if an error is detected during data transmission, a corresponding feedback is sent to the control center. The data is then retransmitted.

[0037] In a preferred embodiment, the retransmission is aborted after a configurable time or after a predetermined number of failed transmission attempts. If an error is detected, the control center or the control system of the traction unit prevents the train from moving.

[0038] Alternatively or in addition to this, if an error is detected by the control center or by the control system of the locomotive, generally valid standard data for the required control tasks are set, transmitted and used for the train.

[0039] In a preferred further development, if the data is transmitted without errors, the data is distributed and checked within the electronic control system of the locomotive or train.

[0040] In a preferred further development, the storage takes place on the part of the traction vehicle in a central storage location.

[0041] In a preferred further development, the data is transferred from the central storage location to subordinate systems, such as the train protection systems LZB or ETCS.

[0042] In a preferred further development, if the data is transmitted correctly, it is stored in the train's electronic control system and transmitted back to the control center.

[0043] In a preferred further development, the control center compares the retransmitted data with the data originally stored there and checks it for accuracy.

[0044] In a preferred development, the data transmission is repeated if an error is detected. In a preferred development, if no errors are detected, the control center transmits a release message to the control system, authorizing the use of the data by the locomotive for control tasks or for train control.

[0045] In a preferred further training, the relevant data describe

[0046] - a sequence of carriages or a position of a carriage in the train,

[0047] - a total mass of a wagon or the traction unit,

[0048] - a length of the wagon or the traction unit,

[0049] - a type of wagon or a type of traction vehicle,

[0050] - an existing braking device in the carriage or in the traction unit, and / or

[0051] - one brake hundredth and one brake weight.

[0052] In a preferred further development, the control system calculates a total mass of the train and / or a total length of the train from the data, or the control system determines a type of braking for each individual car and / or a permissible maximum speed for the train based on the arrangement of the cars in the train.

[0053] In a preferred further development, a specific braking type is determined for a specific wagon based on the data from the control system. This braking type is transmitted from the traction unit to the specific wagon via a data connection and adjusted there automatically.

[0054] In a preferred further development, the traction unit reads the braking type set in each of the train's carriages via the data connection for testing and safeguarding purposes and compares it with the specifications made by the control system.

[0055] In a preferred further development, if an error is detected in the reported brake type or if there is no feedback of the brake type with an adjustable number of repetitions, a repeated brake type transmission to an affected car and subsequent feedback of the brake type is carried out until a predetermined number of repetitions has been reached or until its correct setting is determined by the feedback and comparison on the part of the traction vehicle.

[0056] The present invention eliminates previously necessary manual processes (e.g. manual calculation of the type of braking on the wagons, manual adjustment of the type of braking on the wagons, manual data input by the driver on the locomotive) and avoids associated sources of error or faults.

[0057] The present invention eliminates previously required work steps by the operating personnel, so that automated or autonomous operation of the train is supported or realized.

[0058] The present invention reduces the need for train setup and thus achieves significant cost savings.

[0059] The present invention enables a control center to review currently used data at any time and archive it for future use. This saves time while maintaining consistent operational processes and train compositions, eliminates sources of error, and reduces train operating costs.

[0060] The present invention ensures that a considerable amount of time is saved for the train driver when the train is operated across borders - when crossing the border, the data required for train control does not have to be re-entered; confirmation by the train driver regarding the validity is sufficient to continue operating the train in accordance with the specified country regulations.

[0061] The invention is explained in more detail below using a drawing as an example. It shows:

[0062] FIG 1 shows an overview of the method according to the invention,

[0063] FIG 2 shows details of the method according to the invention using a basic flow chart, and

[0064] FIG 3 with reference to the above figures further details of the steps described in FIG 2.

[0065] FIG 1 shows an overview of the method according to the invention.

[0066] A traction unit TFZ is coupled with wagons WA1 to WA4 to form a train ZG.

[0067] A data connection DV, preferably in the form of a radio connection, is set up and initialized between the traction unit TFZ and a control center LS in such a way that relevant data DAT-WA1 to DAT-WA4 relating to the carriages WA1 to WA4 is transmitted from the control center LS to the traction unit TFZ or to its control system LEIT. In addition, relevant data DAT-TFZ relating to the traction unit TFZ is transmitted via the data connection DV from the control center LS to the traction unit TFZ or to its control system LEIT.

[0068] Alternatively, the relevant data DAT-TFZ relating to the TFZ traction vehicle are stored by the TFZ traction vehicle in order to be fed into the LEIT electronic control system of the TFZ traction vehicle.

[0069] The data DAT-WA1 to DAT-WA4 and DAT-TFZ are suitable for describing properties of the train ZG in such a way that, based on this, a train control ZG-STG of the train ZG can be created by the control system.

[0070] This creation of the ZG-STG train control is carried out using known algorithms and functionalities.

[0071] The data DAT-WA1 to DAT-WA4 are specific for each of the vehicles WA1 to WA4 and are secured or stored accordingly by the control center LS.

[0072] The DAT-TFZ data are specific to the TFZ traction vehicle and are secured or stored by the LS control center or by the TFZ traction vehicle.

[0073] For example, the data DAT-WA1 to DAT-WA4 describe the sequence or position of the cars WA to WA4 in the train ZG.

[0074] For example, the data DAT-WA1 to DAT-WA4 and DAT-TFZ describe a total mass of each individual wagon WA1 to WA4 and a total mass of the traction unit TFZ. This enables the control system LEIT to calculate or derive a total mass of the train ZG.

[0075] For example, the data DAT-WA1 to DAT-WA4 and DAT-TFZ describe a length of each individual car WA1 to WA4 and a length of the traction vehicle TFZ.

[0076] This enables the control system LEIT to calculate or derive the total length of the train ZG.

[0077] For example, the data DAT-WA1 to DAT-WA4 and DAT-TFZ describe a wagon type of each individual wagon WA1 to WA4 and a type of traction vehicle TFZ.

[0078] This enables the control system LEIT to derive or create a train type (e.g. freight train, passenger train, local train, long-distance train, etc.) for the train ZG.

[0079] For example, the data DAT-WA1 to DAT-WA4 and DAT-TFZ describe a type of brake present in each individual car WA1 to WA4 and a type of brake present in the traction vehicle TFZ.

[0080] Based on the arrangement of the wagons in the train, the type of braking for each individual wagon is determined via the LEIT control system.

[0081] The respective braking type is transmitted to the assigned wagons WA1 to WA4 via a further data connection DVW, which is set up between the traction unit TFZ and each of the wagons WA1 to WA4, and is then preferably set automatically for each individual wagon WA1 to WA4. This enables the control system LEIT to derive an optimized braking procedure or braking type for the ZG train in order to achieve optimized braking performance for the ZG train.

[0082] The LEIT control system also takes into account values ​​for “brake percentage” and “brake weight” that are or will be specified for the cars WA1 to WA4 and / or for the TFZ traction unit.

[0083] Based on the data, the control system LEIT also determines or sets a permissible maximum speed for the train ZG.

[0084] For the transmission of data between the control center LS and the traction unit TFZ or for the transmission of the braking type to be set from the traction unit TFZ to the individual cars WA1 to WA4, a secure data transmission procedure is used which sufficiently protects the transmission against unintentional or unauthorized data corruption and at the same time is sufficiently fail-safe.

[0085] FIG 2 shows details of the method according to the invention from FIG 1 using a basic flow chart.

[0086] In a first step S 1, the relevant data DAT-WA1 to DAT-WA4 of the wagons WA1 to WA4 and the relevant data DAT-TFZ of the traction unit are determined by a land-based vehicle dispatcher or by the control centre LS for the composition of the train ZG to be carried out.

[0087] This determination is performed either manually by authorized personnel or automatically based on a previously known composition of the train (ZG). The data DAT-WA1 to DAT-WA4 and DAT-TFZ are stored onshore in the LS control center or in a land-based infrastructure and prepared for data transmission to the train (ZG) or its traction unit (TFZ).

[0088] In a second step following the first step S 1

[0089] 52, the DAT-WA1 to DAT-WA4 and DAT-TFZ are protected against data corruption using an appropriate procedure and transmitted to the traction vehicle TFZ via the data connection DV operated as a radio connection.

[0090] In a third step following the second step S2

[0091] 53 the data DAT-WA1 to DAT-WA4 and DAT-TFZ are received and stored by the traction vehicle TFZ of the train ZG, provided that a correct data transmission has been detected for these.

[0092] If the appropriate security procedure detects that the data has not been transmitted correctly or if an associated error (FEH) is detected, a corresponding feedback message is sent to the LS control center.

[0093] Subsequently, a repetition of the second step S2 is initiated, i.e. a new data transmission is requested and carried out.

[0094] After an adjustable time or after a predetermined number of faulty transmission attempts, this is recognized as an error FEH, the repeated data transmission is aborted in a step FEH-ABB and subsequently a ninth step S 9 is carried out.

[0095] If the data has been transmitted correctly, the data is distributed and checked within the electronic control system LEIT of the train ZG in a fourth step S4 following the third step S3.

[0096] After receiving the data from the LS control center, the data is stored centrally in a memory location on the locomotive.

[0097] From this central storage location, the data is transferred to subordinate systems, such as the LZB or ETCS train protection systems, and stored there.

[0098] Optionally, security checks for completeness and data corruption are carried out during this data transfer, which is carried out internally in the TFZ locomotive.

[0099] Optionally, the data stored in the subordinate systems is read out and compared with the data stored in the central storage location.

[0100] If an error FEH is detected during the distribution of the data in the control system, the setting of the data is aborted and the ninth step S 9 is carried out.

[0101] If the data have been transmitted correctly, they are stored in the train's electronic control system in a fifth step S5 following the fourth step S4 according to a first option OPT1 and transmitted back to the control center LS via the same transmission path.

[0102] Alternatively, the data recognized as "correctly transmitted" are fed to or subjected to an eighth step S 8 according to a second option OPT2. In a sixth step S 6 following the fifth step S 5, the control center LS compares the retransmitted data with the originally stored data and checks them for correctness.

[0103] This check is carried out either manually by authorized personnel or automatically.

[0104] If the test detects an error FEH that the data do not match, the data transmission is repeated starting from the second step S2 until the data match.

[0105] If the data transmission fails too frequently or for too long, an error (FEH) or a timeout (TOUT) is detected. In this case, the repeated data transmission is aborted, and the ninth step (S9) is executed.

[0106] A number of tolerable failed attempts or a value for the timeout can be selected or set and specifically adapted to the operational processes.

[0107] If the correctness of the transmitted data was confirmed in the sixth step S 6, in a seventh step S 7 following the sixth step S 6, the control center LS transmits release information to the control system of the train and authorizes the use of the data on the locomotive side.

[0108] In an eighth step following the seventh step S7

[0109] In step S 8, the train's control system uses the received data for control tasks or for creating the train control. In the ninth step S 9, which is executed when the error states FEH or TOUT are detected, depending on the operational specifications of the control center LS or the control system LEIT of the traction unit TFZ, either the train ZG does not start its journey or a drive of the traction unit TFZ is blocked.

[0110] Alternatively or in addition to this, generally valid standard data are set and used for the required control tasks by the control center LS or by the control technology of the locomotive for the train ZG, which may not be optimized for the current composition of the train ZG.

[0111] In the event that the data transfer could not take place or was not successful, the data is alternatively entered on the traction vehicle in accordance with the state of the art described above.

[0112] Steps S4, S5 and S6 may be optional if the data security procedures used to transmit the data from the control centre LS to the traction vehicle TFZ are considered sufficient.

[0113] Steps S4, S5 and S6 ensure that the data has been saved successfully and correctly on the traction vehicle.

[0114] They offer the LS control centre a possibility to check the data currently used on the TFZ traction vehicle.

[0115] Whether these steps are applied ultimately depends on operational aspects or on the control technology architecture used in the locomotive. FIG 3 shows further

[0116] Details of step S4 described in FIG 2 .

[0117] In particular, a distribution and testing of the data within the electronic control system LEIT is presented.

[0118] The relevant data DAT-WAn (with n=1 to 4) and DAT-TFZ are provided by the control center LS in a memory.

[0119] A DAT-UEB function is provided for data transmission. This occurs via a so-called "Ground Communication Gateway" (GCG) through a secure connection to the traction vehicle (TFZ), where the data is received as a data set by a so-called "Mobile Communication Gateway" (MCG).

[0120] The Mobile Communication Gateway MCG then makes the data available to an “Automatic Train Data Entry” AZDE function.

[0121] The function AZDE then distributes relevant parameters ZD1 , ZD2 , ZDn to individual train protection systems SGI , SG2 , SGn .

[0122] In order to ensure that the transmitted data DAT-WAn and DAT-TFZ match the corresponding data ZD1, ZD2, ZDn from train protection systems SGI, SG2, SGn, this is subsequently examined or checked using a function DAT-CHK.

[0123] After the test, the test result is reported back to the control system (LEIT) via a STAT-DAT function. The test result is then transmitted to the control center (LS) for further processing, where a DAT-CHK function is also provided or executed for testing.

Claims

Patent claims 1. Method for creating a train control system (ZG-STG) which influences the driving and braking behavior of a train (ZG) consisting of a traction unit (TFZ) and at least one wagon (WAn) coupled to it, - in which the traction unit (TFZ) is connected to a control centre (LS) via a data connection (DV) for the purpose of assembling the train (ZG), - in which relevant data (DAT-WAn) which are available from the control centre (LS) for the wagons (WAn) and which are required for the creation of the train control (ZG-STG) are transmitted from the land side (LS) via the data connection (DV) to an electronic control system (LEIT) of the traction unit (TFZ), - in which the control technology (LEIT) uses the relevant data (DAT-WAn) of the wagons (WAn) and relevant data (DAT-TFZ) of the traction unit (TFZ), which are available from the traction unit (TFZ) and are required to create the train control (ZG-STG), in order to create the train control (ZG-STG) automatically.

2. Method according to claim 1, in which the relevant data (DAT-TFZ) of the traction vehicle (TFZ) are available from the control center (LS) and are transmitted from the landside (LS) via the data connection (DV) to the electronic control system (LEIT) of the traction vehicle (TFZ).

3. Method according to claim 1 and 2, in which the relevant data (DAT-WAn, DAT-TFZ) are secured with a method against data corruption and are transmitted to the traction vehicle TFZ via the data connection (DV) operated as a radio connection.

4. Method according to one of the preceding claims, in which the data (DAT-WAn, DAT-TFZ) are received and stored by the traction vehicle (TFZ) of the train (ZG) if a correct data transmission has been detected for them.

5. Method according to claim 4, wherein, if an error is detected during transmission, a corresponding feedback is sent to the control center (LS) and the data is subsequently transmitted again.

6. Method according to claim 5, wherein the retransmission is aborted after an adjustable time or after a predetermined number of faulty transmission attempts.

7. Method according to claim 4, wherein, in the case of error-free transmission of the data (DAT-WAn, DAT-TFZ), the data (DAT-WAn, DAT-TFZ) are distributed and checked within the electronic control system (LEIT) of the train (ZG).

8. Method according to claim 4, wherein the storage is carried out by the traction vehicle in a central storage location.

9. Method according to claim 8, in which the data (DAT-WAn, DAT-TFZ) are transmitted from the central storage location to subordinate systems (SGn), such as train protection systems LZB or ETCS.

10. Method according to claim 4, wherein, if the data (DAT-WAn, DAT-TFZ) are correctly transmitted, they are stored in the electronic control system (LEIT) of the train (ZG) and transmitted back to the control center (LS). Method according to claim 10, in which the control center (LS) compares the retransmitted data (DAT-WAn, DAT-TFZ) with the data originally stored there (DAT-WAn, DAT-TFZ) and checks for correctness. Method according to claim 11, in which, if an error is detected, the data transmission is repeated. Method according to claim 11, in which, if no errors are detected, the control center (LS) transmits release information to the control system (LEIT) of the train (ZG) and authorizes use of the data (DAT-WAn, DAT-TFZ) by the locomotive for control tasks or for establishing train control. Method according to claim 6, in which, if an error is detected, the control center (LS) or the control system (LEIT) of the locomotive (TFZ) prevents the train (ZG) from moving.Method according to claim 6, wherein, upon detection of an error, generally valid standard data are set and used for the required control tasks by the control center (LS) or by the control system (LEIT) of the traction vehicle (TFZ) for the train (ZG). Method according to one of the preceding claims, wherein the relevant data (DAT-WAn). - describe a sequence of wagons (WAn) or a position of a wagon (WAn) in the train (ZG), - describe the total mass of a wagon (WAn) or the traction unit (TFZ), - describe the length of the wagon (WAn) or the traction unit (TFZ), - describe a type of wagon (WAn) or a type of traction vehicle (TFZ), - describe an existing braking device in the wagon (WAn) or in the traction unit (TFZ), and / or - describe a braked percent and a braked weight. Method according to claim 16, wherein the control system (LEIT) uses the data (DAT-WAn, DAT-TFZ) - a total mass of the train (ZG) is calculated, - calculates the total length of the train (ZG), - based on the sequence of the wagons (WAn) in the train (ZG), defines a braking type for each individual wagon (WAn), and / or - a permissible maximum speed is determined for the train (ZG). Method according to one of the preceding claims, - in which a specific braking type is determined for a specific wagon (WAn) based on the data (DAT-WAn) from the control system (LEIT), - in which the specific braking type is transmitted from the traction unit (TFZ) to the specific wagon (WAn) via a data connection (DVW), and - in which the specific braking type is automatically set on the assigned specific wagon (WAn). Method according to claim 18, in which the traction unit (TFZ) reads the braking type set in each wagon (WAn) of the train (ZG) via the data connection (DVW) for testing and validation purposes and compares it with the specifications provided by the control system (LEIT). Method according to claim 19, wherein, in the event of a detected error in the reported braking type or in the event of a missing braking type feedback, a repeated braking type transmission to an affected wagon and subsequent feedback of the braking type is carried out with an adjustable number of repetitions until the correct setting is determined by the feedback and comparison on the part of the traction vehicle (TFZ). Train (ZG) with a traction vehicle (TFZ), with at least one wagon (WAn) coupled to the traction vehicle (TFZ), and with a train control (ZG-STG) with which the driving and braking behavior of the train (ZG) can be influenced, - in which the traction unit (TFZ) is connected to a control centre (LS) via a data connection (DV), - in which relevant data (DAT-WAn) for the wagons (WAn) that can be used to create the train control (ZG-STG) are stored by the control center (LS), - in which the relevant data (DAT-WAn) of the wagons (WAn) can be transmitted via the data connection (DV) to an electronic control system (LEIT) of the traction unit (TFZ), - in which the control technology (LEIT) is designed to automatically create the train control (ZG-STG) according to the method according to one of claims 1 to 20 from the transmitted relevant data (DAT-WAn) of the wagons (WAn) and from relevant data (DAT-TFZ) which are available from the traction vehicle (TFZ) and can be used to create the train control (ZG-STG).

22. Traction vehicle (TFZ) of a train (ZG) according to claim 21, comprising means for carrying out the method according to one of claims 1 to 20.

23. Carriage (WAn) of a train according to claim 21, comprising means for carrying out the method according to one of claims 1 to 20.

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