Method for creating a train controller
Automated data transmission from a control center to the locomotive configures the train control system, addressing manual input issues and enhancing automated train operations by reducing errors and setup time.
Patent Information
- Authority / Receiving Office
- EP · EP
- Patent Type
- Patents
- Current Assignee / Owner
- SIEMENS MOBILITY GMBH
- Filing Date
- 2023-10-11
- Publication Date
- 2026-06-17
AI Technical Summary
The existing train control systems require manual input and adjustment of train data by the driver for each new composition, leading to potential errors and inefficiencies, especially in automated operations.
A method where train data is automatically transmitted from a control center to the locomotive via a data connection, ensuring secure and error-free data transmission, allowing the train control system to be created and configured without manual intervention.
This method reduces setup time, eliminates human error, and supports automated train operation, leading to cost savings and improved operational efficiency.
Smart Images
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Abstract
Description
[0001] The invention relates to a method for creating a train control system.
[0002] The driving and braking behavior of a train consisting of a locomotive and coupled carriages is influenced by a train control system, while ensuring safety requirements.
[0003] For the creation or configuration of the train control system - as described, for example, in documents EP 0 970 870 B1 and EP 1 306 283 B1 - data on the properties of the train, the traction vehicle and the coupled wagons are required on the traction vehicle (e.g. on a locomotive).
[0004] These include, for example: a total mass of the train, a braking type to be used by the locomotive and predetermined wagons, e.g.: braking type "freight train brake, G" - slow-acting, resulting in longer braking distances, braking type "passenger train brake, P" - fast-acting, resulting in shorter braking distances, braking type "high-performance brake, R (rapid)" - optimized for higher train speeds, other braking types that may be used.Country-specific specifications include: a train's braking performance, described by a "braking percent" value: these are dimensionless numbers used to assess a train's braking performance, which determine a permissible line speed in a section of track; and a "braking weight" value: this is a weight measurement given in the unit "tonne, t" (=1000 kg) to assess a train's braking performance; the braking weight indicates the vehicle mass that can be brought to a standstill by the brakes within a given braking distance and from a given speed; a train length; a permissible maximum speed of the train; a train type (e.g., freight train, passenger train, local train, long-distance train, etc.); and a type of brakes present in the train (e.g., disc brake, etc.).
[0005] To create the train control system, this data is entered into an electronic control system in the locomotive, which then configures or creates the train control system using algorithms.
[0006] Since this data depends on the train composition and the types of carriages used, it must be manually provided to the train driver each time a new train composition is formed.
[0007] For each carriage of the train under consideration, the train control system determines a braking type depending on the carriage's position in the train, which then has to be manually set on the carriage before the journey begins.
[0008] The above-mentioned data is collected by a control center or vehicle dispatcher for each train composition and made available to the train driver in the form of a handout or in electronic form.
[0009] The train driver enters this data into the train's control system via a cab display before the journey begins.
[0010] The train driver must manually perform a visual check to ensure that the electronic train control system has correctly received the data. In the future, trains will be automated and thus operated without the active involvement of a train driver, eliminating their participation in creating the train control system.
[0011] It is therefore the object of the present invention to provide a method for creating a train control system that is applicable in the automated operation of a train and thus without the involvement of a train driver.
[0012] This problem is solved by the features of claim 1. Advantageous further developments are specified in the dependent claims.
[0013] The invention relates to a method according to claim 1 for creating a train control system that influences the driving and braking behavior of a train consisting of a traction vehicle and at least one coupled carriage.
[0014] To assemble the train, the locomotive is connected to a control center via a data connection.
[0015] Relevant data available from the control center for the carriages and required for train control is transmitted from the land side via the data connection to an electronic control system of the locomotive.
[0016] The control system uses the relevant data of the carriages and relevant data of the traction vehicle, which are available from the traction vehicle and are required for the creation of the train control, in order to automatically create the train control (ZG-STG).
[0017] In a preferred training scenario, the relevant data of the locomotive is available from the control center and is transmitted from the land side via the data connection to the electronic control technology of the locomotive.
[0018] In a preferred advanced training process, the relevant data is secured using a procedure against data falsification and transmitted to the traction vehicle TFZ via the data connection operated as a radio link.
[0019] According to the invention, the data is received and stored by the train's traction unit when a correct data transmission has been detected.
[0020] In a preferred training procedure, if an error is detected during data transmission, a corresponding message is sent to the control center. The data is then transmitted again.
[0021] In a preferred training method, the retransmission is aborted after an adjustable time or after a predetermined number of faulty transmission attempts.
[0022] If a fault is detected, the control center or the control technology of the locomotive will prevent the train from traveling.
[0023] Alternatively or additionally, if an error is detected by the control center or by the control technology of the locomotive, generally valid standard data for required control tasks are set, transmitted and used for the train.
[0024] In a preferred further training, if the data transmission is error-free, the data is distributed and checked within the electronic control technology of the locomotive or train.
[0025] In a preferred further development, the data is stored by the locomotive in a central storage location. From this central storage location, the data is then transferred to subordinate systems, such as train control systems like LZB or ETCS.
[0026] According to the invention, if the data is transmitted correctly, it is stored in the electronic control system of the train and transmitted back to the control center.
[0027] According to the invention, the control center compares the transmitted data with the data originally stored there and checks it for correctness. In a preferred embodiment, the data transmission is then repeated if an error is detected.
[0028] According to the invention, if no errors are detected, the control center transmits a release information to the control system and authorizes the use of the data by the locomotive for control tasks or for the creation of the train control.
[0029] In a preferred continuing education course, the relevant data are described a train formation or position of a carriage in the train, a total mass of a carriage or the traction vehicle, a length of the carriage or the traction vehicle, a carriage type or a type of traction vehicle, a brake device present in the carriage or the traction vehicle, and / or a brake percentage and a brake weight.
[0030] 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 determines a braking type for each individual car based on the arrangement of the cars in the train, and / or a permissible maximum speed for the train.
[0031] In a preferred training procedure, a specific braking mode is determined for a specific car based on data from the control system. This is transmitted from the locomotive to the specific car via a data connection and automatically configured there.
[0032] In a preferred advanced training mode, the traction vehicle reads the brake setting from all cars of the train via the data connection for testing and safety purposes and compares it with the specifications of the control system.
[0033] In a preferred further training, if an error is detected in the reported brake type or if feedback of the brake type is missing, a repeated brake type transmission to an affected car and subsequent feedback of the brake type is carried out with an adjustable number of repetitions until a predetermined number of repetitions has been reached or until its correct setting is determined by the feedback transmission and comparison by the traction vehicle.
[0034] The present invention eliminates previously necessary manual processes (e.g., manual calculation of the braking type of the carriages, manual adjustment of the braking type on the carriages, manual data input by the train driver on the locomotive) and thus avoids associated sources of error or errors.
[0035] The present invention eliminates previously required work steps for the operating personnel, thus supporting or enabling automated or autonomous operation of the train.
[0036] The present invention reduces the train's setup time, thereby achieving significant cost savings.
[0037] The present invention provides that a control center has the possibility at any time to check currently used data and archive it for later use.
[0038] This results in savings in working time, the elimination of sources of error, and a reduction in train operating costs, all while maintaining the same operational processes and train compositions.
[0039] The present invention achieves a considerable saving of time for the train driver during cross-border train operations - the required data for train control does not need to be re-entered at the border crossing; confirmation of validity by the train driver is sufficient to continue operating the train in accordance with the specified national regulations.
[0040] The invention is explained in more detail below with the aid of an example drawing. The drawing shows: FIG 1 shows an overview of the method according to the invention, FIG 2 shows details of the method according to the invention based on a basic flow chart, and FIG 3, with reference to the preceding figures, shows further details of the steps described in FIG 2 are described.
[0041] FIG 1 shows an overview of the method according to the invention.
[0042] A locomotive TFZ is coupled with wagons WA1 to WA4 to form a train ZG.
[0043] A data connection DV, preferably implemented as a radio connection, is established and initialized between the traction vehicle TFZ and a control center LS in such a way that relevant data DAT-WA1 to DAT-WA4 relating to the wagons WA1 to WA4 are transmitted from the control center LS to the traction vehicle TFZ or to its control technology LEIT.
[0044] In addition, relevant data relating to the traction vehicle TFZ (DAT-TFZ) are transmitted via the data connection DV from the control center LS to the traction vehicle TFZ or to its control technology LEIT.
[0045] Alternatively, the relevant data DAT-TFZ relating to the traction vehicle TFZ are stored by the traction vehicle TFZ in order to be supplied to the electronic control system LEIT of the traction vehicle TFZ.
[0046] The data DAT-WA1 to DAT-WA4 and DAT-TFZ are suitable for describing the properties of the train ZG in such a way that, based on this, a train control system ZG-STG of the train ZG can be created by the control technology.
[0047] The ZG-STG train control system is created using known algorithms and functionalities.
[0048] The data DAT-WA1 to DAT-WA4 are specific to each of the vehicles WA1 to WA4 and are accordingly secured or saved by the control center LS.
[0049] The DAT-TFZ data is specific to the locomotive TFZ and is secured or stored by the control center LS or by the locomotive TFZ itself.
[0050] For example, the data DAT-WA1 to DAT-WA4 describe the sequence or order or position of the carriages WA to WA4 in the train ZG.
[0051] For example, the data DAT-WA1 to DAT-WA4 and DAT-TFZ describe a total mass of each individual car WA1 to WA4 and a total mass of the traction vehicle TFZ.
[0052] This enables the control system LEIT to calculate or derive the total mass of the train ZG.
[0053] For example, the data DAT-WA1 to DAT-WA4 and DAT-TFZ describe the length of each individual car WA1 to WA4 and the length of the traction vehicle TFZ.
[0054] This enables the control system LEIT to calculate or derive the total length of the train ZG.
[0055] For example, the data DAT-WA1 to DAT-WA4 and DAT-TFZ describe a wagon type for each individual wagon WA1 to WA4 and a design of the traction vehicle TFZ.
[0056] This enables the LEIT control system to derive or create a train type (e.g. freight train, passenger train, local train, long-distance train, etc.) for the train ZG.
[0057] 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.
[0058] Based on the order of the carriages in the train consist, the braking method for each individual carriage is determined via the LEIT control system.
[0059] The respective braking type is transmitted via a further data connection DVW, which is set up between the traction vehicle TFZ and each of the cars WA1 to WA4, to the respective assigned cars WA1 to WA4 and is preferably set automatically for each individual car WA1 to WA4.
[0060] This enables the control technology LEIT to derive a braking procedure or type optimized for the train ZG, in order to achieve optimized braking performance of the train ZG.
[0061] The control system LEIT also takes into account values for "brake percentage" and "brake weight" that are specified or will be specified for the cars WA1 to WA4 and / or for the traction vehicle TFZ.
[0062] Based on the data, the LEIT control system also determines or sets a permissible maximum speed for the ZG train.
[0063] For the transmission of data between the control center LS and the traction vehicle TFZ, or for the transmission of the brake type to be set from the traction vehicle TFZ to the individual cars WA1 to WA4, a secure data transmission procedure is used which adequately protects the transmission against unintentional or unauthorized data falsification and is at the same time sufficiently fail-safe.
[0064] FIG 2 shows details of the inventive method from FIG 1 based on a basic schedule.
[0065] In a first step S1, the relevant data DAT-WA1 to DAT-WA4 of the cars WA1 to WA4 and the relevant data DAT-TFZ of the traction vehicle are determined by a landside vehicle dispatching office or by the control center LS for the composition of the train ZG to be carried out.
[0066] This determination is carried out either manually by assigned personnel or automatically based on a pre-known composition of the train ZG.
[0067] The data DAT-WA1 to DAT-WA4 and DAT-TFZ are stored on the landside in the control center LS or in a landside infrastructure and prepared for data transmission to the train ZG or its traction vehicle TFZ.
[0068] In a second step S2 following the first step S1, the DAT-WA1 to DAT-WA4 and DAT-TFZ are secured against data corruption using a corresponding procedure and transmitted to the traction vehicle TFZ via the data connection DV, which is operated as a radio connection.
[0069] In a third step S3 following the second step S2, the data DAT-WA1 to DAT-WA4 and DAT-TFZ are received and stored from the traction vehicle TFZ of the train ZG, provided that a correct data transmission has been detected for these.
[0070] If a corresponding security procedure detects that the data was not transmitted correctly or if a related error FEH is detected, a corresponding feedback is sent to the control center LS.
[0071] Subsequently, a repetition of the second step S2 is initiated, i.e., a new data transfer is requested and carried out.
[0072] After an adjustable time or after a predetermined number of faulty transmission attempts, this is recognized as error FEH, the repeated data transmission is aborted in a step FEH-ABB and subsequently a ninth step S9 is carried out.
[0073] If the data was transmitted correctly, a fourth step S4, following the third step S3, involves the distribution and verification of the data within the electronic control system LEIT of the train ZG.
[0074] After receiving the data from the control center LS, the data is stored centrally in a storage location on the locomotive.
[0075] From this central storage location, the data is transferred to subordinate systems, such as train control systems LZB or ETCS, and stored there.
[0076] Optionally, security checks for completeness and data falsification are carried out during this data transfer, which is performed internally in the locomotive TFZ.
[0077] Optionally, the data stored in the subordinate systems is read out and compared with the data stored in the central storage location.
[0078] If an error FEH is detected during the distribution of data in the control system, the data setting is aborted and the ninth step S9 is carried out.
[0079] If the data was transmitted correctly, it is 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.
[0080] Alternatively, according to a second option OPT2, the data identified as "correctly transmitted" are fed into or subjected to an eighth step S8.
[0081] In a sixth step S6 following the fifth step S5, the control center LS compares the transmitted data with the originally stored data and checks for correctness.
[0082] This check is carried out either manually by designated personnel or automatically.
[0083] If the check detects an error FEH indicating that the data does not match, the data transfer will be repeated starting from the second step S2 until the data matches.
[0084] If 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 performed.
[0085] A number of tolerable failed attempts or a value for the time overrun can be selected or set and specifically adapted to the operational processes.
[0086] If the correctness of the transmitted data was confirmed in the sixth step S6, then in a seventh step S7 following the sixth step S6, the control center LS transmits a release information to the train's control system and authorizes the use of the data by the locomotive.
[0087] In an eighth step S8 following the seventh step S7, the train's control system uses the received data for control tasks or for creating the train control.
[0088] In the ninth step S9, which is executed in the case of the detected error states FEH or TOUT, depending on operational requirements, either the control center LS or the control technology LEIT of the locomotive TFZ will either not start a journey of the train ZG or initiate a blocking of a drive of the locomotive TFZ.
[0089] Alternatively or additionally, for the required control tasks by the control center LS or by the control technology of the locomotive, generally valid standard data are set and used for the train ZG, which may not be optimized for the current composition of the train ZG.
[0090] In the event that data transmission could not take place or was unsuccessful, the data will alternatively be entered on the traction vehicle in accordance with the state of the art described above.
[0091] Steps S4, S5 and S6 may be optional if the data backup procedures used for transferring data from the control center LS to the traction vehicle TFZ are considered sufficient.
[0092] Steps S4, S5 and S6 ensure that the data has been successfully and correctly stored on the locomotive.
[0093] They offer the control center LS a way to check the data currently being used on the locomotive TFZ.
[0094] Whether these steps are implemented ultimately depends on operational aspects or on the control technology architecture used in the locomotive.
[0095] FIG 3 The preceding figures show further details on step S4, which is described in FIG 2 is described.
[0096] In particular, the distribution and verification of data within the electronic control system LEIT is presented.
[0097] The relevant data DAT-WAn (with n=1 to 4) and DAT-TFZ are provided by the control center LS in a storage system.
[0098] A DAT-UEB function is provided for data transmission. This takes place 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).
[0099] The Mobile Communication Gateway (MCG) then provides the data to a function called "Automatic Train Data Input" (AZDE).
[0100] The function AZDE then distributes relevant parameters ZD1, ZD2, ZDn to individual train protection systems SG1, SG2, SGn.
[0101] To ensure that the transmitted data DAT-WAn and DAT-TFZ match corresponding data ZD1, ZD2, ZDn from train protection systems SG1, SG2, SGn, this is subsequently examined or checked via a function DAT-CHK.
[0102] After the test, feedback of the test result is sent to the control system LEIT via a function STAT-DAT.
[0103] The result of the test is then transmitted to the control center LS for further processing, where a DAT-CHK function is also provided or carried out for testing.
Claims
1. Method for creating a train controller (ZG-STG), - in which the driving behaviour and braking behaviour of a train (ZG), which consists of a traction vehicle (TFZ) and at least one railway carriage (WAn) coupled thereto, is influenced by way of the train controller (ZG-STG), - in which the train (ZG) is operated in an automated mode and thus without the involvement of a driver, - in which, for assembling the train (ZG), the traction vehicle (TFZ) is connected to a control centre (LS) via a data connection (DV), - in which relevant data (DAT-WAn), which is available from the control centre (LS) for the railway carriages (WAn) and is required to create the train controller (ZG-STG), is transmitted from the control centre (LS) via the data connection (DV) to an electronic control system (LEIT) of the traction vehicle (TFZ), - in which the data (DAT-WAn, DAT-TFZ) is received by the traction vehicle (TFZ) of the train (ZG) and is stored in the electronic control system (LEIT) of the train (ZG) if correct data transmission has been detected for this, - in which the control system (LEIT) uses the relevant data (DAT-WAn) of the railway carriages (WAn) and relevant data (DAT-TFZ) of the traction vehicle (TFZ), which is available from the traction vehicle (TFZ) and is required to create the train controller (ZG-STG), to automatically create the train controller (ZG-STG), - in which, in the case of correctly transmitted data (DAT-WAn, DAT-TFZ), the data (DAT-WAn, DAT-TFZ) stored in the electronic control system (LEIT) of the train (ZG) is transmitted back to the control centre (LS), - in which the control centre (LS) compares the returned data (DAT-WAn, DAT-TFZ) with the data (DAT-WAn, DAT-TFZ) originally stored there and checks it for correctness, and - in which, if correctness is detected, the control centre (LS) transmits approval information to the control system (LEIT) of the train (ZG) and authorizes the traction vehicle to use the data (DAT-WAn, DAT-TFZ) to create the train controller.
2. Method according to Claim 1, in which the relevant data (DAT-TFZ) of the traction vehicle (TFZ) is available from the control centre (LS) and is transmitted from the control centre (LS) via the data connection (DV) to the electronic control system (LEIT) of the traction vehicle (TFZ).
3. Method according to Claims 1 and 2, in which the relevant data (DAT-WAn, DAT-TFZ) is secured against data corruption using a method and is transmitted to the traction vehicle TFZ via the data connection (DV) that is operated as a radio connection.
4. Method according to Claim 1, in which, if an error is detected in the transmission of the data (DAT-WAn, DAT-TFZ) to the traction vehicle (TFZ) of the train (ZG), corresponding feedback to the control centre (LS) is carried out and the data is then re-transmitted.
5. Method according to Claim 4, in which the re-transmission is aborted after an adjustable time or after a predetermined number of erroneous transmission attempts.
6. Method according to Claim 1, in which, in the case of an error-free transmission of the data (DAT-WAn, DAT-TFZ) to the traction vehicle (TFZ) of the train (ZG), the data (DAT-WAn, DAT-TFZ) is distributed and checked within the electronic control system (LEIT) of the train (ZG).
7. Method according to Claim 1, in which the storage by the traction vehicle takes place in a central storage location.
8. Method according to Claim 7, in which the data (DAT-WAn, DAT-TFZ) is transmitted from the central storage location to subordinate systems (SGn), such as to train protection systems LZB or ETCS.
9. Method according to Claim 1, in which the data transmission is repeated if an error is detected.
10. Method according to Claim 4, in which, in the event of the detected error, a journey of the train (ZG) is prevented by the control centre (LS) or by the control system (LEIT) of the traction vehicle (TFZ).
11. Method according to Claim 4, in which, in the event of the detected error, generally valid standard data is set and used for the train (ZG) for required control tasks by the control centre (LS) or by the control system (LEIT) of the traction vehicle (TFZ).
12. Method according to one of the preceding claims, in which the relevant data (DAT-WAn) - describes a sequence of railway carriages (WAn) or a position of a railway carriage (WAn) in the train (ZG), - describes a total mass of a railway carriage (WAn) or the traction vehicle (TFZ), - describes a length of the railway carriage (WAn) or the traction vehicle (TFZ), - describes a type of railway carriage (WAn) or a type of traction vehicle (TFZ), - describes a braking device present in the railway carriage (WAn) or in the traction vehicle (TFZ), and / or - describes a braking percentage and a braking weight.
13. Method according to Claim 12, in which, from the data (DAT-WAn, DAT-TFZ), the control system (LEIT) - calculates a total mass of the train (ZG), - calculates a total length of the train (ZG), - defines a braking type for each individual railway carriage (WAn) based on the sequence of railway carriages (WAn) in the train (ZG), and / or - determines a maximum permissible speed for the train (ZG).
14. Method according to one of the preceding claims, - in which, based on the data (DAT-WAn), a specific braking type is defined for a specific railway carriage (WAn) by the control system (LEIT), - in which the specific braking type is transmitted from the traction vehicle (TFZ) to the specific railway carriage (WAn) via a data connection (DVW), and - in which the specific braking type is automatically set on the associated specific railway carriage (WAn).
15. Method according to Claim 14, in which, for testing and validation purposes, the traction vehicle (TFZ) reads out the respective set braking type from all railway carriages (WAn) of the train (ZG) via the data connection (DVW) and compares it with the specifications of the control system (LEIT).
16. Method according to Claim 15, in which, if an error is detected in the fed-back braking type or if the feedback of the braking type is missing, a repeated braking type transmission with an adjustable number of repetitions is carried out to an affected railway carriage with subsequent feedback of the braking type until the correct setting thereof is determined by the retransmission and comparison by the traction vehicle (TFZ).
17. Train (ZG) having a traction vehicle (TFZ), at least one railway carriage (WAn) coupled to the traction vehicle (TFZ), and a train controller (ZG-STG) by means of which the driving behaviour and braking behaviour of the train (ZG) can be influenced, - wherein the train (ZG) can be operated in an automated mode and thus without the involvement of a driver, - in which the traction vehicle (TFZ) is connected to a control centre (LS) via a data connection (DV), - in which relevant data (DAT-WAn) for the railway carriages (WAn), which can be used to create the train controller (ZG-STG), is stored by the control centre (LS), - in which the relevant data (DAT-WAn) of the railway carriages (WAn) can be transmitted to an electronic control system (LEIT) of the traction vehicle (TFZ) via the data connection (DV), - in which the control system (LEIT) is designed to automatically create the train controller (ZG-STG) according to the method according to one of Claims 1 to 16 from the transmitted relevant data (DAT-WAn) of the railway carriages (WAn) and from relevant data (DAT-TFZ) which is available from the traction vehicle (TFZ) and can be used to create the train controller (ZG-STG).
18. Traction vehicle (TFZ) of a train (ZG) according to Claim 17, comprising means for carrying out the method according to one of Claims 1 to 16.