Method for creating a train controller

Abstract

The invention relates to a method for creating a train controller (ZG-STG), by means of which the driving behavior and braking behavior of a train (ZG), which consists of a traction vehicle (TFZ) and at least one railway carriage (WAn) coupled thereto, is influenced. When the train (ZG) is put together, each railway carriage (WAn) is connected to the traction vehicle (TFZ) via a data connection (DV). Relevant data (DAT-WAn), which are available from the railway carriages (WAn) and are required to create the train controller (ZG-STG), are transmitted from each railway carriage (WAn) via the data connection (DV) to an electronic control system (LEIT) of the traction vehicle (TFZ). The control system (LEIT) uses the relevant data (DAT-WAn) of the railway carriages (WAn) and relevant data (DAT-TFZ) which are available from the traction vehicle (TFZ) and are required to create the train controller (ZG-STG) in order to create the train controller (ZG-STG) automatically.

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 is collected for each train formation 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.

[0024] Before the start of the journey, the driver enters this data into the control system of the locomotive via a driver's cab display.

[0025] The train driver must perform a manual visual inspection to ensure that the electronic vehicle control system has correctly received the data.

[0026] 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.

[0027] 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.

[0028] This object is achieved by the features of patent claim 1. Advantageous further developments are specified in the dependent claims.

[0029] In the method according to the invention for creating a train control system which influences the driving and braking behavior of a train, the train consists of a traction vehicle and at least one car coupled to it.

[0030] When assembling the train, each car is connected to the traction unit via a data link. Relevant data available from the cars and required for train control is transmitted from each car via the data link to the traction unit's electronic control system.

[0031] The control system uses the relevant data from the wagons and relevant data available from the traction unit and required to create the train control in order to create the train control automatically.

[0032] In a preferred further development, the relevant data describe respective specific properties of the assigned vehicle and thus describe it specifically.

[0033] In a preferred embodiment, the specific data of a vehicle under consideration are or will be stored electronically by the vehicle. Preferably, the data is stored in such a way that it is protected from unauthorized access.

[0034] In a preferred further development, the relevant data of the traction vehicle describe this specifically.

[0035] In a preferred embodiment, the specific data are or will be stored electronically by the traction vehicle. Preferably, the data is stored in such a way that it is protected from unauthorized access.

[0036] In a preferred embodiment, the relevant data describes the sequence of the wagons or the position of a wagon in the train. In a preferred embodiment, the relevant data describes the total mass of a wagon or the traction unit.

[0037] In a preferred further development, the relevant data describe a length of the car or the traction vehicle.

[0038] In a preferred further development, the relevant data describe a type of wagon or a type of traction vehicle.

[0039] In a preferred further development, the relevant data describe an existing braking device in the car or in the traction vehicle.

[0040] In a preferred further development, the relevant data describe a braked hundredth and a braked weight.

[0041] 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.

[0042] In a preferred further development, the control system determines a braking type for each individual car based on the data and based on the sequence of the cars in the train.

[0043] In a preferred further development, the control system determines a permissible maximum speed for the train.

[0044] In a preferred development, the control system determines a specific braking type based on the data for a specific wagon. In a preferred development, the specific braking type is transmitted from the traction unit to the specific wagon via the data connection.

[0045] In a preferred further development, the specific braking type is set automatically on the assigned specific car.

[0046] In a preferred further development, the transmission of data between the carriage and the traction unit or the control technology there is carried out using a secure data transmission process in order to protect the data against unintentional or unauthorized data corruption.

[0047] In a preferred further development, if an error occurs during data transmission, a repeated data transmission is carried out with an adjustable number of repetitions in order to transmit the relevant data again without errors.

[0048] In a preferred further development, the control system of the locomotive reads out the braking type set in each of the carriages of the train via the data connection for testing and safeguarding purposes and compares this with the control system specifications.

[0049] In a preferred development, if an error is detected in the reported braking type or if the braking type is missing from the traction unit, a brake type transmission is repeated to the affected car with a configurable number of repetitions, followed by a brake type feedback, until the correct setting is determined by the feedback and comparison on the part of the traction unit. In a preferred development, the traction unit's control system stores all calculated values ​​and transmits them to a landside or control center.

[0050] In a preferred further development, the control technology parameterizes vehicle-side subsystems, in particular train protection systems.

[0051] In a preferred further development, after receiving approval from the control system, the data determined for the train are used for control tasks.

[0052] 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.

[0053] By means of the present invention, data of the train (e.g. total length, total weight) are automatically calculated by the locomotive based on data which are specified in the respective carriages and in the locomotive, thus avoiding errors.

[0054] 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.

[0055] The present invention reduces the number of train setups and thus achieves significant cost savings. The present invention enables a control center to review currently used data at any time and archive it for future use.

[0056] This results in savings in working time, elimination of sources of error and reduction of the train's operating costs while maintaining the same operational processes and train compositions.

[0057] The invention is explained in more detail below using a drawing as an example. It shows:

[0058] FIG 1 shows an overview of the method according to the invention,

[0059] FIG 2 shows details of the method according to the invention using a basic flow chart, and

[0060] FIG 3 with reference to the above figures further details of the steps described in FIG 2.

[0061] FIG 1 shows an overview of the method according to the invention.

[0062] A traction unit TFZ is coupled with wagons WA1 to WA4 to form a train ZG.

[0063] A data connection DV is set up and initialized between the traction unit TFZ and the wagons WA1 to WA4 in such a way that data DAT-WA1 to DAT-WA4 can be transmitted from each of the wagons WA1 to WA4 to an electronic control system LEIT of the traction unit TFZ.

[0064] At the same time, the traction unit TFZ also has DAT-TFZ data, which can preferably also be transmitted via the DV data connection to the electronic control system LEIT of the traction unit TFZ. The data DAT-WA1 to DAT-WA4 and DAT-TFZ are suitable as relevant data for the train ZG, describing its characteristics, or for creating a train control system ZG-STG based on them.

[0065] This is done by the electronic control system LEIT of the traction vehicle TFZ with the help of known algorithms and functionalities.

[0066] The data DAT-WA1 to DAT-WA4 are specific to each of the cars WA1 to WA4 and are secured or stored accordingly by the cars WA1 to WA4.

[0067] The DAT-TFZ data are specific to the TFZ traction vehicle and are secured and stored there accordingly.

[0068] For example, the data DAT-WA1 to DAT-WA4 describe the sequence or position of the cars WA to WA4 in the train ZG.

[0069] 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 vehicle TFZ.

[0070] This enables the control system LEIT to calculate or derive a total mass of the train ZG.

[0071] 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.

[0072] This enables the control system LEIT to calculate or derive the total length of the train ZG. 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 type of traction unit TFZ.

[0073] 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.

[0074] 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.

[0075] Due to the arrangement of the wagons in the train, the control system determines the type of braking for each individual wagon, transmits it to the respective wagons and adjusts it there automatically.

[0076] This enables the control system LEIT to derive an optimized braking procedure or type of braking for the train ZG in order to achieve optimized braking performance of the train ZG.

[0077] The control system LEIT also takes into account values ​​for “brake percentage” and “brake weight” that are or will be specified by the wagons WA1 to WA4 and / or the traction unit TFZ.

[0078] Based on the data, the control system LEIT also determines or sets a permissible maximum speed for the train ZG.

[0079] For the transmission of data between the cars WA1 to WA4 and the traction unit TFZ or its control system LEIT, a secure data transmission procedure is used which sufficiently protects the transmission of data against unintentional or unauthorized data corruption and at the same time is sufficiently fail-safe.

[0080] FIG 2 shows details of the method according to the invention from FIG 1 using a basic flow chart.

[0081] In a first step S 1 the train is assembled by coupling the locomotive with the carriages.

[0082] The data connection between the locomotive and the carriages is set up and initialized.

[0083] In a second step S2 following the first step S1, the traction unit reads the relevant data from the individual carriages via the data connection, which data is required for calculating or determining the type of braking of the carriages and for establishing the train control by the control system of the traction unit.

[0084] If an error FEH occurs during data transmission via the data connection, an attempt is made with an adjustable number of repetitions to read the relevant data from the car or to transmit it again.

[0085] If this is unsuccessful, the braking type is manually set in a MANB step in accordance with the state of the art described at the beginning.

[0086] The same applies to the relevant data, which are then manually collected according to the state of the art described above and entered on the locomotive by a driver. In a third step following the second step S2

[0087] 53 The traction unit calculates or determines the total mass, the length and the maximum speed of the train from the transmitted relevant data of the individual wagons and from the relevant data of the traction unit, determining the brake percentage, and determines the type of braking of each individual wagon, which is determined depending on the respective position or depending on the wagon sequence within the train.

[0088] In a fourth step following the third step S3

[0089] 54, the traction unit transmits the braking mode setting to each individual car in the train in the form of data. The corresponding data transmission is preferably carried out using the existing data connection.

[0090] The respective braking type is set in each car according to the data-based specifications, whereby this setting is carried out automatically.

[0091] If an error FEH occurs during data transmission via the data connection, an attempt is made to transmit the data to the cars again with an adjustable number of repetitions.

[0092] If this is unsuccessful, the MANB step described above is executed again.

[0093] In a fifth step following the fourth step S4

[0094] 55 For testing and verification purposes, the traction unit reads the set brake type from all carriages via the data connection and compares it with the specifications. If the brake type was not set correctly in one of the carriages, an attempt is made to retransmit the brake type data to the carriage a configurable number of times until the correct setting is determined by the retransmission and comparison by the traction unit.

[0095] If this is unsuccessful, the MANB step described above is executed again.

[0096] If the braking type of a car could not be transmitted back to the traction unit due to a communication problem, an attempt is made again with an adjustable number of repetitions to transmit the braking type data to the traction unit in order to be able to carry out the comparison there.

[0097] If this is unsuccessful, the MANB step described above is executed again.

[0098] In a sixth step S6 following the fifth step S5, the control system of the locomotive stores all calculated values ​​and transmits them to a land side or control center.

[0099] In a seventh step S7 following the sixth step S6, the control system parameterizes vehicle-side subsystems (for example, train protection systems).

[0100] In an eighth step S8 following the seventh step S7, train data determined by the control system for the train are used for control tasks. Use is preceded by release information issued by the control center. FIG 3 shows, with reference to the preceding figures, further

[0101] Details of the steps described in FIG 2 .

[0102] Steps S2 to S8 are carried out by the traction vehicle TFZ.

[0103] In the second step S2, the relevant data DAT-WA1 to DAT-WAn are automatically read from the coupled cars WA1 to WAn of the train ZG via the data connection DV and transmitted to the traction vehicle TFZ.

[0104] In a sub-step S21, the transmitted data are checked for plausibility by the traction vehicle TFZ.

[0105] For example, the corresponding maximum value ranges are checked, in particular the train mass, the train length, etc.

[0106] In the third step S3, the individual, wagon-specific settings for the type of braking are calculated on the basis of the read-out parameters or data of the wagons and the parameters or data of the traction vehicle TFZ.

[0107] Subsequently, in the fourth step S4, the calculated braking type is transmitted for each individual car WA1 to WAn of the train ZG.

[0108] After the brake type has been set in the carriages WA1 to WAn, the setting, which was recorded via external sensors, is read back and compared with the specifications - steps S5 and S6.

[0109] If the settings have been made correctly, the train protection systems in the TFZ traction unit are adjusted according to the calculated settings in a seventh step (S7). After the wagons and train protection systems have been successfully adjusted, the train and wagon data are transmitted to the landside for further processing in an eighth step (S8).

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, - where when assembling the train (ZG) each Wagon (WAn) is connected to the traction unit (TFZ) via a data connection (DV), - in which relevant data (DAT-WAn) available from the wagons (WAn) and required for the creation of the train control (ZG-STG) are transmitted from each wagon (WAn) via the data connection (DV) to an electronic control system (LEIT) of the traction unit (TFZ), - in which the control system (LEIT) uses the relevant data (DAT-WAn) of the wagons (WAn) and relevant data (DAT-TEZ) available from the traction unit (TFZ) and required to create the train control (ZG-STG) in order to create the train control (ZG-STG) automatically.

2. Method according to claim 1, wherein the relevant data (DAT-WAn) of each vehicle (WAn) describe it specifically and are stored electronically by the vehicle (WAn), preferably stored there in a manner secured against unauthorized access.

3. Method according to claim 1, in which the relevant data (DAT-TFZ) of the traction vehicle (TFZ) describe the latter specifically and are stored electronically by the traction vehicle (TFZ), preferably stored there in a manner secured against unauthorized access. Method according to one of the preceding claims, in which 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), - a length of the wagon (WAn) or the traction unit (TFZ) describe, - describe a type of wagon (WAn) or a type of traction vehicle (TFZ), - an existing braking device in the carriage (WAn) or in the Describe the locomotive (TFZ), and / or - describe a braked percent and a braked weight. Method according to claim 4, 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 the data connection (DV), and - in which the specific braking type is automatically set on the assigned specific wagon (WAn). Method according to one of the preceding claims, in which the transmission of the data (DAT-WAn) between the carriage (WAn) and the traction unit (TFZ) or the control system (LEIT) there is carried out using a secure data transmission method in order to protect the data (DAT-WAn) against unintentional or unauthorized data corruption. Method according to one of the preceding claims, in which, if an error occurs during the data transmission, a repeated data transmission is carried out with an adjustable number of repetitions in order to transmit the relevant data (DAT-WAn) again without errors. Method according to one of the preceding claims, in which, for testing and protection purposes, the traction unit (TFZ) reads out the type of braking set in each of the carriages (WAn) of the train (ZG) via the data connection (DV) and compares it with the specifications of the control system (LEIT).Method according to claim 9, wherein, in the event of a detected error in the reported braking type or in the event of a missing braking type feedback to the traction vehicle (TFZ), a repeated braking type transmission to an affected carriage and subsequent braking type feedback 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). Method according to one of the preceding claims, wherein the control system (LEIT) of the traction vehicle (TFZ) all. stores the calculated values ​​and transmits them to a landside or control center. Method according to one of the preceding claims, in which the control system (LEIT) parameterizes vehicle-side subsystems, in particular train protection systems. Method according to one of the preceding claims, in which, after receiving a release from the control system (LEIT), the data determined for the train are used for control tasks. Train (ZG) with a traction unit (TFZ), with at least one carriage (WAn) coupled to the traction unit (TFZ), and with a train control (ZG-STG) with which the driving and braking behavior of the train (ZG) can be influenced, - in which each wagon (WAn) is connected to the traction unit (TFZ) via a data connection (DV), - in which relevant data (DAT-WAn) which can be used to create the train control (ZG-STG) are stored by the wagons (WAn), - in which the relevant data (DAT-WAn) can be transmitted from each wagon (WAn) 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 13 from the transmitted relevant data (DAT-WAn) of the wagons (WAn) and from relevant data (DAT-TFZ) which are stored by the traction vehicle (TFZ) and can be used to create the train control (ZG-STG).

15. Traction vehicle (TFZ) of a train according to claim 14, comprising means for carrying out the method according to one of claims 1 to 13.

16. Carriage (WAn) of a train according to claim 14, comprising means for carrying out the method according to one of claims 1 to 13.

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