Method for creating a train controller and train

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] 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] To create or configure the train control system, data on the properties of the train, the locomotive, and the coupled carriages 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 verify, by means of a manual visual inspection, that the electronic vehicle control system has correctly received the data.

[0011] In the future, trains will be automated and thus moved without the active involvement of a train driver, eliminating the need for their participation in the creation of the train control system.

[0012] Document DE 10 2014 226 230 A1 discloses a rail vehicle with a train protection unit, a processing unit, and a coding unit. These are designed to assign train information, configured as a braking capacity code (BVC), to a collected set of brake condition data.

[0013] 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.

[0014] This problem is solved by the features of claim 1. Advantageous further developments are specified in the dependent claims.

[0015] In the inventive method for creating a train control system that influences the driving and braking behavior of a train, the train consists of a traction vehicle and at least one coupled carriage.

[0016] When assembling the train, each carriage is connected to the locomotive via a data connection.

[0017] Relevant data available from the carriages and required for creating the train control system are transmitted from each carriage via the data connection to an electronic control system of the locomotive.

[0018] The control system uses the relevant data from the carriages and relevant data from the traction vehicle that are required for creating the train control, in order to create the train control automatically.

[0019] In a preferred further training, the relevant data describe the respective specific properties of the assigned vehicle and thus describe it specifically.

[0020] In a preferred further development, the specific data of a vehicle under consideration is or will be stored electronically by the vehicle itself. Preferably, the data is stored in such a way that it is securely protected against unauthorized access.

[0021] In a preferred further training, the relevant data of the traction vehicle describe it specifically.

[0022] In a preferred advanced training system, the specific data from the traction vehicle is or will be stored electronically. Preferably, the data is stored in such a way that it is securely protected against unauthorized access.

[0023] In a preferred further training, the relevant data describe a sequence of the carriages or a position of a carriage in the train.

[0024] In a preferred further training, the relevant data describe the total mass of a car or the traction vehicle.

[0025] In a preferred further training, the relevant data describe the length of the carriage or the traction vehicle.

[0026] In a preferred further training, the relevant data describe a type of wagon or a type of traction vehicle.

[0027] In a preferred further training, the relevant data describe an existing braking device in the carriage or locomotive.

[0028] In a preferred training course, the relevant data describe a braking percentage and a braking weight.

[0029] In a preferred advanced training, the control system calculates the total mass of the train and / or the total length of the train from the data.

[0030] In a preferred advanced training, the control system determines a braking method for each individual car based on the data and the order of the cars in the train.

[0031] In a preferred advanced training system, the train control system determines a permissible maximum speed.

[0032] According to the invention, the control system determines a specific braking method based on the data for a specific vehicle.

[0033] According to the invention, the specific braking method is transmitted from the traction vehicle to the specific car via the data connection.

[0034] According to the invention, the specific braking type is automatically set on the assigned specific vehicle.

[0035] In a preferred advanced training, the transfer of data between the vehicle and the traction unit or the control technology there is carried out using a secure data transmission procedure in order to protect the data against unintentional or unauthorized data falsification.

[0036] In a preferred training method, if an error occurs during data transmission, a repeated data transmission is performed with an adjustable number of repetitions in order to transmit the relevant data again without errors.

[0037] In a preferred advanced training, the control system of the locomotive reads the brake type set in each car of the train via the data connection for testing and safety purposes and compares it with the specifications of the control system.

[0038] In a preferred further training, if an error is detected in the reported brake type or if feedback of the brake type to the traction vehicle 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 its correct setting is determined by the feedback transmission and comparison by the traction vehicle.

[0039] In a preferred advanced training system, the locomotive's control technology stores all calculated values ​​and transmits them to a land-based control center.

[0040] In a preferred advanced training, the control technology is used to parameterize vehicle-side subsystems, in particular train protection systems.

[0041] In a preferred training program, after receiving approval from the control technology, the data determined for the train are used for control tasks.

[0042] 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.

[0043] The present invention enables the train to automatically calculate data (e.g., total length, total weight) based on data specified in the respective carriages and in the traction unit, thereby avoiding errors.

[0044] The present invention eliminates previously required work steps for the operating personnel, thus supporting or enabling automated or autonomous operation of the train.

[0045] The present invention reduces the train's setup time, thereby achieving significant cost savings.

[0046] 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.

[0047] 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.

[0048] 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.

[0049] FIG 1 shows an overview of the method according to the invention.

[0050] A locomotive TFZ is coupled with wagons WA1 to WA4 to form a train ZG.

[0051] In this process, a data connection DV is set up and initialized between the traction vehicle TFZ and the carriages WA1 to WA4 in such a way that data DAT-WA1 to DAT-WA4 can be transferred from each of the carriages WA1 to WA4 to an electronic control system LEIT of the traction vehicle TFZ.

[0052] At the same time, data DAT-TFZ is also available from the locomotive TFZ, which can preferably also be transmitted via the data connection DV to the electronic control system LEIT of the locomotive TFZ.

[0053] The data DAT-WA1 to DAT-WA4 and DAT-TFZ are suitable as relevant data for describing the properties of the train ZG or for creating a train control system ZG-STG based on them.

[0054] This is achieved through the electronic control system LEIT of the locomotive TFZ using known algorithms and functionalities.

[0055] The data DAT-WA1 to DAT-WA4 are specific to each of the cars WA1 to WA4 and are accordingly backed up or stored there by the cars WA1 to WA4.

[0056] The DAT-TFZ data is specific to the TFZ locomotive and is secured and stored there accordingly.

[0057] 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.

[0058] 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.

[0059] This enables the control system LEIT to calculate or derive the total mass of the train ZG.

[0060] 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.

[0061] This enables the control system LEIT to calculate or derive the total length of the train ZG.

[0062] 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.

[0063] 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.

[0064] 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.

[0065] Due to the arrangement of the carriages in the train consist, the braking method for each individual carriage is determined via the control technology, transmitted to the respective carriages and preferably set automatically there.

[0066] 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.

[0067] The control system LEIT also takes into account values ​​for "brake percentage" and "brake weight" that are specified or will be specified by the wagons WA1 to WA4 and / or the traction vehicle TFZ.

[0068] Based on the data, the LEIT control system also determines or sets a permissible maximum speed for the ZG train.

[0069] For the transmission of data between the cars WA1 to WA4 and the traction vehicle TFZ or its control technology LEIT, a secure data transmission method is used, which adequately protects the transmission of the data against unintentional or unauthorized data falsification and is at the same time sufficiently fail-safe.

[0070] FIG 2 shows details of the inventive method from FIG 1 based on a basic schedule.

[0071] In a first step S1, the train is assembled by coupling the locomotive with carriages.

[0072] In this process, the data connection between the locomotive and the carriages is established and initialized.

[0073] In a second step S2 following the first step S1, the traction vehicle reads the relevant data from the individual cars via the data connection, which is needed for calculating or determining the braking type of the cars and for creating the train control by the control technology of the traction vehicle.

[0074] If an error FEH occurs during data transmission via the data connection, an adjustable number of repetitions are used to try to read the relevant data from the vehicle or to transmit it again.

[0075] If this is unsuccessful, the braking method is manually adjusted in one step MANB according to the state of the art described at the beginning.

[0076] The same applies to the relevant data, which are then collected manually in accordance with the state of the art described above and entered on the locomotive by a train driver.

[0077] In a third step S3 following the second step S2, the traction vehicle calculates or determines the total mass, length and maximum speed of the train from the transmitted relevant data of the individual cars and from the relevant data of the traction vehicle, determining the braking percentages, and determines the braking type of each individual car, which is determined depending on the respective position or depending on the car arrangement within the train.

[0078] In a fourth step, S4, following the third step S3, the locomotive transmits the brake type setting to each individual car in the train in the form of data. This data transmission preferably takes place using the existing data connection.

[0079] The specific braking method is set in each car according to the data-based specifications, with this setting being automated.

[0080] If an error FEH occurs during data transmission over the data connection, the system will attempt to transmit the data to the vehicles again with an adjustable number of repetitions.

[0081] If this is unsuccessful, the MANB step described above is performed again.

[0082] In a fifth step S5 following the fourth step S4, the traction vehicle reads the set braking mode from all cars via the data connection for testing and verification purposes and compares it with the specifications.

[0083] If the brake type in one of the cars is not set correctly, the system attempts to transmit the brake type data to the car again with an adjustable number of repetitions until its correct setting is determined by the transmission back and comparison by the traction vehicle.

[0084] If this is unsuccessful, the MANB step described above is performed again.

[0085] If the braking type of a car could not be transmitted back to the locomotive due to a communication problem, another attempt is made to transmit the braking type data to the locomotive with an adjustable number of repetitions in order to perform the comparison there.

[0086] If this is unsuccessful, the MANB step described above is performed again.

[0087] 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-based control center.

[0088] In a seventh step S7 following the sixth step S6, the control technology performs parameterization of vehicle-side subsystems (for example, train protection systems).

[0089] In an eighth step, S8, following the seventh step S7, train data determined by the train control system is used for control tasks. This use is preceded by a release notification issued by the control center.

[0090] FIG 3 With reference to the preceding figures, it shows further details of the steps that are taken in FIG 2 are described.

[0091] Steps S2 to S8 are carried out by the locomotive TFZ.

[0092] 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.

[0093] In sub-step S21, the transmitted data is checked for plausibility by the traction vehicle TFZ.

[0094] For example, associated maximum value ranges are checked, in particular the train mass, the train length, etc.

[0095] In the third step S3, the individual, wagon-specific settings for the braking type are calculated based on the read-out parameters or data of the wagons and the parameters or data of the traction vehicle TFZ.

[0096] In the fourth step S4, the calculated braking type is then transferred for each individual car WA1 to WAn of the train ZG.

[0097] After the brake type has been set in cars WA1 to WAn, the setting, which was detected via external sensors, is read back and compared with the specifications - steps S5 and S6.

[0098] If the settings have been made correctly, in a seventh step S7 train protection systems in the traction vehicle TFZ are configured according to the calculated settings.

[0099] After successful configuration of the carriages and train control systems, in an eighth step S8 the train and carriage data are transmitted to the land side for further processing.

Claims

1. Method for creating a train controller (ZG-STG) by means of which the driving behaviour and braking behaviour of a train (2G), which consists of a traction vehicle (TFZ) and at least one railway carriage (WAn) coupled thereto, is influenced, - in which, when the train (ZG) is assembled, each railway carriage (WAn) is connected to the traction vehicle (TFZ) via a data connection (DV), - in which relevant data (DAT-WAn), which is available from the railway carriages (WAn) and is required to create the train controller (ZG-STG), is transmitted from each railway carriage (WAn) via the data connection (DV) to an electronic control system (LEIT) of the traction vehicle (TFZ), - in which the control system (LEIT) uses the relevant data (DAT-WAn) of the railway carriages (WAn) and relevant data (DAT-TFZ), which is available from the traction vehicle (TFZ) and is required to create the train controller (ZG-STG), in order to automatically create the train controller (ZG-STG), characterized - in that, based on the data (DAT-WAn), a specific braking type is defined for a specific railway carriage (WAn) by the control system (LEIT), - in that the specific braking type is transmitted from the traction vehicle (TFZ) to the specific railway carriage (WAn) via the data connection (DV), and - in that the specific braking type is automatically set on the associated specific railway carriage (WAn).

2. Method according to Claim 1, in which the relevant data (DAT-WAn) of each railway carriage (WAn) describes said railway carriage specifically and is stored electronically by the railway carriage (WAn), preferably stored there secured against unauthorized access.

3. Method according to Claim 1, in which the relevant data (DAT-TFZ) of the traction vehicle (TFZ) describes said traction vehicle specifically and is stored electronically by the traction vehicle (TFZ), preferably stored there secured against unauthorized access.

4. Method according to any 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.

5. Method according to Claim 4, 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 the 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).

6. Method according to any of the preceding claims, in which the transmission of data (DAT-WAn) between the railway carriage (WAn) and the traction vehicle (TFZ) or the control system (LEIT) there is carried out by means of a secure data transmission method in order to secure the data (DAT-WAn) against unintentional or unauthorized data corruption.

7. Method according to any of the preceding claims, in which, in the event of an error occurring during the data transmission, a repeated data transmission with an adjustable number of repetitions is carried out in order to retransmit the relevant data (DAT-WAn) in an error-free manner.

8. Method according to any of the preceding claims, 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 (DV) and compares it with the specifications of the control system (LEIT).

9. Method according to Claim 8, in which, if an error is detected in the fed-back braking type or if the feedback of the braking type to the traction vehicle (TFZ) 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).

10. Method according to any of the preceding claims, in which the control system (LEIT) of the traction vehicle (TFZ) stores all calculated values and transmits them to a landside or a control centre.

11. Method according to any of the preceding claims, in which a parametrization of subsystems on the vehicle side, in particular of train protection systems, takes place by means of the control system (LEIT).

12. Method according to any of the preceding claims, in which, after the control system (LEIT) has received approval, the data determined for the train is used for performing control tasks.

13. 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, - in which each railway carriage (WAn) is connected to the traction vehicle (TFZ) via a data connection (DV), - in which relevant data (DAT-WAn), which can be used to create the train controller (ZG-STG), is stored by the railway carriages (WAn), - in which the relevant data (DAT-WAn) can be transmitted from each railway carriage (WAn) 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 any of Claims 1 to 12 from the transmitted relevant data (DAT-WAn) of the railway carriages (WAn) and from relevant data (DAT-TFZ) which is stored by the traction vehicle (TFZ) and which can be used to create the train controller (ZG-STG), - in which, based on the data (DAT-WAn), a specific braking type can be defined for a specific railway carriage (WAn) by the control system (LEIT), - in which the specific braking type can be transmitted from the traction vehicle (TFZ) to the specific railway carriage (WAn) via the data connection (DV), and - in which the specific braking type can be automatically set on the associated specific railway carriage (WAn).

14. Traction vehicle (TFZ) of a train according to Claim 13, comprising means for carrying out the method according to any of Claims 1 to 12.

15. Railway carriage (WAn) of a train according to Claim 13, comprising means for carrying out the method according to any of Claims 1 to 12.

Images