Multi-traction goods train, method for initializing same, multi-traction goods train system, and upper multi-traction control unit

Abstract

The invention relates to a method for train initialization of a multiple-traction freight train comprising two traction vehicles, in particular two locomotives, and at least one freight wagon, wherein the two traction vehicles are each configured for multiple-traction control, each have local multiple-traction control components and each have a drive system and a brake system, wherein the local multiple-traction control components are each configured to interact with at least the drive and brake systems of the respective traction vehicle, wherein the two traction vehicles each have a superior multiple-traction control unit, wherein the two superior multiple-traction control units are configured toto communicate with each other via a wireless communication channel and to communicate with the respective local multiple traction control components of the same locomotive via a wired connection, wherein the multiple traction freight train is in an operating state after train initialization. The invention also relates to a multiple traction freight train, a multiple traction freight train system, a higher-level multiple traction control unit, a method for initializing a multiple traction train, a multiple traction train, and a multiple traction train system.

Description

[0001] The invention relates to a method for train initialization of a multiple traction freight train, a multiple traction freight train, a multiple traction freight train system and a superior multiple traction control unit.

[0002] For economic and political reasons, recent efforts have focused on automating as many tasks and components as possible in freight trains and minimizing the number of personnel required for commissioning and subsequent operation, particularly to gain an advantage for rail over road. Since the vast majority of freight wagons used today lack dedicated lines for data transmission from one end to the other, multiple traction is hardly feasible in modern freight trains—provided more than two locomotives are used, separated by at least one such freight wagon—because the necessary data cannot be exchanged between the spatially separated locomotives.

[0003] Although there are plans to install digital automatic couplings in future freight wagons or to upgrade existing freight wagons so that multiple traction control via these digital automatic couplings would be possible, such a process could prove to be lengthy, especially considering the large number of existing freight wagons and the expensive conversion.

[0004] It is therefore an object of the invention to provide a method for train initialization of a multiple traction freight train, a multiple traction freight train, a multiple traction freight train system and a superior multiple traction control unit, which eliminate at least some of the disadvantages of the solutions known from the prior art.

[0005] The solution to the problem is defined by the features of claims 1, 6, 14 and 15.

[0006] According to a first aspect of the invention, the invention relates to a method for train initialization of a multiple-traction freight train comprising two traction units, in particular two locomotives, and at least one freight wagon. The two traction units are each configured for multiple-traction control, each has local multiple-traction control components, and each has a drive system and a brake system, wherein the local multiple-traction control components are each configured to interact with at least the drive and brake systems of the respective traction unit.The two traction units each have a superior multiple traction control unit, wherein the two superior multiple traction control units are configured to communicate with each other via a wireless communication channel and to communicate with the respective local multiple traction control components of the same traction unit via a wired connection, wherein the multiple traction freight train is in an operating state after train initialization. The method according to the invention comprises the following steps: a) Mechanical coupling of the two traction units with the at least one freight wagon, wherein the mechanical coupling provides a mechanically coupled freight train, wherein after the mechanical coupling the at least one freight wagon is arranged between the two traction units; b) Electrical switching on of the superior multiple traction control unit of a first traction unit of the two traction units and the superior multiple traction control unit of a second traction unit of the two traction units; c) Provision of a train control network via the wireless communication channel, connecting a server unit and the superior multiple traction control unit of the first traction unit via the train control network and connecting the server unit and the superior multiple traction control unit of the second traction unit via the train control network;d) Providing and transmitting, via at least one input device connected to the train management network, train-specific information for the mechanically coupled freight train to the server unit, wherein the train-specific information includes at least the information on which of the two traction units is configured as the leading traction unit and which of the two traction units is configured as the remotely controlled traction unit; e) Creating, by the server unit, a train configuration based on the information transmitted in step d), and transmitting the created train configuration to the superior multiple traction control unit of the first traction unit and to the superior multiple traction control unit of the second traction unit;f) Provision of the train control network by the superior multiple traction control unit of the lead locomotive intended for operation, and connection of at least the superior multiple traction control unit of the remotely controlled locomotive intended for operation to the train control network; and g) Adaptation of the superior multiple traction control unit of the first locomotive and the superior multiple traction control unit of the second locomotive based on the train configuration transmitted in step e).

[0007] The two locomotives are designed for multiple traction control. Each locomotive has local multiple traction control components that have access to its respective traction and braking systems. These local multiple traction control components can also have indirect access to the traction and braking systems of their respective locomotives via a Train Control and Management System (TCMS). Consequently, the local multiple traction control components can be configured to interact directly or indirectly with the traction and braking systems of their respective locomotives. Such local multiple traction control components in locomotives are known from the prior art.

[0008] The two locomotives are designed to be remotely controlled: one of the two locomotives can be used as the leading locomotive and, in particular, controlled by a driver, while the second locomotive can be remotely controlled. Each of the two locomotives can be designed so that there is a driver's cab at both ends, i.e., each of the two locomotives can have two driver's cabs. Alternatively, one or both locomotives can each have only one driver's cab.

[0009] The term "traction vehicle" generally refers to a powered rail vehicle. A locomotive is a traction vehicle that cannot carry either goods or passengers. The term "freight wagon" generally refers to a rail vehicle used for transporting goods.

[0010] The two locomotives and the at least one freight car can be mechanically connected to each other using known mechanical couplings: after the mechanical coupling step, the two locomotives are separated from each other by the at least one freight car. The multiple-traction freight train to be initialized by this method, and thus put into an operating state, can include not only the two locomotives and the at least one freight car, but also further locomotives and further freight cars. The multiple-traction freight train can, for example, be configured such that one of the two locomotives is arranged at each of its two ends: this arrangement can be referred to as a locomotive sandwich, or, if the locomotives are locomotives, as a locomotive sandwich.The multiple traction freight train can, for example, also be designed such that one of the traction vehicles, in particular the leading traction vehicle, is located at one end of the multiple traction freight train and the other traction vehicle, in particular the remotely controlled traction vehicle, is located in an inner position, in particular in the middle, of the multiple traction freight train: this arrangement can be referred to as distributed multiple traction, so that in particular the remotely controlled traction vehicle is adjacent to at least one freight wagon at one of its ends and to another freight wagon at the other end.

[0011] The mechanically coupled multiple-unit freight train can be configured without a direct wired electrical (data) connection between the two locomotives for transmitting multiple-unit control information. Alternatively, the mechanically coupled multiple-unit freight train can be coupled with a wired data connection between the two locomotives; for this purpose, a digital automatic coupling can be used.

[0012] The higher-level multiple traction control unit, located in each of the two locomotives, enables multiple traction control via a wireless train control network, regardless of whether a wired electrical (data) connection exists between the two locomotives after the mechanical coupling. This network allows the two higher-level multiple traction control units to communicate and exchange multiple traction control information. The higher-level multiple traction control unit located in one locomotive can process multiple traction control information and forward it to, or receive it from, the local multiple traction control components located in the same locomotive.The local multiple traction control components allow the higher-level multiple traction control unit located in a locomotive to exchange data with the train control and management system (TCMS) of the respective locomotive. Furthermore, the higher-level multiple traction control units can also be designed to detect and correct data losses occurring during communication through suitable compensation measures, in particular the retransmission of lost data packets.

[0013] If the freight wagons and locomotives of the multiple traction freight train have digital automatic couplers, multiple traction control can be carried out both via the wired data connection within the multiple traction freight train and via the wireless connection between the higher-level multiple traction control units.

[0014] The train initialization method according to the invention uses two different networks. First, a train management network is used; subsequently, a train control network is established. The train management network, which is based on a wireless communication channel (which can be a 4G or 5G communication channel or a Future Railway Mobile Communication System communication channel and therefore can be a publicly available network), connects the higher-level multiple traction control units, an (external) server unit, and one or more input devices (which can be portable devices, preferably mobile phones or tablets with mobile data connections).The input devices can be operated by train personnel, in particular a train driver, during train initialization; the server unit, in turn, can be accessed by external personnel during train initialization; alternatively, the server unit can also operate without human intervention.

[0015] Both the input devices and the server unit are primarily used only during train initialization and are not required for the subsequent operation of the multiple-unit freight train. However, they can be used further, although even if reused, they have no influence on the ongoing operation of the multiple-unit freight train. The server unit facilitates a connection between the input devices and the higher-level multiple-unit control units.After the higher-level multiple traction control units are electrically switched on, they and the server unit can be configured to automatically establish a connection with each other via the wireless communication channel. Each higher-level multiple traction control unit can also transmit a unique identification number to the server unit. The input devices, in turn, can also be automatically connected to the server unit via the train management network.The server unit can assign the input devices to the superior multiple traction control units or to the multiple traction freight train: this assignment can be particularly helpful during the later operation of the multiple traction freight train, as the superior multiple traction control units can transmit data to the input devices during operation and can also receive data from them during operation.

[0016] During train initialization, the server unit manages the received train-specific information and uses it to create a train configuration. This train-specific information includes, at a minimum, which of the two locomotives is configured as the leading locomotive and which as the remotely controlled locomotive. The train-specific information can also include the relative orientations of the two locomotives in the mechanically coupled multiple-unit freight train and their locomotive numbers. Furthermore, a freight train number assigned to the multiple-unit freight train, as well as the relative arrangement of the two locomotives within the mechanically coupled multiple-unit freight train, particularly regarding the number of freight cars between them, can be transmitted to the server unit.The transmitted train-specific information can therefore also include the length of the individual sections of the mechanically coupled multiple-unit freight train. The server unit can then use this information to create the train configuration.

[0017] Since the server unit has a global view of the multiple-unit freight train to be initialized, it can also verify whether the train-specific information transmitted to it represents a valid train that can be operated. This verification can be carried out in conjunction with the train crew operating the input devices. However, the verification can also be performed without the train crew: for example, it may be stipulated that the multiple-unit freight train to be operated should only have a specific number of locomotives, particularly two. The server unit can then check whether this specific number of locomotives has been transmitted, or whether fewer or more locomotives have been reported.The server unit, together with the train crew, can also verify whether the transmitted orientation and position of the locomotives in the mechanically coupled multiple-unit freight train corresponds to the actual orientation and position. The server unit, together with the train crew, can also verify whether only one leading cab (which, for example, is located "at the front" in a later direction of travel for the multiple-unit freight train) of the leading locomotive is active and whether all other cabs of the multiple-unit freight train are inactive, or whether the number and arrangement of actual freight cars corresponds to the number and arrangement of freight cars transmitted to the server unit.

[0018] The train initialization procedure can be designed in such a way that the train control network provided in the next step can only take place after such a comparison has been made between the transmitted train-specific information and the actual mechanically coupled multiple traction freight train.

[0019] Based on the train configuration, the leading locomotive's higher-level multiple traction control unit can then establish a train control network, with one of the locomotives being designated as the leading locomotive by the train configuration transmitted by the server unit. The remotely controlled locomotive then connects to the train control network. During operation of the multiple traction freight train, the higher-level multiple traction control units are configured to exchange multiple traction control information via the train control network.

[0020] The train control network can be implemented via a wireless communication channel, specifically a 4G or 5G network or a Future Railway Mobile Communication System (FRAM) communication channel. Alternatively, the train control network can also be implemented as a local wireless network, such as a wireless local area network (WLAN). To minimize interference with existing networks used in multiple-unit freight trains, such as GSM-R, the train control network and / or the train management network are advantageously implemented separately, particularly with regard to frequency allocation.

[0021] In the next step, the two higher-level multiple traction control units of the two locomotives are adapted. This adaptation may include, in particular, switching relay units within the higher-level multiple traction control units. If UIC cables are installed in the locomotives, the relay units can be switched to provide a connection between the higher-level multiple traction control units and the UIC cables. The adaptation, especially the switching of the relay units, can be performed either automatically or manually. The adaptation is performed depending on the specific train configuration; that is, after the adaptation, the two higher-level multiple traction control units are adapted to the respective configuration of the multiple traction freight train, so that the multiple traction freight train can be correctly controlled in subsequent operation.The train initialization procedure therefore puts the multiple traction freight train into an operating state.

[0022] In principle, the individual steps of the procedure, if they do not build logically upon one another, can also be carried out in a different order than specified.

[0023] The train initialization procedure can be designed such that, after steps a) to g) have been executed, the leading locomotive initially blocks all potentially safety-critical instructions to the remotely controlled locomotive, such as releasing all brakes, from the train crew, in particular the locomotive driver. This can be indicated to the train crew via a display function of the input devices.

[0024] Before the multiple-unit freight train is fully released, the higher-level multiple-unit control unit of the leading locomotive can perform the following additional steps: 1) Comparing the locomotive numbers sent by the local multiple-unit control components of the two locomotives (the locomotives are switched on) with the locomotive numbers transmitted by the server unit in connection with the train configuration; 2) if the numbers match: requesting the driver of the leading locomotive, via the display function of an input device, to initiate a brake test, and subsequently comparing the signals provided by the local multiple-unit control components of the two locomotives as a result of the initiated braking;3) If the signals are consistent, the higher-level multiple traction control unit of the leading locomotive will lift the blocking of safety-critical instructions and thus fully transition the multiple traction freight train into operating mode.

[0025] Alternatively, after completing steps a) to g), the multiple traction freight train can already be fully operational, i.e., in its operating state.

[0026] According to one embodiment of the train initialization method according to the invention, the train control network provided in step f) is configured as a Virtual Private Network (VPN).

[0027] The train control network is preferably designed as a Virtual Private Network, which improves the security of the multiple-traction freight train during operation, as unauthorized access to data exchange within the multiple-traction freight train is made more difficult by a VPN.

[0028] According to a further embodiment of the inventive method for train initialization, step d) comprises the following sub-steps: 1) Providing and transmitting, via at least one input device connected to the train control network, in particular designed as a portable device, a first locomotive number of the first locomotive, a second locomotive number of the second locomotive, a first orientation identifier for orienting the first locomotive in the mechanically coupled multiple-unit freight train, and a second orientation identifier for orienting the second locomotive in the mechanically coupled multiple-unit freight train, to the server unit; 2) Providing and transmitting a freight train number for identifying the multiple-unit freight train to the server unit and linking the freight train number with the first locomotive number, the second locomotive number, the first orientation identifier, and the second orientation identifier;and 3) providing and transmitting, via at least one input device connected to the train control network, (i) information to the server unit indicating which of the two traction units is configured as the leading traction unit and which of the two traction units is configured as the remotely controlled traction unit, (ii) information on the arrangement of the two traction units in the mechanically coupled freight train, and (iii) information on the number and position of the at least one freight wagon in the mechanically coupled freight train.

[0029] The input devices can also have a display function that allows train crews to see which locomotives are associated with the freight train number, with the input devices receiving this information from the server unit. Furthermore, the display function of the input devices can show train crews status information about the multiple-unit freight train. The input devices can also be designed so that train crews can subsequently delete or correct train-specific information that was transmitted in error.

[0030] According to a further embodiment of the train initialization method according to the invention, the method between sub-step 2) and sub-step 3) further comprises the step of checking, in particular by the server unit, whether exactly two transmitted locomotive numbers are linked to the transmitted freight train number.

[0031] Such a check is relevant if the multiple traction control procedure used for multiple traction control is designed for exactly two locomotives.

[0032] According to a further embodiment of the train initialization method according to the invention, the provision in sub-step 1) comprises scanning QR codes attached to the first traction vehicle and / or the second traction vehicle with the at least one input device.

[0033] Train-specific information can be at least partially read by scanning QR codes using the input devices and then transmitted to the server unit. The QR codes can be located, for example, in the driver's cabs of the locomotives, and each QR code can contain the respective locomotive number and a corresponding driver's cab number. The train crew can use the input devices to scan the QR codes located in the following driver's cabs: those that are at the front of the multiple-unit freight train in terms of direction of travel. The freight train number can be entered directly via the input devices.

[0034] According to a further embodiment of the train initialization method according to the invention, step g) comprises adapting a first superior control unit and a first relay unit of the superior multiple traction control unit of the first traction vehicle and adapting a second superior control unit and a second relay unit of the superior multiple traction control unit of the second traction vehicle.

[0035] According to a second aspect of the invention, the invention relates to a multiple-traction freight train comprising two traction units, in particular two locomotives, each with a drive system and a braking system, wherein one of the two traction units is configured as the leading traction unit in an operating state provided by carrying out a method according to the first aspect of the invention, the other of the two traction units is configured as a remotely controlled traction unit in the operating state, and the two traction units are each configured for multiple-traction control, wherein the two traction units each have local multiple-traction control components. The multiple-traction freight train according to the second aspect of the invention has at least one freight car between the two traction units.The local multiple traction control components are each configured to interact with at least the drive and brake systems of the respective traction unit, wherein the two traction units each have a superior multiple traction control unit, and wherein the two superior multiple traction control units are configured to communicate with each other via a wireless train control network in the operating state and to communicate with the respective local multiple traction control components of the same traction unit via a wired connection, wherein the multiple traction freight train in the operating state is configured to transmit multiple traction control information for controlling the multiple traction freight train between the local multiple traction control components of the first traction unit and the local multiple traction control components of the second traction unit via the train control network.

[0036] Multiple traction control can preferably be implemented as time-division multiple traction control, which requires fewer data lines in the two locomotives compared to conventional multiple traction control. Multiple traction control can also be implemented as frequency-division multiple traction control. To enable time-division multiple traction control, UIC cables can be installed in each of the two locomotives, with, for example, two conductors of a UIC cable being used for time-division multiple traction control.

[0037] Wired communication between the higher-level multiple traction control unit and the local multiple traction control components can therefore be understood as communication via lines laid in the respective traction vehicle, whereby in the case of time-division multiple traction control the lines may be UIC cables in particular.

[0038] Within each higher-level multiple traction control unit, communication can also take place via lines, for example via Ethernet cables or lines laid for a Multifunction Vehicle Bus in the respective traction vehicle.

[0039] The local multiple traction control components of the two locomotives and the higher-level multiple traction control units of the two locomotives enable multiple traction of the freight train during operation: by controlling the leading locomotive, the driver controls the entire freight train, with all relevant multiple traction control information being exchanged between the higher-level multiple traction control units via the train control network during operation. Each locomotive has its own higher-level multiple traction control unit.

[0040] According to one embodiment of the multiple traction freight train according to the invention, the train control network is based on a wireless communication channel designed as a 4G or 5G communication channel, or the train control network is based on a wireless communication channel designed as a Future Railway Mobile Communication System (FRMCS) communication channel, or the train control network is designed as a local wireless network.

[0041] In the case of a 4G or 5G communication channel, a quick and easy adaptation of existing locomotives can be achieved to advantage, as it is possible to build upon existing and reliable communication channels.

[0042] According to a further embodiment of the multiple traction freight train according to the invention, the multiple traction freight train further comprises two UIC cables, wherein a first UIC cable of the two UIC cables is laid in a first traction vehicle of the two traction vehicles and wherein a second UIC cable of the two UIC cables is laid in a second traction vehicle of the two traction vehicles.

[0043] UIC cables exist in different versions. Different versions of UIC cables can be used for multiple-unit freight trains; the only important thing is that the UIC cables are compatible with the multiple-unit control system used, i.e., that they have the necessary conductors.

[0044] According to a further embodiment of the multiple traction freight train according to the invention, the two traction vehicles are each designed for time-division multiple traction control.

[0045] A large number of locomotives available on the market are equipped for time-division multiplexing (TDM) multiple traction control. Consequently, if TDM is used, a freight train operating multiple traction can draw upon a large number of locomotives available on the market.

[0046] According to a further embodiment of the multiple traction freight train according to the invention, the local multiple traction control components of the first traction vehicle have a first local control unit for time-division multiple traction control and a first local Train Control and Management System (TCMS), and the local multiple traction control components of the second traction vehicle have a second local control unit for time-division multiple traction control and a second local TCMS.

[0047] Train Control Management Systems (TCMS) are well-known from the prior art and can also be described as train control systems. The TCMS in the locomotives can be connected to the local control unit located in the respective locomotive, for example via a multifunction vehicle bus. The TCMS of each locomotive can therefore adjust its activity depending on the current multiple traction operation.

[0048] According to a further embodiment of the multiple traction freight train according to the invention, the superior multiple traction control unit of the first traction vehicle has (i) a first communication unit and a first antenna for connection to the wireless train control network, wherein the first antenna is wired to the first communication unit, (ii) a first processing logic, in particular configured as a first processor, wherein the first processing logic is configured to receive or send the multiple traction control information via the first communication unit, (iii) a first higher-level control unit for time-division multiple traction control, and (iv) a first relay unit. on, wherein the superior multiple traction control unit of the first traction vehicle is configured to communicate with the first local control unit via the first superior control unit and the first relay unit, and the superior multiple traction control unit of the second locomotive indicates (i) a second communication unit and a second antenna for connection to the wireless train control network, wherein the second antenna is wired to the second communication unit, (ii) a second processing logic, in particular configured as a second processor, wherein the second processing logic is configured to receive or send the multiple traction control information via the second communication unit, (iii) a second higher-level control unit for time-division multiple traction control, and (iv) a second relay unit. on, wherein the superior multiple traction control unit of the second traction vehicle is designed to communicate with the second local control unit via the second superior control unit and the second relay unit.

[0049] The first and second antennas provide access to the wireless train control network. The first antenna can be connected to the first communication unit, and the second antenna can be connected to the second communication unit. These communication units can provide suitable modulation options, such as frequency or amplitude modulation, or other known modulation techniques, for transmitting information over the train control network. Advantageously, the first and second antennas are sufficiently spaced from any other antennas on the respective train to minimize interference.

[0050] The first processing logic and the second processing logic can perform the necessary calculations and data processing for multiple traction.

[0051] The first and second higher-level control units for time-division multiple traction control can each be optionally connected to an external power supply via switches. The first higher-level control unit is electrically connected to the first relay unit, and the second higher-level control unit is electrically connected to the second relay unit.

[0052] In the case of exactly two locomotives in a multiple-traction freight train, the respective higher-level control units and relay units can be configured as follows: each of the two higher-level control units has a switch to route an input, which is connected to the respective processing logic via a multifunction vehicle bus, for example, to two possible outputs; each of the two possible outputs of the respective higher-level control unit can be selectively routed to zero, one, or two further outputs via two switches, thus allowing the two possible outputs of the respective higher-level control unit to be selectively switched to four lines by the respective relay unit. These four lines are, in turn, connected to the UIC cable installed in the train. Consequently, the respective relay unit can have four internal switches. Each of these switches can be designed as a relay.

[0053] Depending on the relative orientation of the two locomotives in the multiple-unit freight train, different switch configurations can be set during operation. This ensures that the respective local control units, which also take into account the orientation of each locomotive in the multiple-unit freight train, are correctly supplied with data.

[0054] Each relay unit can further include two switches that allow a connection to the external leads of the respective UIC cable. If desired, these two switches could also be used to connect the respective locomotives to freight wagons via a wired connection, for example, if the freight wagons are equipped with a digital automatic coupler. Therefore, in the case of two locomotives, each relay unit can have a total of six internal switches.

[0055] As part of the train initialization procedure, the six switches in each relay unit and the switch in the respective local control unit can be opened or closed as follows: after the respective higher-level multiple traction control unit is switched on, all six switches can be open; if any individual switches are still closed, they will be opened; as soon as the train configuration is determined, the respective switch of each of the two local control units and each of the four switches will be opened or closed depending on the train configuration.

[0056] According to a further embodiment of the multiple traction freight train according to the invention (i) the first traction vehicle has a first Multifunction Vehicle Bus (MVB) and the second traction vehicle has a second MVB, wherein the first processing logic is connected to the first higher-level control unit via the first MVB and wherein the second processing logic is connected to the second higher-level control unit via the second MVB, and / or (ii) the first relay unit is configured to selectively provide a connection between the first higher-level control unit and the first local control unit and the second relay unit is configured to selectively provide a connection between the second higher-level control unit and the second local control unit.

[0057] According to a further embodiment of the multiple traction freight train according to the invention, the first communication unit, the first processing logic, the first higher-level control unit and the first relay unit are arranged in an engine room of the first traction vehicle and the second communication unit, the second processing logic, the second higher-level control unit and the second relay unit are arranged in an engine room of the second traction vehicle.

[0058] Advantageously, such an arrangement allows for good use of the usually limited space in traction vehicles, especially locomotives.

[0059] According to a further embodiment of the multiple traction freight train according to the invention, the first communication unit, the first processing logic, the first higher-level control unit and the first relay unit are arranged in a first plug-in housing, wherein the first plug-in housing is designed to be plugged into a first UIC coupling socket of the first traction vehicle, wherein the first UIC coupling socket is connected to the first UIC cable, and the second communication unit, the second processing logic, the second higher-level control unit and the second relay unit are arranged in a second plug-in housing, wherein the second plug-in housing is designed to be plugged into a second UIC coupling socket of the second traction vehicle, wherein the second UIC coupling socket is connected to the second UIC cable.

[0060] Advantageously, such an arrangement allows a multiple traction freight train to be upgraded through simple plug-in operations.

[0061] According to a further embodiment of the multiple traction freight train according to the invention, the first antenna is arranged on the roof of the first traction vehicle and the second antenna is arranged on the roof of the second traction vehicle.

[0062] The first and second antennas are advantageously spaced away from other antennas on the locomotives to avoid interfering with normal GSM-R communication. The respective communication units of the two locomotives can be further equipped with bandpass filters to filter out frequencies in the GSM-R range, thus preventing or minimizing interference.

[0063] According to a third aspect of the invention, the invention relates to a multiple traction freight train system comprising a multiple traction freight train according to the second aspect of the invention, a server unit and at least one input device, in particular designed as a portable device, wherein the server unit, the at least one input device, the superior multiple traction control unit of the first traction vehicle and the superior multiple traction control unit of the second traction vehicle are configured to perform a method for train initialization according to the first aspect of the invention.

[0064] According to a fourth aspect of the invention, the invention relates to a superior multiple traction control unit for retrofitting a traction unit to enable the retrofitted traction unit to be used in multiple traction operation, wherein the superior multiple traction control unit comprises (i) an antenna, (ii) a communication unit wired to the antenna, (iii) a processing logic connected to the communication unit, (iv) a superior control unit for time-division multiple traction control connected to the processing logic, and (v) a relay unit connected to the superior control unit, and wherein the superior multiple traction control unit is designed such that a connection to local multiple traction components of the traction unit is possible via the relay unit, in particular by connecting the relay unit to a UIC cable installed in the traction unit.can be provided.

[0065] Advantageously, a locomotive designed for time-division multiplexing operation and equipped with corresponding local multiple-traction components can therefore be used in a multiple-traction freight train by retrofitting it with a higher-level multiple-traction control unit according to the invention, without requiring major modifications to the locomotive. Regarding the higher-level multiple-traction control unit, reference is made to the further descriptions of the first three aspects of the invention.

[0066] According to a fifth aspect of the invention, the invention relates to a method for initializing a multiple-unit train. The method according to the fifth aspect of the invention differs from the method according to the first aspect of the invention only in that, instead of a multiple-unit freight train, a multiple-unit train is initialized, wherein, unlike the multiple-unit freight train, the multiple-unit train comprises at least one railway car instead of at least one freight car. A railway car is a rail vehicle without its own propulsion. Consequently, a railway car can be configured, for example, as a freight car or as a passenger car for transporting people. The embodiments of the method according to the first aspect of the invention can therefore be applied analogously to the method according to the fifth aspect of the invention, with freight cars being replaced by railway cars.

[0067] According to a sixth aspect of the invention, the invention relates to a multiple-traction train. The multiple-traction train according to the sixth aspect of the invention differs from the multiple-traction freight train according to the second aspect of the invention only in that, instead of at least one freight car, at least one railway car is present. The embodiments of the multiple-traction freight train according to the second aspect of the invention can therefore be applied analogously to the multiple-traction train according to the sixth aspect of the invention, with freight cars being replaced by railway cars.

[0068] According to a seventh aspect of the invention, the invention relates to a multiple traction train system. The multiple traction train system according to the seventh aspect of the invention differs from the multiple traction freight train system according to the third aspect of the invention only in that it comprises a multiple traction train instead of a multiple traction freight train.

[0069] Further advantageous embodiments and combinations of features of the invention can be derived from the following detailed description and the entirety of the patent claims.

[0070] The invention is explained in more detail below with reference to the accompanying schematic drawings. These show: Fig. 1 shows a multiple-traction freight train with two locomotives and seven freight cars; Fig. 2 shows a schematic diagram of a multiple-traction freight train system; Fig. 3 shows a higher-level multiple-traction control unit in two different switching states and the connection of the higher-level multiple-traction control unit with local multiple-traction control components; Fig. 4 shows a schematic representation of a method for initializing a multiple-traction freight train; and Fig. 5 shows a schematic representation of the transmission of multiple-traction control information within a multiple-traction freight train in operation. Basically, identical parts in the figures are marked with the same reference symbols.

[0071] Fig. 1 Figure 1 shows a multiple-traction freight train 1 with two locomotives 2 and seven freight wagons 3 between the two locomotives 2. The figure in Fig. 1 The configuration shown can be described as a locomotive sandwich, since all freight cars are located between the two outer locomotives 2. As in Fig. 1 In symbolic terms, the two locomotives can communicate wirelessly with each other to enable multiple traction control of freight train 1: during multiple traction operation, one of the two locomotives is configured as the leading locomotive and the second as a remotely controlled locomotive; a driver in the cab of the leading locomotive can thus control the entire freight train 1 from the cab of the leading locomotive. During operation, only one cab of the leading locomotive is active; all other cabs, if present, are inactive. The actual transmission of multiple traction control information during operation is described in connection with... Fig. 5 described below.

[0072] Fig. 2 This diagram shows a schematic diagram of a multiple-traction freight train system. The multiple-traction freight train system can be used for train initialization. The multiple-traction freight train system in Fig. 2 comprises two input devices 7, which can be operated by train personnel, in particular train drivers, a server unit 6, two traction vehicles 2 and (in Fig. 2 (not shown) at least one freight wagon. Each of the two traction units 2 has a higher-level multiple traction control unit 3, each comprising an antenna 4, for example, arranged on the roof of the respective traction unit 2. The other parts of the higher-level multiple traction control units 3 can communicate wirelessly with each other, as well as with the server unit 6 and the input devices 7, via the antennas 4.

[0073] For train initialization, which is related to Fig. 4 As described in more detail below, a publicly available mobile network 5, for example a 4G or 5G network, can be used. A train management network 8 can then be operated on this publicly available mobile network 5 for information exchange during train initialization: information can be transmitted via the train management network 8 between the input devices 7 and the server unit 6, between the server unit 6 and the higher-level multiple traction control units 3, and between the input devices 7 and the higher-level multiple traction control units 3 in both directions.

[0074] After train initialization is complete, the multiple-unit freight train is in operating mode. A train control network 9 is used to enable multiple-unit control. This network can be based on the publicly available mobile network 5 or alternatively be a local network. Multiple-unit control information can be exchanged between the higher-level multiple-unit control units 3 via the train control network 9. Optionally, information can also be exchanged with the input devices 7 via the train control network, preferably including suitable display functions for presenting information.

[0075] Fig. 3 Figure 1 shows a higher-level multiple traction control unit 3 in two different switching states and the connection of the higher-level multiple traction control unit 3 with local multiple traction control components 14, 15 of a traction vehicle 2. The higher-level multiple traction control unit 3 has a relay unit 13, wherein Fig. 3a und Fig. 3b They can only be distinguished from each other by the switching states of relay unit 3. The higher-level multiple traction control unit 3 and the local multiple traction control components 14, 15 are designed for time-division multiple traction control.

[0076] The higher-level multiple traction control unit 3 includes an antenna 4, which in turn is connected to a communication unit 10. The communication unit 10 can, for example, perform modulation and demodulation operations on digital data streams to be transmitted wirelessly. The communication unit 10 can also perform error detection and correction, for example, using suitable coding schemes. The communication unit 10 is connected to a processing logic 11, in particular a processor, for example, via an Ethernet cable. The communication unit receives data to be sent from the processing logic 11 and forwards received data to the processing logic 11. The processing logic 11, in turn, is connected to a higher-level control unit 12, for example, via a multifunction vehicle bus, and to the relay unit 13, for example, via an Ethernet cable.Instead of a multifunction vehicle bus or Ethernet cables, other wired connections can also be used. The higher-level multiple traction control unit 3 can be supplied with electrical energy via a power input 16 and has switches 19 with which the power supply can be switched on or off.

[0077] The in Fig. 3 The multiple traction control unit shown is designed for a multiple traction freight train with two locomotives. Within the overall multiple traction freight train, each locomotive can be oriented in two different ways, resulting in a total of four possible orientation configurations: assuming one end of the first locomotive is abstractly designated '1', the other end of the first locomotive '2', one end of the second locomotive '3', and the other end of the second locomotive '4'; possible orientations of the two locomotives in the multiple traction freight train are then 1) '1'<->'2' and '3'<->'4', 2) '1'<->'2' and '4'<->'3', 3) '2'<->'1' and '3'<->'4', and 4) '2'<->'1' and '4'<->'3'.Since a local multiple traction control, which is provided in particular by the local control unit 14, takes into account the orientation of the two traction vehicles, the traction vehicle orientation is encoded in the relay unit 13 by appropriately switching the switches 21 of the relay unit 13.

[0078] The higher-level control unit 12 includes a switch to redirect one input to two possible inputs, and each of the two outputs of the higher-level control unit 12 is connected to two switches of the relay unit 13. Two UIC cables 20 are installed in the traction unit 2, and a connection to one of the UIC cables 20 can be established by opening or closing the four switches 21 of the relay unit 13. A connection to the local control unit 14, which in turn is connected to a Train Control and Management System 15, can then be provided via the UIC cables 20.

[0079] The relay unit 13 also includes two further switches 22, which enable a connection between the local multiple traction control components 14, 15 and the traction vehicle 2 for the multiple traction control of the traction vehicle 2.

[0080] In Fig. 3a The case is shown where these two further switches 22 are closed and the four switches 21 are open. Fig. 3a The higher-level multiple traction control unit 3 is therefore functionally largely decoupled from the traction vehicle 2, so that the traction vehicle 2 is only controlled by the local multiple traction control components, which can directly connect to other traction vehicles.

[0081] In Fig. 3b The case is shown where the two other switches 22 are open and one of the four switches 21 is closed. The in Fig. 3b The closed switches of the four switches 21 correspond to the two orientations of two locomotives in a multiple-traction freight train. Consequently, in Fig. 3b the local multiple traction control components 14, 15 information only about the higher-level multiple traction control unit 3.

[0082] Fig. 4 Figure 1 shows a schematic representation of a procedure for initializing a multiple-unit freight train with two locomotives and at least one freight car. In a first step 23, the multiple-unit freight train is mechanically coupled. In a next step 24, the higher-level multiple-unit control units of the two locomotives are electrically switched on. In a subsequent step 25, a train management network is established and a server unit is connected to the two higher-level multiple-unit control units.In a next step 26, train-specific information about the mechanically coupled freight train is provided and transmitted to the server unit via at least one input device connected to the train management network. This train-specific information includes at least the information on which of the two traction units is configured as the leading traction unit and which of the two traction units is configured as the remotely controlled traction unit. Subsequently 27, the server unit creates a train configuration based on the previously transmitted train-specific information and transmits it to the higher-level multiple traction control units.In a next step 28, a train control network is provided by the superior multiple traction control unit of the leading locomotive intended for the operating state; the superior multiple traction control unit of the remotely controlled locomotive intended for the operating state then connects to the train control network. Subsequently 29, the superior multiple traction control unit of the first locomotive and the superior multiple traction control unit of the second locomotive are adapted based on the transmitted train configuration. Optionally 30, further safety-critical checks can also take place, for example, checks of the brakes of the multiple traction freight train.

[0083] Process step 26 can comprise three sub-steps: 31, 32, and 33. Sub-step 31 involves providing and transmitting, via at least one input device connected to the train control network, the first locomotive number of the first locomotive, the second locomotive number of the second locomotive, a first orientation identifier for orienting the first locomotive within the mechanically coupled multiple-unit freight train, and a second orientation identifier for orienting the second locomotive within the mechanically coupled multiple-unit freight train to the server unit. Sub-step 32 involves providing and transmitting a freight train number to the server unit for identifying the multiple-unit freight train and linking the freight train number with the first locomotive number, the second locomotive number, the first orientation identifier, and the second orientation identifier.In sub-step 33, the following information can be provided and transmitted via at least one input device connected to the train management network: (i) information to the server unit on which of the two traction vehicles is configured as the leading traction vehicle and which of the two traction vehicles is configured as the remotely controlled traction vehicle, (ii) information on the arrangement of the two traction vehicles in the mechanically coupled freight train, and (iii) information on the number and position of the at least one freight wagon in the mechanically coupled freight train.

[0084] Fig. 5 This shows a schematic representation of the transmission of multiple traction control information within a multiple traction freight train during operation. Fig. 5a The information processing flow from the higher-level control unit 10 to the communication unit 12 is shown for the leading traction vehicle, and in Fig. 5b The information processing flow from communication unit 12 to the higher-level control unit 10 is shown for the leading traction vehicle. The in Fig. 5c und Fig. 5d The information processing flows shown correspond to those in Fig. 5a und Fig. 5b shown information flows, whereby in Fig. 5c und Fig. 5d The information processing flows for the remotely controlled locomotive will be shown.

[0085] In Fig. 5a In a first step, 34 train control commands are forwarded from the local multiple traction control components via the higher-level control unit and checked for validity. Subsequently, 35 the train control commands are processed – in particular by the processing logic. In an optional next step, 36 the train control commands can be processed with regard to further functional requirements. As the next step, 37 the train control commands are prepared for transmission, for example by adapting them to a defined protocol – this step can be performed in particular by the communication unit. The train control commands are then sent 38 to the remotely controlled locomotive via the train control network.

[0086] In Fig. 5b In a first step, 39 status data from the remotely controlled locomotive are received via the train control network. In this step, it is specifically checked whether the received status data is valid, with the validity being verified particularly with regard to the defined protocol. In an optional next step, 40 the valid received status data can be processed with regard to further functional requirements. In a subsequent step, 41 the received status data is processed and then sent via the higher-level control unit to the local multiple traction control components.

[0087] In Fig. 5c In a first step, 43 status data from the local multiple traction control components are forwarded via the higher-level control unit and checked for validity. Subsequently, 44 the status data is processed – in particular by the processing logic. In an optional next step, 45 the status data can be processed with regard to further functional requirements. As the next step, 46 the status data is prepared for transmission, for example by adapting it to a defined protocol – this step can be performed in particular by the communication unit. The status data is then sent 47 to the leading traction unit via the train control network.

[0088] In Fig. 5dIn a first step, 48 train control commands from the leading traction unit are received via the train control network. In this step, it is specifically checked whether the received train control commands are valid, with the validity being verified particularly with regard to the defined protocol. In an optional next step, the valid received train control commands can be processed with regard to further functional requirements. In a subsequent step, the received train control commands are processed and then sent via the higher-level control unit to the local multiple traction control components.

[0089] The following preferred embodiments are further disclosed within the scope of the present application: 1. Method for train initialization of a multiple-traction freight train (1), comprising two traction units (2), in particular two locomotives, and at least one freight wagon (3), wherein the two traction units (2) are each configured for multiple-traction control, each have local multiple-traction control components (14, 15) and each have a drive system and a brake system, wherein the local multiple-traction control components (14, 15) are each configured to interact with at least the drive and brake systems of the respective traction unit (2), wherein the two traction units (2) each have a superior multiple-traction control unit (3, 4), wherein the two superior multiple-traction control units (3, 4) are configured to communicate with each other via a wireless communication channel (5) and with the respective local multiple-traction control components (14, 15).15) to communicate via wired connection between the same traction unit (2), wherein the multiple traction freight train (1) is in an operational state after train initialization, and wherein the method comprises the following steps: a) Mechanical coupling (23) of the two traction units (2) with the at least one freight wagon (3), wherein the mechanical coupling (23) provides a mechanically coupled freight train, wherein after mechanical coupling the at least one freight wagon (3) is arranged between the two traction units (2); b) Electrical switching on (24) of the superior multiple traction control unit (3, 4) of a first traction unit of the two traction units (2) and the superior multiple traction control unit (3, 4) of a second traction unit of the two traction units (2); c) Provision (25) of a train management network (8) via the wireless communication channel (5),d) Connecting (25) a server unit (6) and the superior multiple traction control unit (3, 4) of the first traction unit via the train management network (8) and connecting the server unit (6) and the superior multiple traction control unit (3, 4) of the second traction unit via the train management network (8); d) Providing (26) and transmitting (26), via at least one input device (7) connected to the train management network (8), train-specific information for the mechanically coupled freight train to the server unit (6), wherein the train-specific information includes at least the information on which of the two traction units (2) is configured as the leading traction unit and which of the two traction units (2) is configured as the remotely controlled traction unit for the operating state; e) Creating (27) by the server unit (6) a train configuration based on the information transmitted in step d),and transmitting (27) the created train configuration to the superior multiple traction control unit (3, 4) of the first traction unit and to the superior multiple traction control unit (3, 4) of the second traction unit; f) providing (28) a train control network (9) by the superior multiple traction control unit (3, 4) of the leading traction unit intended for the operating state, and connecting (28) at least the superior multiple traction control unit (3, 4) of the remotely controlled traction unit intended for the operating state to the train control network (9); and g) adapting (29) the superior multiple traction control unit (3, 4) of the first traction unit and the superior multiple traction control unit (3, 4) of the second traction unit based on the train configuration transmitted in step e). 2. Train initialization method according to embodiment 1,wherein the train control network (9) provided in step f) is configured as a Virtual Private Network (VPN). 3. Method for train initialization according to embodiment 1 or 2, wherein step d) comprises the following sub-steps: 1) Providing (31) and transmitting (31) via at least one input device (7) connected to the train management network (8), in particular configured as a portable device, a first traction number of the first traction unit, a second traction number of the second traction unit, a first orientation identifier for orienting the first traction unit in the mechanically coupled multiple traction freight train, and a second orientation identifier for orienting the second traction unit in the mechanically coupled multiple traction freight train,to the server unit (6); 2) providing (32) and transmitting (32) a freight train number to the server unit (6) for the identification of the multiple-traction freight train and linking the freight train number with the first locomotive number, the second locomotive number, the first orientation identifier and the second orientation identifier; and 3) providing (33) and transmitting (33) via at least one input device (7) connected to the train control network (8), (i) information to the server unit (6) regarding which of the two locomotives (2) is configured as the leading locomotive and which of the two locomotives is configured as the remote-controlled locomotive, (ii) information regarding the arrangement of the two locomotives (2) in the mechanically coupled freight train,and (iii) information on the number and position of the at least one freight wagon (3) in the mechanically coupled freight train. 4. A method for train initialization according to embodiment 3, wherein the method between sub-step 2) and sub-step 3) further comprises the step of checking, in particular by the server unit, whether exactly two transmitted locomotive numbers are linked to the transmitted freight train number. 5. A method for train initialization according to embodiment 3 or 4, wherein the provision in sub-step 1) comprises scanning QR codes affixed to the first locomotive and / or the second locomotive with the at least one input device (7). 6. A method for train initialization according to one of the preceding embodiments, wherein step g) comprises adapting a first higher-level control unit (12) and a first relay unit (13) of the higher-level multiple traction control unit (3,4) of the first traction unit and an adaptation of a second higher-level control unit (12) and a second relay unit (13) of the higher-level multiple traction control unit (3, 4) of the second traction unit. 7. Multiple traction freight train (1) comprising two traction units (2), in particular two locomotives, each with a drive system and a braking system, wherein one of the two traction units (2) is configured as the leading traction unit in an operating state provided by carrying out a method according to one of claims 1 to 6, the other of the two traction units (2) is configured as a remotely controlled traction unit in the operating state, and the two traction units (2) are each configured for multiple traction control, wherein the two traction units (2) each have local multiple traction control components (14, 15), and at least one freight wagon (3) is positioned between the two traction units (2).wherein the local multiple traction control components (14, 15) are each configured to interact with at least the drive and brake systems of the respective traction unit, wherein the two traction units (2) each have a superior multiple traction control unit (3, 4), and wherein the two superior multiple traction control units (3, 4) are configured to communicate with each other via a wireless train control network (9) in the operating state and to communicate via wired communication with the respective local multiple traction control components (14, 15) of the same traction unit, wherein the multiple traction freight train (1) in the operating state is configured to transmit multiple traction control information for controlling the multiple traction freight train (1) between the local multiple traction control components (14, 15) of the first traction unit and the local multiple traction control components (14,15) of the second traction vehicle via the train control network (9). 8. Multiple traction freight train (1) according to embodiment 7, characterized in that the train control network (9) is based on a wireless communication channel (5) configured as a 4G or 5G communication channel, or wherein the train control network (9) is based on a wireless communication channel configured as a Future Railway Mobile Communication System (FRMCS) communication channel, or wherein the train control network (9) is configured as a local wireless network. 9. Multiple traction freight train (1) according to embodiment 7 or 8, further comprising two UIC cables (20), characterized in thatthat a first UIC cable of the two UIC cables (20) is installed in a first traction unit of the two traction units (2) and wherein a second UIC cable of the two UIC cables (20) is installed in a second traction unit of the two traction units (2). 10. Multiple traction freight train (1) according to one of embodiments 7 to 9, characterized in that the two traction units (2) are each configured for time-division multiplexed multiple traction control. 11. Multiple traction freight train (1) according to embodiment 10, characterized in that the local multiple traction control components (14, 15) of the first traction unit comprise a first local control unit (14) for time-division multiple traction control and a first local Train Control and Management System (TCMS) (15), and wherein the local multiple traction control components (14,15) of the second traction unit, comprising a second local control unit (14) for time-division multiplexed multiple traction control and a second local TCMS (15). 12. Multiple traction freight train (1) according to embodiment 11, characterized in that the superior multiple traction control unit (3, 4) of the first traction unit comprises (i) a first communication unit (10) and a first antenna (4) for connection with the wireless train control network (9), wherein the first antenna (4) is wired to the first communication unit (10), (ii) a first processing logic (11), in particular configured as a first processor, wherein the first processing logic (11) is configured to receive or send the multiple traction control information via the first communication unit (10), (iii) a first superior control unit (12) for time-division multiple traction control, and (iv) a first relay unit (13).wherein the superior multiple traction control unit (3, 4) of the first traction vehicle is configured to communicate with the first local control unit (14) via the first superior control unit (12) and the first relay unit (13), and wherein the superior multiple traction control unit (3, 4) of the second traction vehicle (i) a second communication unit (10) and a second antenna (4) for connection with the wireless train control network (9), wherein the second antenna (4) is wired to the second communication unit (10), (ii) a second processing logic (11), in particular configured as a second processor, wherein the second processing logic (11) is configured to receive or send the multiple traction control information via the second communication unit (10),(iii) a second higher-level control unit (12) for time-division multiplexed multiple traction control and (iv) a second relay unit (13), wherein the higher-level multiple traction control unit (3, 4) of the second traction vehicle is configured to communicate with the second local control unit (14) via the second higher-level control unit (12) and the second relay unit (13). 13. Multiple traction freight train (1) according to embodiment 12, characterized in that (i) the first traction vehicle has a first Multifunction Vehicle Bus (MVB) and wherein the second traction vehicle has a second MVB, wherein the first processing logic (11) is connected to the first higher-level control unit (12) via the first MVB and wherein the second processing logic (11) is connected to the second higher-level control unit (12) via the second MVB, and / or wherein (ii) the first relay unit (13) is configured to14. Multiple-traction freight train (1) according to embodiment 13, characterized in that the first communication unit (10), the first processing logic (11), the first higher-level control unit (12), and the first relay unit (13) are arranged in an engine room of the first traction vehicle, and the second communication unit (10), the second processing logic (11), the second higher-level control unit (12), and the second relay unit (13) are arranged in an engine room of the second traction vehicle. 15. Multiple-traction freight train (1) according to embodiment 13 or 14, characterized in thatthat the first communication unit (10), the first processing logic (11), the first higher-level control unit (12), and the first relay unit (13) are arranged in a first plug-in housing, wherein the first plug-in housing is configured to be plugged into a first UIC coupler socket of the first traction vehicle, the first UIC coupler socket being connected to the first UIC cable, and wherein the second communication unit (10), the second processing logic (11), the second higher-level control unit (12), and the second relay unit (13) are arranged in a second plug-in housing, the second plug-in housing being configured to be plugged into a second UIC coupler socket of the second traction vehicle, the second UIC coupler socket being connected to the second UIC cable. 16. Multiple-traction freight train (1) according to one of embodiments 12 to 15, characterized in thatthat the first antenna (4) is arranged on the roof of the first traction vehicle and the second antenna (4) is arranged on the roof of the second traction vehicle. 17. Multiple traction freight train system comprising a multiple traction freight train (1) according to one of embodiments 7 to 16, a server unit (6) and at least one input device (7), in particular designed as a portable device, wherein the server unit (6), the at least one input device (7), the superior multiple traction control unit (3, 4) of the first traction vehicle and the superior multiple traction control unit (3, 4) of the second traction vehicle are configured to execute a method for train initialization according to one of embodiments 1 to 6. 18. Superior multiple traction control unit (3, 4) for converting a traction vehicle to enable the converted traction vehicle (2) to be used in multiple traction operation.wherein the superior multiple traction control unit (3, 4) comprises (i) an antenna (4), (ii) a communication unit (10) connected to the antenna (4) by wire, (iii) a processing logic (11) connected to the communication unit (10), (iv) a superior control unit (12) for time-division multiple traction control connected to the processing logic (11), and (v) a relay unit (13) connected to the superior control unit (12), wherein the superior multiple traction control unit (3, 4) is configured such that a connection to local multiple traction components (14, 15) of the traction vehicle can be provided via the relay unit (13), in particular by connecting the relay unit (13) to a UIC cable (20) installed in the traction vehicle. 19. Method for train initialization of a multiple traction train (1) comprising two traction vehicles (2), in particular two locomotives,and at least one railway wagon (3), wherein the two traction units (2) are each configured for multiple traction control, each have local multiple traction control components (14, 15) and each have a drive system and a brake system, wherein the local multiple traction control components (14, 15) are each configured to interact with at least the drive and brake systems of the respective traction unit (2), wherein the two traction units (2) each have a superior multiple traction control unit (3, 4), wherein the two superior multiple traction control units (3, 4) are configured to communicate with each other via a wireless communication channel (5) and to communicate with the respective local multiple traction control components (14, 15) of the same traction unit (2) via a wired connection,wherein the multiple traction freight train (1) is in an operating state after train initialization, and wherein the method comprises the following steps: a) Mechanically coupling (23) the two traction units (2) with the at least one railway car (3), wherein the mechanical coupling (23) provides a mechanically coupled train, wherein after mechanical coupling the at least one railway car (3) is arranged between the two traction units (2); b) Electrically switching on (24) the superior multiple traction control unit (3, 4) of a first traction unit of the two traction units (2) and the superior multiple traction control unit (3, 4) of a second traction unit of the two traction units (2); c) Providing (25) a train management network (8) via the wireless communication channel (5), connecting (25) a server unit (6) and the superior multiple traction control unit (3,4) of the first traction unit via the train management network (8) and connecting the server unit (6) and the superior multiple traction control unit (3, 4) of the second traction unit via the train management network (8); d) providing (26) and transmitting (26), via at least one input device (7) connected to the train management network (8), train-specific information for the mechanically coupled freight train to the server unit (6), wherein the train-specific information includes at least the information on which of the two traction units (2) is configured as the leading traction unit and which of the two traction units (2) is configured as the remotely controlled traction unit for the operating state; e) creating (27) by the server unit (6) a train configuration based on the information transmitted in step d), and transmitting (27) the created train configuration to the superior multiple traction control unit (3,4) of the first traction unit and to the superior multiple traction control unit (3, 4) of the second traction unit; f) providing (28) a train control network (9) by the superior multiple traction control unit (3, 4) of the leading traction unit intended for the operating state, and connecting (28) at least the superior multiple traction control unit (3, 4) of the remotely controlled traction unit intended for the operating state to the train control network (9); and g) adapting (29) the superior multiple traction control unit (3, 4) of the first traction unit and the superior multiple traction control unit (3, 4) of the second traction unit based on the train configuration transmitted in step e). 20. Multiple traction train (1) comprising two traction units (2), in particular two locomotives, each with a drive system and a braking system, wherein one of the two traction units (2) is in an operating state,which is provided by carrying out a method according to embodiment 19, is configured as the leading traction vehicle, the other of the two traction vehicles (2) is configured as a remotely controlled traction vehicle in the operating state, and the two traction vehicles (2) are each configured for multiple traction control, wherein the two traction vehicles (2) each have local multiple traction control components (14, 15), at least one railway car (3) between the two traction vehicles (2), wherein the local multiple traction control components (14, 15) are each configured to interact with at least the drive and brake systems of the respective traction vehicle, wherein the two traction vehicles (2) each have a superior multiple traction control unit (3, 4), and wherein the two superior multiple traction control units (3, 4) are configured toto communicate with each other via a wireless train control network (9) during operation and to communicate with the respective local multiple traction control components (14, 15) of the same traction unit via wired communication, wherein the multiple traction train (1) during operation is configured to transmit multiple traction control information for controlling the multiple traction train (1) between the local multiple traction control components (14, 15) of the first traction unit and the local multiple traction control components (14, 15) of the second traction unit via the train control network (9). 21. Multiple traction train system comprising a multiple traction train (1) according to embodiment 20, a server unit (6) and at least one input device (7), in particular designed as a portable device, wherein the server unit (6), the at least one input device (7), the superior multiple traction control unit (3,4) of the first traction vehicle and the superior multiple traction control unit (3, 4) of the second traction vehicle are configured to execute a train initialization procedure according to embodiment 1.

Claims

1. Method for train initialization of a multiple traction train (1), comprising two traction units (2), in particular two locomotives, and at least one railway car (3), wherein the two traction units (2) are each configured for multiple traction control, each have local multiple traction control components (14, 15) and each have a drive system and a brake system, wherein the local multiple traction control components (14, 15) are each configured to interact with at least the drive and brake systems of the respective traction unit (2), wherein the two traction units (2) each have a superior multiple traction control unit (3, 4), wherein the two superior multiple traction control units (3, 4) are configured to communicate with each other via a wireless communication channel (5) and with the respective local multiple traction control components (14, 15).15) to communicate via wired communication between the same traction unit (2), wherein the multiple traction train (1) is in an operating state after train initialization, and wherein the method comprises the following steps: a) Mechanical coupling (23) of the two traction units (2) with the at least one railway car (3), wherein the mechanical coupling (23) provides a mechanically coupled train, wherein after mechanical coupling the at least one railway car (3) is arranged between the two traction units (2); b) Electrical switching on (24) of the superior multiple traction control unit (3, 4) of a first traction unit of the two traction units (2) and the superior multiple traction control unit (3, 4) of a second traction unit of the two traction units (2); c) Provision (25) of a train management network (8) via the wireless communication channel (5),d) Connecting (25) a server unit (6) and the superior multiple traction control unit (3, 4) of the first traction unit via the train management network (8) and connecting the server unit (6) and the superior multiple traction control unit (3, 4) of the second traction unit via the train management network (8); d) Providing (26) and transmitting (26), via at least one input device (7) connected to the train management network (8), train-specific information about the mechanically coupled train to the server unit (6), wherein the train-specific information includes at least the information on which of the two traction units (2) is configured as the leading traction unit and which of the two traction units (2) is configured as the remotely controlled traction unit for the operating state; e) Creating (27) by the server unit (6) a train configuration based on the information transmitted in step d),and transmitting (27) the created train configuration to the superior multiple traction control unit (3, 4) of the first traction unit and to the superior multiple traction control unit (3, 4) of the second traction unit; f) providing (28) a train control network (9) by the superior multiple traction control unit (3, 4) of the leading traction unit intended for the operating state, and connecting (28) at least the superior multiple traction control unit (3, 4) of the remotely controlled traction unit intended for the operating state to the train control network (9); and g) adapting (29) the superior multiple traction control unit (3, 4) of the first traction unit and the superior multiple traction control unit (3, 4) of the second traction unit based on the train configuration transmitted in step e).

2. A method for train initialization according to claim 1, wherein the train control network (9) provided in step f) is configured as a Virtual Private Network (VPN).

3. A method for train initialization according to claim 1 or 2, wherein step d) comprises the following sub-steps: 1) providing (31) and transmitting (32) to the server unit (6) via at least one input device (7) connected to the train control network (8), in particular designed as a portable device, a first traction number of the first traction unit, a second traction number of the second traction unit, a first orientation identifier for orienting the first traction unit in the mechanically coupled multiple traction train, and a second orientation identifier for orienting the second traction unit in the mechanically coupled multiple traction train; 2) providing (32) and transmitting (32) a train number for identifying the multiple traction train to the server unit (6) and linking the train number with the first traction number, the second traction number, the first orientation identifier, and the second orientation identifier;and 3) providing (33) and transmitting (33) via at least one input device (7) connected to the train control network (8), (i) information to the server unit (6) regarding which of the two traction units (2) is configured as the leading traction unit and which of the two traction units is configured as the remotely controlled traction unit, (ii) information regarding the arrangement of the two traction units (2) in the mechanically coupled train, and (iii) information regarding the number and position of the at least one railway carriage (3) in the mechanically coupled train.

4. Method for train initialization according to claim 3, wherein the method between sub-step 2) and sub-step 3) further comprises the step of checking, in particular by the server unit, whether exactly two transmitted locomotive numbers are linked to the transmitted train number, and / or wherein the provision in sub-step 1) comprises scanning QR codes affixed in the first locomotive and / or in the second locomotive with the at least one input device (7).

5. Method for train initialization according to one of the preceding claims, wherein step g) comprises adapting a first superior control unit (12) and a first relay unit (13) of the superior multiple traction control unit (3, 4) of the first traction vehicle and adapting a second superior control unit (12) and a second relay unit (13) of the superior multiple traction control unit (3, 4) of the second traction vehicle.

6. Multiple traction train (1), comprising: • two traction units (2), in particular two locomotives, each with a drive system and a braking system, wherein one of the two traction units (2) is configured as the leading traction unit in an operating state provided by carrying out a method according to one of claims 1 to 6, the other of the two traction units (2) is configured as a remotely controlled traction unit in the operating state, and the two traction units (2) are each configured for multiple traction control, wherein the two traction units (2) each have local multiple traction control components (14, 15), • at least one railway car (3) between the two traction units (2), wherein the local multiple traction control components (14, 15) are each configured to interact with at least the drive and braking systems of the respective traction unit.wherein the two traction units (2) each have a superior multiple traction control unit (3, 4), and wherein the two superior multiple traction control units (3, 4) are configured to communicate with each other via a wireless train control network (9) during operation and to communicate with the respective local multiple traction control components (14, 15) of the same traction unit via a wired connection, wherein the multiple traction train (1) during operation is configured to transmit multiple traction control information for controlling the multiple traction train (1) between the local multiple traction control components (14, 15) of the first traction unit and the local multiple traction control components (14, 15) of the second traction unit via the train control network (9).

7. Multiple traction train (1) according to claim 6, characterized by the fact thatthe train control network (9) is based on a wireless communication channel (5) configured as a 4G or 5G communication channel, or wherein the train control network (9) is based on a wireless communication channel configured as a Future Railway Mobile Communication System (FRMCS) communication channel, or wherein the train control network (9) is configured as a local wireless network.

8. Multiple traction train (1) according to claim 6 or 7, further comprising two UIC cables (20), characterized by the fact that a first UIC cable of the two UIC cables (20) is installed in a first traction unit of the two traction units (2) and wherein a second UIC cable of the two UIC cables (20) is installed in a second traction unit of the two traction units (2), and / or that the two traction units (2) are each designed for time-division multiplexed multiple traction control.

9. Multiple traction train (1) according to claim 8, characterized by the fact thatthe local multiple traction control components (14, 15) of the first traction unit comprise a first local control unit (14) for time-division multiple traction control and a first local Train Control and Management System (TCMS) (15), and wherein the local multiple traction control components (14, 15) of the second traction unit comprise a second local control unit (14) for time-division multiple traction control and a second local TCMS (15).

10. Multiple traction train (1) according to claim 9, characterized by the fact thatThe superior multiple traction control unit (3, 4) of the first traction vehicle comprises (i) a first communication unit (10) and a first antenna (4) for connection to the wireless train control network (9), wherein the first antenna (4) is wired to the first communication unit (10), (ii) a first processing logic (11), in particular configured as a first processor, wherein the first processing logic (11) is configured to receive or send the multiple traction control information via the first communication unit (10), (iii) a first superior control unit (12) for time-division multiple traction control, and (iv) a first relay unit (13), wherein the superior multiple traction control unit (3, 4) of the first traction vehicle is configured to communicate with the first local control unit (14) via the first superior control unit (12) and the first relay unit (13).and wherein the superior multiple traction control unit (3, 4) of the second traction vehicle comprises (i) a second communication unit (10) and a second antenna (4) for connection to the wireless train control network (9), wherein the second antenna (4) is wired to the second communication unit (10), (ii) a second processing logic (11), in particular configured as a second processor, wherein the second processing logic (11) is configured to receive or send the multiple traction control information via the second communication unit (10), (iii) a second superior control unit (12) for time-division multiple traction control, and (iv) a second relay unit (13), wherein the superior multiple traction control unit (3, 4) of the second traction vehicle is configured toto communicate with the second local control unit (14) via the second higher-level control unit (12) and the second relay unit (13).

11. Multiple traction train (1) according to claim 10, characterized by the fact that(i) the first traction vehicle has a first Multifunction Vehicle Bus (MVB) and wherein the second traction vehicle has a second MVB, wherein the first processing logic (11) is connected to the first higher-level control unit (12) via the first MVB and wherein the second processing logic (11) is connected to the second higher-level control unit (12) via the second MVB, and / or wherein (ii) the first relay unit (13) is configured to optionally provide a connection between the first higher-level control unit (12) and the first local control unit (14) and wherein the second relay unit (13) is configured to optionally provide a connection between the second higher-level control unit (12) and the second local control unit (14).

12. Multiple traction train (1) according to claim 11, characterized by the fact thatthe first communication unit (10), the first processing logic (11), the first higher-level control unit (12) and the first relay unit (13) are arranged in an engine room of the first traction vehicle and the second communication unit (10), the second processing logic (11), the second higher-level control unit (12) and the second relay unit (13) are arranged in an engine room of the second traction vehicle, and / or that the first communication unit (10), the first processing logic (11), the first higher-level control unit (12) and the first relay unit (13) are arranged in a first plug-in housing, wherein the first plug-in housing is configured to be plugged into a first UIC coupling socket of the first traction vehicle, wherein the first UIC coupling socket is connected to the first UIC cable, and wherein the second communication unit (10), the second processing logic (11),the second higher-level control unit (12) and the second relay unit (13) are arranged in a second plug-in housing, the second plug-in housing being designed to be plugged into a second UIC coupling socket of the second traction vehicle, the second UIC coupling socket being connected to the second UIC cable.

13. Multiple traction train (1) according to one of claims 10 to 12, characterized by the fact that the first antenna (4) is located on the roof of the first traction vehicle and the second antenna (4) is located on the roof of the second traction vehicle.

14. Multiple traction train system comprising a multiple traction train (1) according to one of claims 6 to 13, a server unit (6) and at least one input device (7), in particular designed as a portable device, wherein the server unit (6), the at least one input device (7), the superior multiple traction control unit (3, 4) of the first traction vehicle and the superior multiple traction control unit (3, 4) of the second traction vehicle are configured to execute a method for train initialization according to one of claims 1 to 5.

15. Superior multiple traction control unit (3, 4) for converting a traction unit to enable the converted traction unit (2) to operate in multiple traction operation, wherein the superior multiple traction control unit (3, 4) comprises (i) an antenna (4), (ii) a communication unit (10) connected to the antenna (4) by wire, (iii) a processing logic (11) connected to the communication unit (10), (iv) a superior control unit (12) for time-division multiple traction control connected to the processing logic (11), and (v) a relay unit (13) connected to the superior control unit (12), wherein the superior multiple traction control unit (3, 4) is configured such that a connection to local multiple traction components (14, 15) of the traction unit is established via the relay unit (13).in particular by connecting the relay unit (13) to a UIC cable (20) laid in the traction vehicle.

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