Universal control car

Abstract

The invention relates to a rail vehicle (TR) for control in a train consist, the rail vehicle comprising a cab with control elements for the conductor of the train consist. The rail vehicle comprises control means for remote-controlling a rail vehicle of the train consist having traction means. In addition, rail vehicle-side components (RX) of a plurality of train protection systems are provided. The rail vehicle (TR) is not designed for transporting a payload.

Description

[0001] Description

[0002] Universal-S expensive car

[0003] The invention relates to a rail vehicle for control in a train formation.

[0004] Trains consist of several coupled rail vehicles. The leading rail vehicle at the front of the train has a driver's cab for the driver of the train. The leading vehicle can be a locomotive, i.e. a rail vehicle with traction on which the driver is allowed to sit, but no passengers or payload. A railcar is one which is equipped with traction and has an integrated passenger and / or freight compartment, i.e. the rail vehicle is designed to transport payload. It is also possible to place a non-powered rail vehicle at the front of the train. The driver of the train sits in the driver's cab and from there controls a rail vehicle with traction which is not at the front of the train.The latter can be a locomotive or another type of traction vehicle.

[0005] So-called train protection systems are used to ensure the safety of train journeys. Such systems require technical components on the track and on the vehicle, as well as functioning communication between the vehicle and the track. A variety of different systems exist. The leading vehicle in a train set is required to have the on-board components of the respective track-side train protection system. This can lead to restrictions on the usability of rail vehicles.

[0006] The invention is based on the object of demonstrating an improved rail vehicle for control in a train formation.

[0007] This object is achieved by a rail vehicle having the features of claim 1.

[0008] The rail vehicle is used for control purposes within a train. It has a driver's cab with controls for the driver of the train, as well as control means for remotely controlling a rail vehicle of the train that has traction means. Furthermore, rail-side components of a number of train protection systems are provided. The rail vehicle is not designed for the transport of payloads.

[0009] The rail vehicle can perform the function of the leading vehicle in the train, i.e. the vehicle at the front of the train. The driver's cab is used for this purpose, and when the rail vehicle is positioned in this way, the driver of the train is located in this cab. He can carry out the necessary actions to remotely control the rail vehicle with its traction means, using the rail vehicle's control means for this purpose. These control means can be the same as those of a conventional control car. Unlike conventional control cars, however, the rail vehicle cannot carry passengers and / or goods. Its use is therefore limited to the function of the leading vehicle in the train and remote control of the traction. The fact that the rail vehicle is equipped with components for a variety of train protection systems has the advantage that the rail vehicle can be used on different routes.A specific train protection system is used on each line. Since there are various train protection systems, it is possible that a rail vehicle may need to change the train protection system used during a journey. This often occurs when crossing a national border. The presence of the rail-side components of a number of train protection systems makes it possible to use the rail vehicle without interruption, even when the train protection system used on the line changes.

[0010] It is advantageous if the rail vehicle does not have the suspension required for the transport of passengers and / or freight. Such suspensions serve to ensure comfortable travel for passengers; they are sometimes prescribed by standards. They must be provided for freight due to the significant difference between an empty and a fully loaded vehicle. Since this suspension, which is usually located on the running gear, can be dispensed with, more accommodation options are available for the rail-side components of train protection systems.

[0011] The rail-side components may include a plurality of receivers for signals from trackside components of train protection systems, with the receivers being mounted on the running gear of the rail vehicle. These components are essential for the functioning of a train protection system, as they enable communication between the vehicle and the track. Therefore, their positioning relative to the track, on or near which the signal transmitters are located, is important.

[0012] For flexible use, the rail vehicle should be equipped with a standard UIC interface for coupling with other rail vehicles. Additional interfaces for power transmission may also be available.

[0013] The rail vehicle can have an energy storage device to support vehicle traction by the rail vehicle of the trainset that has the traction means. This energy storage device can, if necessary in addition to another energy storage device located in the rail vehicle that has the traction means, provide the energy to drive the trainset. This can, for example, enable longer journeys without overhead lines. The above-mentioned additional interface for energy transmission can be used to transmit the energy from the energy storage device to the rail vehicle that has the traction means.

[0014] A train set can be constructed as follows: at one end is the described rail vehicle for control, and at the other end is the rail vehicle with the traction device. Between these two, there are optionally one or more carriages for passengers and / or freight.

[0015] The invention is explained in more detail below using an exemplary embodiment. In this example:

[0016] Figure 1: Schematic of a rail vehicle with train protection system. Rail vehicles are coupled to form train sets in railway operation. At the front of the train there is usually a locomotive with traction equipment, to which the wagons for the payload are attached. These can be passenger coaches, baggage coaches or freight coaches. For the operation of a train it is mandatory that it has a train protection system, also known as a train control system. This is a system which controls the travel of trains, particularly depending on the permitted speed. If travel is not permitted or a train is traveling too fast, it is automatically braked by the train control system.

[0017] There are various types of train control systems. A fundamental distinction can be made between point-based and line-based train control: while point-based train control involves monitoring rail-bound vehicles at individual points along a railway line, line-based train control involves an exchange of information between the line and the vehicle equipment throughout the entire journey.

[0018] Figure 1 shows a schematic example of the most important components of a train protection system. It shows the rail vehicle TR, which is the leading vehicle at the front of the train and runs on track GL. The rail vehicle TR has a running gear; in the figure, this running gear includes, for example, the two bogies DREH1 and DREH2, each with two wheel sets. Other traction vehicles and / or wagons in the train are not shown for the sake of clarity; however, these are not relevant for the explanation, as the train protection system is always located on the frontmost vehicle in the train.

[0019] A train protection system consists of track-side and on-board components. On the track-side, the TX component interacts with the on-board train protection system to send signals. This can be, for example, a balise acting as a transponder, an electrical contact such as a crocodile, a coupling coil or a line conductor as an antenna or in the form of the rail. The receiving component RX is located on the rail vehicle, usually mounted on the running gear, and receives the signal from the TX component. This can be a coupling coil / antenna or, if the TX component is designed as an electrical contact, a brush which transmits the voltage to the receiving device. Thus, in each of the various train protection systems currently in use, there is, among other things, sensor technology on the running gear of the rail vehicle located at the front of the train for communication with the trackside equipment.

[0020] Further components of the train protection system which are not relevant for understanding the invention and are therefore only briefly explained are

[0021] - an MMI display unit for displaying information for the driver

[0022] - the control devices BG for inputs by the driver

[0023] - the optional data recording device REC for recording the journey, for example by the variables actual speed, train number, driver's identification number, main air line pressure, operation of certain control elements

[0024] - the position pulse generator WI, which is usually mounted on the axle box and provides position and speed information for the train protection system

[0025] - the radar device RA, an optional component for speed detection

[0026] - the brake intervention BR, which can cause an emergency braking or emergency service braking in the event of detected errors by the driver

[0027] - the onboard unit OU, the central unit of the on-board train protection system, to which the signals from the receiving component RX are forwarded and evaluated

[0028] - the optional roof antenna ANT, for locating and transmitting information in certain versions of train control systems such as the ETCS (European Train Control System)

[0029] - the optional connection to the train radio ZF, with which, for example, an emergency stop of a train can be ordered via train radio command.

[0030] In Europe, different countries use different train protection systems. Examples include

[0031] ASFA (Spain)

[0032] ATB (Netherlands)

[0033] ATC (Sweden)

[0034] AWS (UK)

[0035] Crocodile: RS, DAAT, Memor, Memor 11+ (France, Belgium,

[0036] Luxembourg)

[0037] EBICAB (Sweden, Norway, Portugal, Bulgaria)

[0038] EVM (Hungary) GW ATP (Great Britain)

[0039] Indusi, PZB (Germany, Austria, Romania, successor states of Yugoslavia, Israel)

[0040] KVB (France, Great Britain)

[0041] LS (Czech Republic)

[0042] LZB (Germany, Austria, Spain, Switzerland)

[0043] Mirel (Slovakia)

[0044] RS4 Codici, RS9 Codici, SCMT (Italy)

[0045] SHP (Poland)

[0046] TBL (Belgium)

[0047] TPWS (Great Britain)

[0048] TVM (France, Great Britain, Belgium)

[0049] ZUB 123 (Denmark)

[0050] ETCS (European Train Control System).

[0051] Typically, a separate RX receiver component must be used for each train protection system, meaning that a RX receiver component is generally not compatible with the TX component of different train protection systems. This is because train protection systems are safety-critical and may only be used in conjunction with proven components. Technical limitations such as different carrier frequencies or geometric arrangements in the infrastructure have evolved over time and must be accepted as given due to the existing fleet. Only in a few isolated cases is there a shared use of sensors, e.g., LS and EVM.

[0052] When a train crosses a national border, the train protection system usually has to be changed. This can be done by replacing the vehicle at the front of the train which contains the train protection system. This interrupts the journey and is therefore undesirable. The aim is therefore to implement several train protection systems in one rail vehicle. In cross-border traffic in particular, there are limitations due to the limited number of national train protection systems that can be present on a vehicle at the same time. The limiting factor here is the accommodation of the train protection components, in particular the several RX receiving components. This is because these have to be attached to or near the running gear, which is why there is only limited space available for them.It is currently possible to have up to 10 different train protection systems available on a locomotive and thus to attach a corresponding number of different RX receiving components.

[0053] However, the front rail vehicle of a train does not have to be a locomotive:

[0054] Many stations are designed as terminus, terminal or dead-end stations, where trains can enter and only leave again by changing the direction of travel. In order to be able to use a train in both directions without having to re-form the train, a second locomotive can be used at the opposite end of the train in what is known as sandwich operation. Depending on the direction of travel, one or the other locomotive leads the train, and the driver switches from one locomotive to the other when changing direction. However, locomotives have high running costs due to the drive they contain, which is why the use of two locomotives is disadvantageous for economic reasons. For this reason, control cars are used. These are unpowered rail vehicles with a driver's cab from which a traction unit not at the front of the train can be controlled. Control cars of this type without traction equipment are therefore used primarily in...Used on push-pull trains so that the locomotive does not have to be moved at terminal stations. The driver sits in the locomotive if it is pulling the train, or in the control car if it is controlling the locomotive pushing the end of the train.

[0055] Currently used control cars have a passenger compartment; they are thus equivalent to a non-powered railcar. Therefore, they are fundamentally more limited by the higher comfort requirements for passenger cars than locomotives. Unlike locomotives, they must be provided with suspension, which allows for comfortable passenger transport in accordance with applicable standards (such as DIN EN 12299: 2009-08-01).

[0056] In principle, all rail vehicles must be equipped in accordance with operational and legal requirements. In particular, every rail vehicle located at the front of the train must be equipped with a train protection system. Accordingly, a control car must also be equipped with a train protection system. There are certain constraints regarding the attachment of the RX receiver component on or near the running gear: Firstly, there are restrictions due to certain design features of passenger coaches, such as narrow wheelbases in the bogie and small vehicle overhangs at the ends of the coaches, which leads to limited installation space for the sensors.

[0057] Secondly, the sensors may only experience limited spring movement while driving. This is because spring movements cause the distance between the receiving component RX and the trackside component TX to fluctuate. The permissible distances between the receiving component RX and the trackside component TX are restricted by system boundaries in order to ensure reliable signal transmission between these components. Here, again, the trackside equipment TX is to be accepted as given. Accordingly, possible installation spaces are eliminated because the free spaces specified by the infrastructure in the area of ​​the chassis are already severely limited and must be kept clear in all vehicle conditions.

[0058] Finally, long spring travel not only increases compression but also increases effects such as pitching during acceleration or deceleration. This causes mounted components to move more strongly relative to the permissible vehicle limits.

[0059] These problems do not arise with locomotives: on the one hand, the suspension required for passenger transport is not available, which leads to a larger number of possible installation positions for the sensors on the running gear, and on the other hand, with some locomotives it is also possible to attach sensors to the car body, since the spring travel even then still lies within the permissible operating limits.

[0060] In the case of control cars, however, there is a conflict of objectives between the suspension required to meet travel comfort requirements and the limited spring travel due to the system limits of the train protection systems. This means that the control cars currently in use can only be equipped with a few train protection systems. For a fully European equipment, however, around 10 train protection systems would be desirable. However, the current control cars cannot provide this due to the limitations described above. It is therefore proposed to use an interoperable universal control car that can be equipped with a variety of train protection systems. This universal control car is a vehicle with a driver's cab and without a drive, as is known from existing control cars.In contrast to these well-known rail vehicles, the universal control car is not designed for the transport of payloads; it therefore has no passenger area and no loading capacity for baggage and / or goods. In terms of its functionality, the universal control car therefore represents a decoupling between the function of "leading vehicle of the train" and payload transport (as associated with conventional control cars) or drive control (as associated with locomotives). The purpose of the universal control car, in its simplest version, is exclusively the remote control of the vehicle(s) in the train that are equipped with traction capability. The universal control car is equipped with a train protection / train influence system that includes a number of systems.

[0061] Because there is no longer any requirement for comfortable travel for passengers in the control car, the suspension used for this purpose in the universal control car can be omitted, thus freeing up more positions for the installation of RX receiving components. Likewise, when transporting goods, large spring travel must be provided at all times due to the large difference between an empty rail vehicle and a rail vehicle fully loaded with payload. By eliminating the payload requirements for the universal control car, both for passengers and goods, optimal conditions are created for the integration of train protection sensors on or near the running gear. The universal control car can be used universally in all types of trains in several countries of operation. It therefore offers a high level of flexibility.It has the advantage that trains can run in both directions in several countries with different national train control systems without reconfiguration. Unlike a locomotive, which allows similarly flexible use as the universal control car, there is no need for drive equipment. This is ecologically advantageous, as the resources required to provide traction do not have to be expended. Acquisition and operating costs are also significantly reduced.

[0062] Further features that support the most flexible use of the universal control car are as follows:

[0063] A standard UIC interface allows coupling with almost all other rail vehicles in use. This can be designed as a screw coupling and side buffer or as a digital automatic coupling; according to UIC 558, an 18-pin and 9-pin UIC socket is provided, with train busbar line, main air line and main air reservoir line. This interface enables free use of the universal control car. In contrast to modern multiple units, where the vehicles at the front of the train cannot be easily separated, the universal control car can be flexibly placed at the front of any train with the corresponding standard UIC interface thanks to the standard UIC interface. The universal control car can be supplied with power via the train busbar using the usual UIC voltages.

[0064] The universal control car can be equipped with an energy storage device such as electric batteries, diesel generators or fuel cells. This energy storage device can support or enable traction when the train is not running under an overhead line. The energy storage device can be the only energy storage device or one of several that can be used for traction. In particular, when energy storage devices with a low storage density, such as hydrogen storage devices, are used, which require a lot of space, the space required for this can be made available in the universal control car. In addition to or as an alternative to using the energy storage device for vehicle traction, the train busbar can also be supplied with energy from the stored energy. This is particularly advantageous on routes without overhead lines, but also relieves the load on the drive vehicle when traveling under the overhead line.

[0065] Various well-known operating modes can be used for remote control of the traction vehicle, such as ZMS, ZWS, ZDS, WTB-ÖBB, WTB-UIC, WTB-CD, and MUX. The same applies to door control, for which the operating modes LAT, SAT, TAV, ÖBB, and TBO can be used.

[0066] It is also advantageous to design the controls in the driver's cab of the universal control car, such as the controller, exactly the same as those on the traction vehicle used. This has advantages in everyday work and in terms of personnel safety, little conversion and training required for personnel, and also in terms of spare parts inventory and approval. It is also advantageous to use parts that are the same as those on existing traction vehicles, such as buffers, air conditioning, parts of the chassis, wheel sets and windscreen, which has a positive effect on spare parts inventory. It is also advantageous to adopt design solutions such as the external geometry of the vehicle being identical to existing locomotives, as the approval test is transferable.

[0067] Compared to existing control cars, it can be seen that previous solutions always represent compromises between the functions of "payload" and "leading vehicle of the train." The proposed solution, in the form of the universal control car, separates these functions. This leads to significant technical advantages in the operation of push-pull trains and train formation, as well as in approval, maintenance, and repair.

[0068] The invention has been described above using an exemplary embodiment. It is understood that numerous changes and modifications are possible without departing from the scope of the invention.

Claims

Patent claims 1. Rail vehicle (TR) for control in a train formation, with a driver's cab with operating elements for the driver of the train formation, with control means for remotely controlling a rail vehicle of the train formation having traction means, with rail-vehicle-side components (RX) of a plurality of train protection systems, wherein the rail vehicle (TR) is not designed for the transport of payload.

2. Rail vehicle (TR) according to claim 1, wherein the rail vehicle (TR) does not have a suspension required for the transport of passengers and / or goods.

3. Rail vehicle (TR) according to claim 1 or 2, wherein the rail vehicle-side components (RX) comprise a plurality of receivers (RX) for signals from trackside components (TX) of train protection systems, and the receivers are mounted on the running gear or in the vicinity of the running gear of the rail vehicle (TR).

4. Rail vehicle (TR) according to one of claims 1 to 3, with a standard UIC interface for coupling with other rail vehicles.

5. Rail vehicle (TR) according to one of claims 1 to 4, with an energy storage device for supporting the vehicle traction by the rail vehicle of the train set having the traction means.

6. Train assembly comprising at one end a rail vehicle (TR) according to one of claims 1 to 5, at the other end a rail vehicle having the traction means, and optionally one or more carriages for passengers and / or goods in between.

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