EP2133255A2 - Commande de véhicule ferroviaire avec deux systèmes de transmissions de données différents - Google Patents

Commande de véhicule ferroviaire avec deux systèmes de transmissions de données différents Download PDF

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Publication number
EP2133255A2
EP2133255A2 EP09161314A EP09161314A EP2133255A2 EP 2133255 A2 EP2133255 A2 EP 2133255A2 EP 09161314 A EP09161314 A EP 09161314A EP 09161314 A EP09161314 A EP 09161314A EP 2133255 A2 EP2133255 A2 EP 2133255A2
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EP
European Patent Office
Prior art keywords
data transmission
transmission device
type
control
carriage
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP09161314A
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German (de)
English (en)
Other versions
EP2133255A3 (fr
EP2133255B1 (fr
Inventor
Eric Fichtner
Ronald Kresse
Bert Schmager
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Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to PL09161314T priority Critical patent/PL2133255T3/pl
Publication of EP2133255A2 publication Critical patent/EP2133255A2/fr
Publication of EP2133255A3 publication Critical patent/EP2133255A3/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0036—Conductor-based, e.g. using CAN-Bus, train-line or optical fibres
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0063—Multiple on-board control systems, e.g. "2 out of 3"-systems

Definitions

  • the present invention relates to a rail vehicle having at least a first carriage, the first carriage comprising a control device for controlling remote components of the rail vehicle and a first data transmission device of the first type connected to the control device for transmitting control data of the control device to the removed components. It further relates to a method for controlling a rail vehicle.
  • a problem with such rail vehicles is that in a group of several cars with data transmission devices of different types (for example Glasbussystemen different types), if this can ever be produced, usually a relatively high effort is to operate the control of the individual components of the vehicle in the different cars starting from a central control unit. Often, such a scenario arises when wagons of a newer type of wagon are to be coupled with wagons of an older type of wagon to form a bandage. Often there are even physical incompatibilities of the data transmission devices of different types.
  • the present invention is therefore based on the object to provide a rail vehicle or a method for controlling a rail vehicle of the type mentioned, which does not have the disadvantages mentioned above or at least to a much lesser extent and in particular in a simple and cost-effective manner Manufacture of an association of cars with data transmission devices of different types allows.
  • the present invention solves this problem starting from a rail vehicle according to the preamble of claim 1 by the features stated in the characterizing part of claim 1. It solves this problem further starting from a method according to the preamble of claim 11 by the features stated in the characterizing part of claim 11.
  • the present invention is based on the technical teaching that it is possible in a simple and cost-effective manner to produce a bandage of carriages with data transmission equipment of different types, if a carriage is equipped with a central control unit with at least two data transfer units of different types connected to the control unit, so that this car can also be coupled with other cars, which only comprise a data transmission device of one of these two types.
  • the control device is then designed such that it detects which type of data transmission device is coupled, and accordingly switches over to the use of the data transmission device compatible with this type of data transmission device.
  • the car carrying the control device can also carry more than two data transmission devices of different types in order to ensure its ability to be coupled to wagons of very different types.
  • Another advantage of this design is that in an association consisting exclusively of cars, which have data transmission devices of both types, normally the operation with the (possibly more powerful) data transmission devices of one type, while in case of failure of these data transfer devices of one type is switched to an operation with the (possibly less powerful) data transfer devices of the other type.
  • the redundancy created with this brings a mostly anyway desired increased reliability of the vehicle with it, so that the increased cost of these cars is justified in any case.
  • the present invention therefore relates to a rail vehicle having at least a first car, the first car having a control device for controlling remote components of the rail vehicle and a first data transmission device of the first type connected to the control device for transmitting control data of the control device to the removed components includes. Furthermore, at least one second data transmission device of a second type different from the first type is provided for transmitting control data of the control device to the remote components.
  • the control device has a detection device for detecting at least one detection variable representative of the data transmission device to be used. Furthermore, the control device is designed to switch over depending on the current value of the detection variable of the use of the first data transmission device to a use of the second data transmission device.
  • control data respectively transmitted via the different data transmission devices can be identical data or data of identical content as well as data of different contents.
  • these control data can of course differ only in terms of their design (format, packaging, etc.).
  • any known control systems for rail vehicles can be used for the data transmission devices. These can be completely or partially wired but also completely or partially wirelessly designed. These are preferably conventional bus systems, in particular conventional train bus systems.
  • the first type of first data transmission device is a first bus system and additionally or alternatively the second type of second data transmission device is a second bus system.
  • the data transmission devices of different types can fundamentally differ with regard to any desired properties.
  • the first data transmission device preferably has a first data transmission rate, a first maximum data packet size and a first voltage level of the frit voltage, while the second data transmission device has a second data transmission rate, a second maximum data packet size and a second voltage level of the frictional voltage.
  • the first data transmission rate is then preferably greater than the second data transmission rate.
  • the first maximum data packet size is greater than the second maximum data packet size.
  • the first voltage level may be higher than the second voltage level.
  • the differences of the two data transmission device types can basically be arbitrarily strong.
  • the first data transmission rate is at least 500 kBaud, in particular at least 1 MBaud, while the second data transmission rate is at most 250 kBaud, in particular at most 125 kBaud.
  • the first maximum data packet size may be at least 64 bytes, in particular at least 128 bytes, while the second maximum data packet size is at most 64 bytes, in particular at most 32 bytes.
  • the first voltage level may be at least 24 V, in particular at least 48 V, while the second voltage level is at most 60 V, in particular at most 28 V.
  • control device comprises a first control unit and a second control unit, the first control unit for supplying the control data with the first control unit Data transfer device is connected, the second control unit for supplying the control data to the second data transmission device is connected and the control device is adapted to switch depending on the current value of the at least one detection variable from the use of the first control unit to a use of the second control unit.
  • the control device comprises a power supply device and a switching device connectable to the detection device, wherein the power supply device can be connected via the switching device to the first control unit or the second control unit.
  • the switching device is designed to connect the first control unit or the second control unit to the energy supply device as a function of the current value of the at least one detection variable. This ensures in a particularly simple manner that reliably only one of the two control units is active.
  • the recognition of the coupling of a carriage with only one data transmission device of the second type can basically be done in any suitable manner.
  • the first carriage comprises at least one coupling device for coupling a second carriage
  • the detection device comprises a detection unit for detecting a signal applied to a connection of the coupling device as a detection variable representative of the data transmission device to be used.
  • a corresponding signal must be tapped, on the basis of which it can be decided whether and which type of data transfer device is switched.
  • the detection quantity representative of the data transmission device to be used is a voltage level applied to the connection of the coupling device, since such As a rule, it is particularly easy to record and process different voltage levels.
  • control device comprises a manually operable selection switch and the detection device detects a variable representative of the switching state of the selection switch as a detection variable representative of the data transmission device to be used.
  • the driver decides to switch to one or the other data transmission device type. This may be the case in particular if the driver recognizes a fault in the data transmission device of the one type and decides to switch over manually.
  • a switch in case of failure can also be done automatically.
  • the present invention it is possible to assemble rail vehicles which consist exclusively of a combination of carriages, each carrying data transmission devices of both types.
  • the invention is preferably used in rail vehicles in which at least one second carriage coupled to the first carriage is provided, the second carriage comprising no data transmission device of the first type and a data transmission device of a third type connected to the data transmission device of the second type of the first Car is coupled via a coupling device.
  • This third type is at least compatible with the second type, in particular identical with the second type.
  • the control device is then switched over to the use of the second data transmission device, so that the control of the components of the rail vehicle can easily take place.
  • the present invention furthermore relates to a method for controlling a rail vehicle with at least one first carriage, in which components of the rail vehicle which are remote via a control device of the first carriage can be actuated by using control data transmitted to the removed components via a first data transmission device of a first type.
  • the remote components of the rail vehicle are controllable by transferring control data to the removed components via at least one second data transfer device of a second type different from the first type. It becomes at least one representative of the data transmission device to be used Detected detection amount and the control device switches depending on the current value of the detection amount of the use of the first data transmission device on a use of the second data transmission device.
  • FIGS. 1 and 2 show schematic representations of a rail vehicle 101 according to the invention in different configurations.
  • the rail vehicle 101 includes in the configuration FIG. 1 a first carriage 101.1, a second carriage 101.2 and a third carriage 101.3, which are coupled to each other via a first coupling device 102.1 and a second coupling device 102.2.
  • the first carriage 101.1 comprises a control device 103 with a first control unit 103.1, which is connected to a first data transmission device in the form of a first data bus 104.
  • the data bus 104 is designed as a train bus and serves in in a manner known per se, inter alia, to transmit control data fed in by the first control unit 103.1 to remote components (not shown) of the vehicle 101 that are to be controlled.
  • the first carriage 101.1 further comprises a second control unit 103.2 of the control device 103.
  • the second control unit 103.2 is connected to a second data transmission device in the form of a second data bus 105.
  • the data bus 105 is likewise designed as a train bus and serves, in a manner known per se, inter alia to transmit control data fed in by the second control unit 103.2 to remote components (not shown) of the vehicle 101 that are to be controlled.
  • the second train bus 105 is of a second type different from the first type.
  • the first train bus 104 is a data bus with a first data transmission rate of 1 MBaud, in which a first maximum data packet size of 128 bytes can be realized.
  • the first train bus 104 is operated with a first frictional voltage of 48 V.
  • the second train bus 105 is a data bus with a second data transmission rate of 125 kBaud, in which a second maximum data packet size of 32 bytes can be realized.
  • the second train bus 105 is operated with a second frictional voltage of 28 V.
  • first train bus 104 is a much more powerful data bus than the second train bus 105.
  • a different ratio of the performance of the two data buses may be given.
  • the two data buses basically have the same performance, but differ with respect to other parameters.
  • the second carriage 101.2 has only a third data transmission device in the form of a third data bus 106, which is coupled to the second data bus 105 via a first contact device 102.3 of the first coupling device 102.1.
  • the third data bus 106 is again a train bus of a third type compatible with the second type of second train bus 105. In the simplest case, the second and third types are identical.
  • the third train bus 106 in the present example is again a data bus with a third data transmission rate of 125 kBaud, in which a third maximum data packet size of 32 bytes is realized can.
  • the third train bus 106 is operated with a third frictional voltage, which is also 28 V.
  • the third carriage 101.3 is in turn constructed identically to the first carriage 101.1, so that with regard to its properties reference is made to the above explanations regarding the first carriage 101.1.
  • first car 101.1 (as below in connection with FIG. 2 is explained in more detail) operated alone or operated exclusively with cars (such as the third car 101.3), which also have a train of the first type and a train of the second type (ie, for example, with cars of the same series), then normally the data transfer via the more powerful first train bus 104.
  • the control device 103 If, on the other hand, the second carriage 101.2 is coupled to the first carriage 101.1, it is detected in the control device 103 (as will be explained in more detail below) that the second carriage 101.2 does not have a train bus of the first type but only a train bus of the third type the second type is compatible. If this is the case, the control device 103 switches over from the use of the first train bus 104 to a use of the second train bus 105.
  • This switching takes place via a switching device 103.3 of the control device 103, via which the first control unit 103.1 or the second control unit 103.2 can be connected to a power supply device 107. Only those control unit 103.1 or 103.2, which is connected to the power supply device 107, is active while the other is deactivated.
  • the switching device 103.3 is controlled via a first detection device 103.4 of the control device 103. This detects the voltage level at a connection element 102.4 of the first coupling device 102.1 as a detection variable representative of the data transmission device to be used. In the present case, a voltage level of 24 V is applied to the connection element 102.4 by a signal device 108 of the second carriage 101.2. It is understood, however, that the other variants of the invention, any other voltage level can be selected.
  • the voltage level at the connection element 102.4 is detected by the first detection device 103.4, which then transmits a corresponding control signal to a control input of the changeover device 103.3.
  • the switching device then connects the second control unit 103.2 to the energy supply device 107 and thus activates the second control unit 103.2 and thus the use of the second train bus 105.
  • this control signal via a signal line 109 is also forwarded to the second coupling device 102.2 and thus to the third car 101.3, so that also in the identically constructed to the first car 101.1 third car 101.3 switching to the use of the second vehicle bus 105 takes place , In other words, this ensures that all cars of the vehicle 101 are switched to the use of a train bus 105 compatible with the third train bus 106 as soon as the second car 101.2 is coupled to the first car 101.1. The same applies if the third carriage 101.3 is later coupled to the already existing composite of the first carriage 101.1 and the second carriage 101.2.
  • a configuration, as in FIG. 1 is shown, often results in a coupling of cars of different age series.
  • the first car 101.1 is then a car from a younger series, while the second car 101.2 comes from an older series. If this second car 101.2 from the older series is coupled with the first car 101.1 from the younger series, then it recognizes Controller 103, the coupling of such older train bus 106 and automatically switches to the use of Glasbusses 105, which is compatible with this older type.
  • FIG. 2 Another advantage of this design is on hand FIG. 2 clear.
  • the respective first control unit 103.1 is connected to the energy supply device 107 via the switching device 103.3 and is thus activated (as shown in FIG FIG. 2 is shown).
  • the controller 103 may automatically switch to operation with the less efficient second train buses 105 of the second type.
  • the redundancy created with this brings a mostly anyway desired increased reliability of the vehicle 101 with it, so that the increased cost of these cars 101.1, 101.3 is justified in any case.
  • the control device 103 comprises a manually operable selection switch 103.5, which is connected to the switching device 103.3 and via which, for example, the driver can trigger the changeover.
  • a detection amount representative of the train bus to be used therefore, a quantity representative of the switching state of the selection switch 103.5 is detected.
  • the driver decides that one or the other train bus of a different type is switched.
  • FIG. 3 shows a schematic representation of another rail vehicle according to the invention 201.
  • the rail vehicle 201 corresponds in function and design basically the rail vehicle 101 from the FIGS. 1 and 2 , so that only the differences should be discussed here.
  • identical components with identical reference numerals and similar components provided with reference numbers increased by 100. Unless otherwise stated below, reference is made to the above statements on the first exemplary embodiment with regard to the properties of the respective component.
  • the difference of the rail vehicle 201 to the rail vehicle 101 from FIG. 1 consists in the type of switching between the use of the first control unit 103.1 and the use of the second control unit 103.2 of the control device 203.
  • This switching takes place via a switching device 203.3 of the control device 203, via which on the one hand, the data output of the first control unit 103.1 either with the feed 203.6 is connected to the data bus 104 () or decoupled from this feed 203.6.
  • the data present at the data output of the first control unit 103.1 are not forwarded to the first data bus 104.
  • the data output of the second control unit 103.2 is either connected to the feed 203.7 in the data bus 105 or decoupled from this feed 203.7 (switching position shown in dashed lines in FIG FIG. 3 ).
  • switching position shown in dashed lines in FIG. 3 switching position shown in dashed lines in FIG. 3 .
  • the data applied to the data output of the second control unit 103.2 shown in dashed lines uncoupled switching position are not forwarded to the second data bus 105.
  • the two control units 103.1 and 103.2 are simultaneously connected to a power supply device (not shown) and respectively generate the control data corresponding to the current operating situation of the vehicle 201 for the remote components of the vehicle 201 to be controlled.
  • the switching device 203.3 is designed so that either the first control unit 103.1 is coupled to the first data bus 104 or the second control unit 103.2 is coupled to the second data bus 105.
  • This circuit can in turn be realized purely mechanically, by using a mechanical switch the corresponding data lines are connected or interrupted. In a preferred variant of the invention, however, it is provided that this circuit is realized purely by software, for example by ensuring a corresponding addressing of the data that only the control data of one of the two control devices 103.1 and 103.2 the associated feed 203.6 or 203.7 and thus the associated data bus 104 and 105 reach.
  • the first carriage 101.1 is operated solely or exclusively with carriages (such as the third carriage 101.3) which also have a train bus of the first type and a train bus of the second type (ie, for example, with carriages of the first type) same series), provided that in the normal case, the data transmission via the more powerful first train bus 104 takes place.
  • the second carriage 101.2 is coupled to the first carriage 101.1, then it is detected in the control device 103, as in the first embodiment, that the second carriage 101.2 does not have a train bus of the first type, but only a train bus of the third type which is connected to the first train second type is compatible. If this is the case, the switching device 203.3 of the control device 203 is switched over from the use of the first train bus 104 to a use of the second train bus 105.
  • the switching device 203.3 is in turn driven via the first detection device 103.4 of the control device 103, which in turn detects the voltage level at the connection element 102.4 of the first coupling device 102.1 in the manner described above.
  • a voltage level of 24 V is again applied to the connection element 102.4 by the signal device 108 of the second carriage 101.2. It is understood, however, that the other variants of the invention, any other voltage level can be selected.
  • the voltage level at the connection element 102.4 is detected by the first detection device 103.4, which then transmits a corresponding control signal to a control input of the changeover device 203.3.
  • the switching device 203.3 then connects the second control unit 103.2 with the feed 203.7 and thus triggers the use of the second train bus 105, while the first control unit 103.1 is disconnected from the feed 203.6, so that the use of the first Train bus 104 ends.
  • this control signal is also forwarded via the signal line 109 to the second coupling device 102.2 and thus to the third carriage 101.3, so that switching to the use of the second vehicle bus 105 also takes place in the third carriage 101.3 constructed identically to the first carriage 101.1 he follows. In other words, this ensures that all cars of the vehicle 101 are switched to the use of a train bus 105 compatible with the third train bus 106 as soon as the second car 101.2 is coupled to the first car 101.1. The same applies if the third carriage 101.3 is later coupled to the already existing composite of the first carriage 101.1 and the second carriage 101.2.
  • a configuration, as in FIG. 3 is shown, often results in a coupling of cars of different age series.
  • the first car 101.1 is then a car from a younger series, while the second car 101.2 comes from an older series. If this second carriage 101.2 from the older series is coupled to the first carriage 101.1 from the more recent series, the control device 103 recognizes the coupling of such an older train bus 106 and automatically switches over to the use of the train bus 105, which is compatible with this older type ,
  • the respective first control unit 103.1 is connected to the infeed 203.6 via the switching device 203.3 and thus the use of the first train bus 104 is activated.
  • the controller 103 may automatically switch to operation with the less efficient second train buses 105 of the second type.
  • the redundancy created with this brings a mostly anyway desired increased reliability of the vehicle 101 with it, so that the increased cost of these cars 101.1, 101.3 is justified in any case.
  • the control device 203 in turn comprises a manually operable selection switch 103.5 connected to the switching device 203.3, via which, for example, the driver can trigger the changeover.
  • a detection amount representative of the train bus to be used therefore, a quantity representative of the switching state of the selection switch 103.5 is detected.
  • the driver decides that is switched to a train bus of a different type.
  • one or more further carriages 101.2 and / or 101.3 may also be added.
  • control device 103 may have other functions.
  • it may comprise a diagnostic system, which may also be able to perform a corresponding diagnosis for the coupled second carriage 101.2.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Selective Calling Equipment (AREA)
EP09161314.1A 2008-06-11 2009-05-28 Commande de véhicule ferroviaire avec deux systèmes de transmissions de données différents Active EP2133255B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL09161314T PL2133255T3 (pl) 2008-06-11 2009-05-28 Układ sterowania pojazdem szynowym zawierający dwa różnego typu urządzenia do transmisji danych

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102008027816A DE102008027816A1 (de) 2008-06-11 2008-06-11 Schienenfahrzeugsteuerung

Publications (3)

Publication Number Publication Date
EP2133255A2 true EP2133255A2 (fr) 2009-12-16
EP2133255A3 EP2133255A3 (fr) 2013-01-09
EP2133255B1 EP2133255B1 (fr) 2015-01-28

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EP (1) EP2133255B1 (fr)
DE (1) DE102008027816A1 (fr)
ES (1) ES2535288T3 (fr)
PL (1) PL2133255T3 (fr)

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WO2017055026A1 (fr) * 2015-09-30 2017-04-06 Siemens Aktiengesellschaft Procédé pour faire fonctionner un système de transmission de données et système de transmission de données
WO2019242967A1 (fr) * 2018-06-19 2019-12-26 Siemens Mobility GmbH Procédé de transmission de données à l'intérieur d'un véhicule ferroviaire et/ou entre le véhicule ferroviaire et au moins une unité externe, système de communication, véhicule ferroviaire et système

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CN104442844A (zh) * 2014-12-16 2015-03-25 中国北车集团大连机车车辆有限公司 电力机车列车供电电路
DE102022001818B4 (de) 2022-05-24 2024-03-14 Deutsche Bahn Ag Verfahren zur Reduzierung der Übertragungswiderstände an Kontakten in bidirektionalen Bussystemen

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EP1422833A2 (fr) * 2002-11-20 2004-05-26 Hitachi, Ltd. Dispositif et procédé de transmission d'informations
WO2006075767A2 (fr) * 2005-01-13 2006-07-20 Matsushita Electric Industrial Co., Ltd. Systeme et procede de transmission de donnees
DE102006008065A1 (de) * 2006-02-21 2007-08-30 Siemens Ag Verfahren zur Auswahl eines von zwei Zugbussen

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EP1422833A2 (fr) * 2002-11-20 2004-05-26 Hitachi, Ltd. Dispositif et procédé de transmission d'informations
WO2006075767A2 (fr) * 2005-01-13 2006-07-20 Matsushita Electric Industrial Co., Ltd. Systeme et procede de transmission de donnees
DE102006008065A1 (de) * 2006-02-21 2007-08-30 Siemens Ag Verfahren zur Auswahl eines von zwei Zugbussen

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017055026A1 (fr) * 2015-09-30 2017-04-06 Siemens Aktiengesellschaft Procédé pour faire fonctionner un système de transmission de données et système de transmission de données
US10268623B2 (en) 2015-09-30 2019-04-23 Siemens Mobility GmbH Method for operating a data transfer system, and data transfer system
RU2696215C1 (ru) * 2015-09-30 2019-07-31 Сименс Акциенгезелльшафт Способ эксплуатации системы передачи данных и система передачи данных
WO2019242967A1 (fr) * 2018-06-19 2019-12-26 Siemens Mobility GmbH Procédé de transmission de données à l'intérieur d'un véhicule ferroviaire et/ou entre le véhicule ferroviaire et au moins une unité externe, système de communication, véhicule ferroviaire et système

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EP2133255A3 (fr) 2013-01-09
ES2535288T3 (es) 2015-05-08
PL2133255T3 (pl) 2015-07-31
EP2133255B1 (fr) 2015-01-28
DE102008027816A1 (de) 2009-12-24

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