EP3473524A1

EP3473524A1 - A train connecting device, a train comprising the train connecting device, a train group comprising the train, and a method for coupling two trains of the train group

Info

Publication number: EP3473524A1
Application number: EP17306436.1A
Authority: EP
Inventors: Dominik WEIDTMANN; Rainer Don; Stefan PÖTING; Stefan Schrank
Original assignee: Alstom Transport Technologies SAS
Current assignee: Alstom Holdings SA
Priority date: 2017-10-20
Filing date: 2017-10-20
Publication date: 2019-04-24
Anticipated expiration: 2037-10-20
Also published as: PL3473524T3; EP3473524B1

Abstract

This train connecting device is adapted to connect two trains, comprising: a bus adaptor (28) for translating transferring data for bus signals, and a train control line adaptor (29a, 29b) for transferring hardwired signals. The bus adaptor (28) is adapted to be inserted between a Multifunction Vehicle Bus (25) and a first Wired Train Bus (27) having one end part (27a) to be coupled with a second Wired Train Bus (17). The bus adaptor (28) is adapted to translate signals in both communication directions between the first Wired Train Bus (27) and the Multifunction Vehicle Bus (25) to a specific position based on a network rule. The train control line adaptor (29a, 29b) is adapted to translate or adapt the signals between the endo-train control line (21) and the first inter-train control line (22) by switching wire connection and/or signal level assignment so that the signals on the endo-train control line correspond logically to the signals on the second inter-train control line, and are based on a wire rule.

Description

The present invention relates to a train connecting device, a train comprising the train connecting device, a train group comprising the train, and a method for coupling two trains of the train group.
It is common practice that trains of the same type and generation are coupled with each other, e.g. two "LINT 41" of ALSTOM. The coupled trains are of the same type, of the same generation and have the same software- and wiring configuration. However, in general, it is impossible to couple trains of different types or generations, since each train has a specific software- and wiring configuration which are not compatible to another one. Therefore, the trains with different software- and wiring configuration cannot be coupled and operated together. Therefore the train network and train wiring configuration of the coupled trains needs to be compatible on both trains. In addition, upgrading of older vehicles to the newest configuration is not economical.
For example, Figs. 6 and 7 show configurations of two trains of different type or generation with a train control line and a wired train bus. In Fig. 6, a train 110 is of younger generation, e.g. "LINT 2012" of ALSTOM and a train 120 is of older generation, e.g. "LINT" of ALSTOM. Train 110 has a train control line 112 for hardwired signals in the logic of the Variant LINT 2012 (new variant). The train 120 has a train control line 122 for hardwired signals in the logic of the Variant LINT (old variant). The train control lines 112 and 122 are used to transmit information from one train to another on a hardwired way which means physical electrical signals. As shown in Fig. 6, the train control line 112 has one end part 112a and another end part 112b. Likewise, the train control line 122 has one end part 122a and another end part 122b. However, while it might be physically possible to connect the connectors of both end parts 112a/b and 122a/b, it is impossible to operate the two trains 110 and 120 together due to the difference of the hardwiring or signal logics.
In addition, Train Control Monitoring System (TCMS) is known. In this system, trains usually have a Wired Train Bus (WTB). The Wired Train Bus is used to transmit information from one train to the other via a bus system managed by software. In Fig. 7, the train 110 has a wired train bus 117 for bus signals of the Variant LINT 2012 (new variant). The train 120 has a wired train bus 127 for bus signals of the Variant LINT (old variant). The wired train bus is for linking the trains from one gateway to another. Specifically, in order to transmit the information from the train 110, the information (data) is processed in a ZSG 114. The ZSG 114 is a train control unit (Zugsteuergerät in German). The processed data (information) is transmitted via a MVB bus 115 to a MVB/WTB gateway 116. Here, MVB stands for a Multifunction Vehicle Bus. Then, the information is sent from the MVB/WTB gateway 116 to another MVB/WTB gateway of another train via the wired train bus 117. Likewise, in order to transmit the information from the train 120, the information (data) is processed in a ZSG 124. The processed data (information) is transmitted via a MVB bus 125 to a MVB/WTB gateway 126. Then, the information is sent from the MVB/WTB gateway 126 to another MVB/WTB gateway of another train via the wired train bus 127.
As shown in Fig. 7, the wired train bus 117 has one end part 117a and another end part 117b. Likewise, the wired train bus 127 has one end part 127a and another end part 127b. However, even if it is possible to physically connect the end parts 117a/b and 127a/b, it is impossible to couple the end part 117a/b and the end part 127a/b due to the difference of the software versions in the ZSG 114 / respectively 124.
It is to be noted that the control lines 112 and 122 of Figure 6 and the Train Control Monitoring System of Figure 7 are shown on two different figures for clarity reasons. In reality, the control lines and the TCMS are implemented together on each train.
It is an object of the present invention to render train operation more economic, and this with relatively simple constructional means.
This object is achieved with a train connecting device adapted to connect two trains, comprising:

a bus adaptor for transferring data for bus signals and
a train control line adaptor for transferring hardwired signals, characterized in that
the bus adaptor is adapted to be inserted between a Multifunction Vehicle Bus and a first Wired Train Bus having one end part to be coupled with a second Wired Train Bus and

.each signal on the Multifunction Vehicle Bus, destined to the second Wired Train Bus, is translated or adapted so that a signal on the first Wired Train Bus is generated and corresponds to the required signal on the second Wired Train Bus and
.each signal on the second Wired Train Bus, destined to the Multifunction Vehicle Bus, and transmitted to the first Wired Train Bus is translated or adapted so that a signal is generated on the Multifunction Vehicle Bus and corresponds to the required signal on the Multifunction Vehicle Bus, and
- the train control line adaptor is adapted to be provided between an endo-train control line, in particular having no end part to be coupled with another train control line, and a first inter-train control line having multiple wires and one end part to be coupled with a second inter-train control line having multiple wires; and

The train connecting device according to the invention allows to couple different train generations. Therefore, even coupling of trains from different manufacturers becomes possible. Further, as no full retrofit of the older vehicle is required, the present invention is economically viable. The train connecting device is used to translate signals between the two trains, but does not require any software modifications. Hence, existing certifications remain valid.
According to other advantageous aspects of the invention, the train connecting device comprises one or more of the following features taken alone or according to all technically possible combinations:

the bus adaptor is adapted to be inserted in a Multifunction Vehicle Bus connecting line connecting the Multifunction Vehicle Bus to a MVB/WTB-gateway, or
the bus adaptor is adapted to be inserted in a Wired Train Bus connecting line connecting the Wired Train Bus to a MVB/WTB-gateway;
the network rule comprises:
a first rule which is a mapping rule of data on the network mapping a signal name to different ports and/or bits based on the configuration of the two trains and/or
a second rule which translates a signal name into different meanings based on the configuration of the two trains;
the endo-train control line comprises multiple wires each associated to a pin,
the multiple wires of the inter-train control line are each associated to a pin and
the wire rule comprises a third rule, which connects each pin of the endo-train control line with a pin of the inter-train control line, at least one pin at a position of the endo-train control line being connected to a pin at another position of the inter-train control line;
the endo-train control-line and the inter-train control line have each a wire associated with corresponding signals, but with different logical levels, and that
the wire rule comprises a fourth rule, by which the train control line adaptor changes the logical level on one of these wires.

The invention relates also to a train comprising:

a Multifunction Vehicle Bus and a Wired Train Bus, characterized in that the train comprises
an endo-train control line, in particular having no end part to be coupled with another train control line, and a first inter-train control line, and
a train connecting device as defined above, the Multifunction Vehicle Bus being the first Multifunction Vehicle Bus and the Wired Train Bus being the first Wired Train Bus.

The invention relates also to a train group comprising a first train and a second train, characterized in that the first train is a train as defined above,

the second train is a train having the second Wired Train Bus and a second Multifunction Vehicle Bus and in that

The invention relates also to a method for coupling two trains of a train group, characterized in that the train group is a train group and wherein the method comprises: connecting the two trains by using the train connecting device.
The invention will be better understood when reading the following description, which is given solely by way of example and with reference to the appended drawings, in which:

Figure 1 is a schematic diagram illustrating a configuration of two different train generations using a train control line adaptor and a bus adaptor;
Figure 2 is a schematic diagram illustrating a configuration of two same train generations using a train control line adaptor and a bus adaptor;
Figure 3 is a diagram indicating flows of information between two trains of different generation or type on network;
Figure 4 is a diagram indicating a change of logical level of hardwired signals between two different train generations on train lines;
Figure 5 is a diagram indicating another example of logical adaptations on hardwired signals between two different train generations on train lines;
Figure 6 is a diagram illustrating a configuration of two different train generations with a train control line; and
Figure 7 is a diagram illustrating a configuration of two different train generations with a wired train bus.

Below, an embodiment of a train connecting device pertaining to the present invention will be described using Figs. 1 to 5. In different drawings, similar or identical elements are provided with the same reference signs.
Figure 1 shows a schematic diagram illustrating a configuration of two different train generations, i.e. two trains 10, 20 of different type or generation, with one train 20 using train control line adaptors 29a and 29b and a bus adaptor 28. A train connecting device adapted to connect two trains comprises the bus adaptor 28 and the train control line adaptor 29a/b. Here, as the same with Figs. 6 and 7, the train 10 is of younger generation, and the train 20 is of older generation. The train 20 comprises a Multifunction Vehicle bus 25, a Wired Train Bus 27, an endo-train control line 21, in particular having no end part to be coupled with another train control line, a first inter-train control line 22, and the train control line adaptor 29a/b. The Multifunction Vehicle Bus 25 is the first Multifunction Vehicle Bus 25, and the Wired Train Bus 27 is the first Wired Train Bus 27. As shown in Fig. 1, the bus adaptor 28 for transferring data for bus signals is adapted to be inserted between the first Multifunction Vehicle Bus (MVB) 25 and the first Wired Train Bus 27 having one end part 27a/b to be coupled with a second Wired Train Bus 17. An MVB/WTB gateway 26 is connected to the first Multifunction Vehicle Bus 25 via a Multifunction Vehicle Bus connecting line 23. In addition, the MVB/WTB gateway 26 is connected to the first Wired Train Bus 27 via a Wired Train Bus connecting line 30. Specifically, the bus adaptor 28 is adapted to be inserted in the Wired Train Bus connecting line 30 connecting the Wired Train Bus 27 to the MVB/WTB gateway 26. The MVB/WTB gateway 26 is connected between the Multifunction Vehicle Bus 25 and the bus adaptor 28.
A train group comprises the first train 20 and the second train 10. The second train 10 is a train having the second Wired Train Bus 17 and a second Multifunction Vehicle Bus 15. At least one or both of the second Wired Train Bus 17 and second Multifunction Vehicle Bus 15 have a different configuration than the configuration of the first Wired Train Bus 27 and first Multifunction Vehicle Bus 25. The first train 20 in this example is a train of the same type as the second train 10, but of an earlier generation.
The bus adaptor 28 plays a role as a TCMS converter (TCMS Umsetzer in German). The bus adaptor 28 is adapted to translate signals in both communication directions between the first Wired Train Bus 27 and the Multifunction Vehicle Bus 25 based on a network rule so that each signal on the Multifunction Vehicle Bus 25, destined to the second Wired Train Bus 17, is translated (or adapted) so that a signal on the first Wired Train Bus 27 is generated that corresponds to the required signal on the second Wired Train Bus 17, and each signal on the second Wired Train Bus 17, destined to the Multifunction Vehicle Bus 15, and transmitted to the first Wired Train Bus 27 is translated (or adapted) so that the signal generated on the Multifunction Vehicle Bus 25 corresponds to the required signal on the Multifunction Vehicle Bus 15. The bus adaptor 28 has two functions, i.e. a) mapping of data on network and b) logical adaptations on network. Here, the mapping means that each signal has a specific position on the network, i.e. a specific position in a telegram flowing on the network and/or is emitted/received on a specific port, so the signals are assigned to the positions. That is, the network rule comprises a first rule which is a mapping rule of data on the network mapping a signal name to different ports and/or bits based on the configuration of the two trains (port and bit mapping), and/or a second rule which translates a signal name into different meanings based on the configuration of the two trains (signal name mapping). Thanks to the bus adaptor 28, it is possible to couple the end part 17a/b and the end part 27a/b of the wired train buses in spite of the difference of their software versions for two trains of different generation 10 and 20. Practically these two functions of the bus adaptor 28 can be managed by software processing.
Regarding the function a) of the bus adaptor 28 (first rule), in general, specific mapping for each train generation is used in the train communication network. Such mapping is defined by an interface control document (ICD) and managed by the ZSG 24 and the MVB/WTB gateway 26. The interface control document (ICD) includes individual signal tables defining which logical signal is transmitted to where and how on the network. The bus adaptor 28 is adapted to assign signals in both communication directions to a specific position based on the first rule, i.e. the mapping defined by the interface control document. The function a) of the bus adaptor 28 is used when the information has the same name and meaning on both trains 10 and 20 but on different locations within the network telegrams. For example, Command_StartMotor is in one train on port 10, bit 5 and on the other train on port 20, bit 7.
Regarding the function b) of the bus adaptor 28 (second rule), the pure mapping is not enough as there is a case that the meaning of the information differs between trains 10 and 20. In order to execute the logical adaptation on network, the information is translated by the bus adaptor 28 according to the realization in both trains. That is, the bus adaptor 28 is adapted to translate information in both communication directions based on the second rule. The second rule is defined such that the logical adaptations are done for the information in both communication directions even if the name or the meaning of the information is different between the Wired Train Bus 27 and the Multifunction Vehicle Bus (MVB) 25. The first and the second rules may be set by a person such as a user, operator and so forth. Instead, the first and the second predetermined rules may be automatically set by detecting the information related to the rules through the network.
In addition, as shown in Fig. 1, the the first inter-train control line 22 and the endo-train control line 21 are used for hardwired signals. As the train control line adaptors 29a and 29b has the same functions and configuration, only the train control line adaptor 29a will be explained. Although there are two train control line adaptors 29a and 29b for one train generation in Fig. 1, it is not always necessary to have two train control adaptors for one train generation. One train control adaptor may be enough for one train generation. Fig. 1 merely shows an example of a case that electrical cabinets are provided in both ends of the trains and that the two train control line adaptors 29a and 29b are mounted in the cabinets, respectively.
The train control line adaptor 29a for transferring hardwired signals plays a role as a ZSL converter ("Zugsteuerleitung Umsetzer" in German). The train control line adaptor 29a is adapted to be provided between the endo-train control line 21, in particular having no end part to be coupled with another train control line, and the first inter-train control line 22 having multiple wires and one end part 22a to be coupled with a second inter-train control line 12 having multiple wires. In other words, the first inter-train control line 22 and the endo-train control line 21 are connected via the train control line adaptors 29a and 29b. The train control line adaptor 29a is adapted to translate (or adapt) the signals between the endo-train control line 21 and the first inter-train control line 22 by switching wire connection and/or signal level assignment so that the signals on the endo-train control line 21 correspond logically to the signals on the second inter-train control line 12, and are based on a wire rule. Each of the train control line adaptors 29a and 29b has two functions, i.e. c) mapping of hardwired signals (train line) and d) logical adaptations on hardwired signals (train lines). Here, the endo-train control line 21 comprises multiple wires each associated to a pin, and the multiple wires of the inter-train control line 22 are each associated to a pin. The wire rule comprises a third rule, which connects each pin of the endo-train control line 21 with a pin of the inter-train control line 22, at least one pin at a position of the endo-train control line 21 being connected to a pin at another position of the inter-train control line 22 (pin-mapping). In addition, the endo-train control line 21 and the inter-train control line 22 have each a wire associated with corresponding signals, but with different logical levels. The wire rule comprises a fourth rule, by which the train control line adaptor 29a changes the logical level on one of these wires. Thanks to the train control line adaptor 29a (29b), it is possible to couple the end part 12b and the end part 22a of the train control lines in spite of the difference of their logics for two different train generations of trains 10 and 20. Practically these two functions of the train control line adaptor 29a can be managed by software processing.
Regarding the function c) of the train control line adaptor 29a (29b) (third rule), the mapping is defined in the schematics of the trains based on the functional requirements. In case that the information is on the same logical level, the mapping is done by switching the pin assignment within the coupler. That is, the train control line adaptor 29a (29b) is adapted to assign signals in both communication directions by switching pin assignment based on the third rule which is defined in the schematics of the trains based on the functional requirements.
Regarding the function d) of the train control line adaptor 29a (29b) (fourth rule), in order to execute the logical adaptations on hardwired signals (train lines), the logic level of the train lines is changed for some information. That is, the train control line adaptor 29a (29b) is adapted to translate information by changing logical level of hardwired signals in both communication directions based on the fourth rule. The fourth rule is defined such that the logical adaptations are done for the information in both communication directions. The third and the fourth rules may be set by a person such as a user, operator and so forth. Instead, the third and the fourth rules may be automatically set by detecting the information related to the rules through the train control line.
Figure 2 shows a schematic diagram illustrating a configuration of two same train generations using train control line adaptors 29a and 29b and a bus adaptor 28. In Fig. 2, the trains 20-1 and 20-2 are the same generation. As shown in Fig. 2, a bus adaptor 28-1 for translating data for bus signals is provided between a Wired Train Bus 27-1 having one end part 27b-1 to be coupled with another Wired Train Bus 27-2 and a Multifunction Vehicle Bus (MVB) 25-1. Likewise, a bus adaptor 28-2 for translating data for bus signals is provided between a Wired Train Bus 27-2 having one end part 27a-2 to be coupled with another Wired Train Bus 27-1 and a Multifunction Vehicle Bus (MVB) 25-2. In Fig. 2, unlike the case of Fig. 1, the bus adaptor 28-1 (28-2) is connected between the MVB/WTB gateway 26-1 (26-2) and the Multifunction Vehicle Bus (MVB) 25-1 (25-2). The MVB/WTB gateway 26-1 (26-2) is connected between the Wired Train Bus 27-1 (27-2) and the bus adaptor 28-1 (28-2). That is, the bus adaptor 28-1 (28-2) is adapted to be inserted in a Multifunction Vehicle Bus connecting line 23-1 (23-2) connecting the Multifunction Vehicle Bus 25-1 (25-2) to a MVB/WTB gateway 26-1 (26-2). Even in such a case, the bus adaptor 28-1 (28-2) has the same effect as that of the bus adaptor 28 in Fig. 1.
As the trains 20-1 and 20-2 are the same generation, actually the trains 20-1 and 20-2 can be coupled even without the bus adaptor 28-1 (28-2). Therefore, in the case of Fig. 2, the first and the second rules in the bus adaptor 28-1 (28-2) are defined such that the signals and the information are transferred as it is or adapted to the new generation on both trains 20-1 and 20-2..
In addition, as shown in Fig. 2, the train control line adaptor 29a-1 and the train control adaptor 29b-1 are provided between the first train control line 22-1 having one end part 22b-1 to be coupled with another train control line 22-2 and the second train control line 21-1. Likewise, the train control line adaptor 29a-2 and the train control adaptor 29b-2 are provided between the first train control line 22-2 having one end part 22a-2 to be coupled with another train control line 22-1 and the second train control line 21-2.
As the trains 20-1 and 20-2 are the same generation, actually the trains 20-1 and 20-2 can be coupled with each other even without the train control line adaptors 29a-1 and 29b-1 (29a-2 and 29b-2). Therefore, in the case of Fig. 2, the third and the fourth rules in the train control line adaptors 29a-1 and 29b-1 (29a-2 and 29b-2) are defined such that the signals and the information are transferred as it is or adapted to the new generation on both trains 20-1 and 20-2.
As described above, there are two types of signals, i.e. the wired ones on the train control line (ZSL) and the network ones on the Wired Train Bus (WTB). In order to manage both types of signals, one train connecting device can be formed by the bus adaptor 28 and the train control line adaptor 29a. That is, the train connecting device adapted to connect two trains of different vehicle generations comprises: the bus adaptor 28; and the train control line adaptor 29a (29b).
Next, the operations of the bus adaptor 28 for translating data for bus signals and of the train control line adaptor 29a for transferring hardwired signals will be described.
A method for coupling two trains of a train group comprises: connecting the two trains by using the train connecting device comprising the bus adaptor 28 and the train control line adaptor 29a (29b). Specifically, Figure 3 shows a diagram indicating flows of information between two different train generations on network. That is, the function b) (logical adaptations on network) of the bus adaptor 28 (second rule) will be explained by using Fig. 3. In Fig. 3, "older generation" on the left side corresponds to the train 20 in Fig. 1, "adaptor" corresponds to the bus adaptor 28 in Fig. 1, and "younger generation" on the right side corresponds to the train 10 in Fig. 1. In this case, the end part 17b of the Wired Train Bus 17 and the end part 27a of the Wired Train Bus 27 are coupled with each other.
In Fig. 3, the older generation (train 20) has only one smoke detection sensor, while the younger generation (train 10) has three smoke detection sensors. The adaptor 28 executes the logical adaptation on network based on a second rule, which translates a signal name into different meanings based on the configuration of the two trains. In case that the smoke detection sensor in the older generation (train 20) detects smoke, the adaptor 28 translates information based on a second rule such that the information is sent to the three smoke detection sensors in the train 10 through the Wired Train Buses 17 and 27. On the other hand, in case that one of the three smoke detection sensors in the younger generation (train 10) detects smoke, the adaptor 28 translates information based on a second rule such that the information is sent to the smoke detection sensor in the train 20 through the Multifunction Vehicle Bus 25.
Figure 4 shows a diagram indicating a change of logical level of hardwired signals between two different train generations on train lines. The function d) logical adaptations on hardwired signals (train lines) of the train control line adaptor 29a (fourth rule) will be explained by using Fig. 4. In Fig. 4, "older generation", "adaptor" and "younger generation" correspond to the train 20, the train control line adaptor 29a and the train 10 in Fig. 1, respectively. In this case, the end part 12b of the train control line 12 and the end part 22a of the train control line 22 are coupled with each other.
For example, as shown in Fig. 4, a hardwired signal has a meaning of "braking" in the older generation (train 20) on the train control line 21, while the same hardwired signal has a meaning of "not braking" in the younger generation (train 10) on the train control line 12. In other words, the hardwired signals have a meaning as "1: braking" and "0: not braking" on the train control line 21 in the older generation (train 20). On the other hand, the hardwired signals have a meaning as "1: not braking" and "0: braking" on the train control line 12 in the younger generation (train 10). In this case, the train control line adaptor 29a plays a role as an inverter, and the fourth predetermined rule follows the function of the inverter. That is, the train control line adaptor 29a translates information by changing logical level of hardwired signals on one of the wires of the endo-train control line 21 and the inter-train control line 22 in both communication directions based on the fourth rule such that the hardwires signals have the same logic on both train control lines 12 (22) and 21.
Figure 5 shows a diagram indicating another example of logical adaptations on hardwired signals between two different train generations on train lines. The function d) logical adaptations on hardwired signals (train lines) of the train control line adaptor 29a (fourth rule) will be explained by using Fig. 5. In Fig. 5, "older generation", "adaptor" and "younger generation" correspond to the train 20, the train control line adaptor 29a and the train 10 in Fig. 1, respectively. In this case, the end part 12b of the train control line 12 and the end part 22a of the train control line 22 are coupled with each other.
For example, as shown in Fig. 5, signal X in the older generation (train 20) on the train control line 21 has no direct translation in the younger generation (train 10) on the train control line 12. In this case, the train control line adaptor 29a translates information by changing logical level of hardwired signals in both communication directions based on the fourth rule. That is, in case that the train control line adaptor 29a receives signal X from older generation (train 20), the train control line adaptor 29a calculates signals Y and Z from signal X by appropriate processing according to the fourth rule. On the other hand, in case that the train control line adaptor 29a receives one of signals Y and Z from younger generation (train 10), the train control line adaptor 29a calculates signal X from signal Y and/or Z by appropriate processing according to the fourth rule.
Accordingly, as the bus adaptor 28 and the train control line adaptor 29a according to the invention allow to couple different train generations, even coupling of trains from different manufacturers becomes possible. Further, as no retrofit of the older vehicle is required, the present invention is economically viable. The bus adaptor 28 and the train control line adaptor 29a are used to translate signals between the two different train generations, but do not require any software modifications. Hence, existing certifications remain valid.

Claims

A train connecting device adapted to connect two trains, comprising:
- a bus adaptor (28) for transferring data for bus signals and

- a train control line adaptor (29a, 29b) for transferring hardwired signals, characterized in that

- the bus adaptor (28) is adapted to be inserted between a Multifunction Vehicle Bus (25) and a first Wired Train Bus (27) having one end part (27a) to be coupled with a second Wired Train Bus (17) and
in that the bus adaptor (28) is adapted to translate signals in both communication directions between the first Wired Train Bus (27) and the Multifunction Vehicle Bus (25), in particular assigning a specific position to a signal, based on a network rule so that
. each signal on the Multifunction Vehicle Bus (25), destined to the second Wired Train Bus (17), is translated or adapted so that a signal on the first Wired Train Bus (27) is generated and corresponds to the required signal on the second Wired Train Bus and

. each signal on the second Wired Train Bus (17), destined to the Multifunction Vehicle Bus (25), and transmitted to the first Wired Train Bus is translated or adapted so that a signal is generated on the Multifunction Vehicle Bus (25) and corresponds to the required signal on the Multifunction Vehicle Bus (25), and

- the train control line adaptor (29a, 29b) is adapted to be provided between an endo-train control line (21), in particular having no end part to be coupled with another train control line, and a first inter-train control line (22) having multiple wires and one end part (22a) to be coupled with a second inter-train control line (12) having multiple wires; and
in that the train control line adaptor (29a, 29b) is adapted to translate or adapt the signals between the endo-train control line (21) and the first inter-train control line (22) by switching wire connection and/or signal level assignment so that the signals on the endo-train control line correspond logically to the signals on the second inter-train control line, and are based on a wire rule.
The train connecting device according to claim 1, wherein
the bus adaptor (28-1; 28-2) is adapted to be inserted in a Multifunction Vehicle Bus connecting line (23) connecting the Multifunction Vehicle Bus (15) to a MVB/WTB-gateway (26), or
the bus adaptor (28) is adapted to be inserted in a Wired Train Bus connecting line (30) connecting the Wired Train Bus to a MVB/WTB-gateway (26).
A train connecting device according to claim 1 or 2, wherein
the network rule comprises
- a first rule which is a mapping rule of data on the network mapping a signal name to different ports and/or bits based on the configuration of the two trains and/or

- a second rule which translates a signal name into different meanings based on the configuration of the two trains.
A train connecting device according to any of the preceding claims, wherein
- the endo-train control line (21) comprises multiple wires each associated to a pin

- the multiple wires of the inter-train control line (22) are each associated to a pin and

- the wire rule comprises a third rule, which connects each pin of the endo-train control line with a pin of the inter-train control line, at least one pin at a position of the endo-train control line being connected to a pin at another position of the inter-train control line.
A train connecting device according to any of the preceding claims, wherein
the endo-train control-line (21) and the inter-train control line have each a wire associated with corresponding signals, but with different logical levels, and that
the wire rule comprises a fourth rule, by which the train control line adaptor (29a, 29b) changes the logical level on one of these wires.
A train (20) comprising
- a Multifunction Vehicle Bus (25) and a Wired Train Bus (27), characterized in that the train comprises

- an endo-train control line (21), in particular having no end part to be coupled with another train control line, and a first inter-train control line (22), and

- a train connecting device according to any of the preceding claims, the Multifunction Vehicle Bus (25) being the first Multifunction Vehicle Bus (25) and the Wired Train Bus (27) being the first Wired Train Bus (27).
A train group comprising a first train (20) and a second train (10), characterized in that
- the first train (20) is a train (20) according to claim 6,

- the second train (10) is a train having the second Wired Train Bus (17) and a second Multifunction Vehicle Bus (15) and in that
at least one or both of the second Wired Train Bus (17) and second Multifunction Vehicle Bus (15) have a different configuration than the configuration of the first Wired Train Bus (27) and first Multifunction Vehicle Bus (25).
A method for coupling two trains of a train group, characterized in that
the train group is a train group according to claim 7 and wherein the method comprises:
connecting the two trains by using the train connecting device.