EP3666620A1 - Zugverband und entsprechendes schienenfahrzeug - Google Patents

Zugverband und entsprechendes schienenfahrzeug Download PDF

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Publication number
EP3666620A1
EP3666620A1 EP18306672.9A EP18306672A EP3666620A1 EP 3666620 A1 EP3666620 A1 EP 3666620A1 EP 18306672 A EP18306672 A EP 18306672A EP 3666620 A1 EP3666620 A1 EP 3666620A1
Authority
EP
European Patent Office
Prior art keywords
train
control
car
communication network
network
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
EP18306672.9A
Other languages
English (en)
French (fr)
Other versions
EP3666620B1 (de
Inventor
Pascal Vivegnis
Bruno TURELLE
Verstraet OLIVER
Bruno LEMAITRE
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
SpeedInnov SAS
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SpeedInnov SAS
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Filing date
Publication date
Application filed by SpeedInnov SAS filed Critical SpeedInnov SAS
Priority to EP18306672.9A priority Critical patent/EP3666620B1/de
Priority to ES18306672T priority patent/ES2965375T3/es
Priority to PL18306672.9T priority patent/PL3666620T3/pl
Publication of EP3666620A1 publication Critical patent/EP3666620A1/de
Application granted granted Critical
Publication of EP3666620B1 publication Critical patent/EP3666620B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • 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 that of trainsets of railway vehicles and, more particularly, that of communication networks for command and control on board these trainsets.
  • the invention relates in particular to high-speed trains.
  • the present invention relates to a train vehicle train, consisting of a plurality of cars, the plurality of cars comprising a leading car, a tail car and a set of passenger cars harnessed between the leading and tail cars, the train comprising a control-command communication network, a main computer and a plurality of equipment provided in each car of the plurality of cars.
  • a train consists of several vehicles coupled together, some of these being motorized.
  • the composition of the train in normal service cannot be changed, it is also called non-breaking train.
  • a rail convoy such as a train, is made up of the coupling of one or more trains.
  • a high-speed train is for example formed by two trains.
  • a control command communication network extends through the rail vehicle and a main computer and control command equipment in the various cars of the rail vehicle are connected to said command control communication network.
  • This equipment can for example be a mechanical brake control electronics, traction electronics driving the motor bogies, a lighting control system, an air conditioning module, an information screen, a system for voice announcements, remote input / output modules, or any other system on the train.
  • control command communication network topologies used are of the communication bus or ring type.
  • An object of the invention is to overcome this drawback, in particular by proposing a train comprising a more easily configurable control-command communication network, while remaining reliable.
  • the subject of the invention is a train in which the control-command communication network has a ring topology extending across the entire train, allowing a chain connection of a plurality of switches. , at least one switch of the plurality of switches being arranged in each car of the plurality of cars and the equipment of a car being connected to the control-command communication network through said at least one switch fitted to said car.
  • the subject of the invention is also a railway vehicle constituted by the association of at least a first train and a second train, the first and second trains being as defined above, in which the first train comprises a first network of control-command communication and the second train comprises a second control-command communication network, the rail vehicle further comprising a general network connecting the main computer of the first control-command communication network and the main computer of the second network of control-command communication.
  • the train 2 comprises a plurality of cars.
  • the car V1 at the head of the train (in a direction of travel L of the train 1) is a leading car, in particular a leading motor and the car V1 'at the tail of the train is a tail car, in particular the tail motor.
  • the train contains passenger cars.
  • Passenger cars are either specific cars or standard cars.
  • Specific cars are, for example, restaurant cars, while standard cars are identical cars equipped with passenger seats.
  • the number of standard cars can vary depending on the configuration selected for the train.
  • the position of specific cars may also change.
  • the train 2 thus comprises two specific cars, V2 and V2 ', and N standard cars V3i, where i is an integer between 3 and 10.
  • Each car in the train 2 comprises at least one item of equipment 8.
  • the item of equipment 8 is electronic equipment capable of receiving and / or transmitting data during the operation of the train 2.
  • the item of equipment 8 is a mechanical brake control electronics, traction electronics driving the motor bogies, a lighting control system, an air conditioning module, an information screen, a system for voice announcements, a remote input / output module or any other system of the train 2.
  • the train 2 comprises a control-command communication network 10 for the exchange of control-command messages between a main computer 21 and equipment 8 in the cars of the train 2.
  • the main computer 21 is preferably placed in the lead car V1. As a variant, it is advantageously redundant by a secondary computer 21, for example placed in the tail car V1 '.
  • the end cars V1, V1 'of a train 2 are then substantially identical.
  • the master main computer - slave secondary computer is assigned during the initial configuration of network 10.
  • the train 2 comprises a single main computer 21.
  • the train 2 also includes a train network switch 20 which has a network interface 24 comprising first and second ports for integrating the train network switch 20 within the ring constituting the network 10.
  • the network 10 extends through the entire train 2, from the lead car V1, through each of the passenger cars, to the tail car V1 '.
  • the network 10 has a ring topology.
  • a link bidirectionally links two nodes together.
  • a link 18 is for example formed by an optical fiber.
  • the nodes are chained in series from each other so as to form a closed loop on itself.
  • Each network node is connected in series to two neighboring nodes.
  • connecting cables to make the two connections between two adjacent cars of a train.
  • a connecting cable is provided at each of its ends with a male plug intended to cooperate with a female base fitted to a car.
  • Each car comprises, at each of its ends intended to be connected to an adjacent car so as to form the train 2, a male connector and a female connector.
  • Each male respectively female connector being intended to be connected to the female male respectively connector of the corresponding end of the corresponding adjacent car.
  • Each car V1, V2, V3 comprises for example a standard connector 30 for the production, during its coupling, of the physical layer of the network 10 and in particular for connecting the or each link 18 of the neighboring / adjacent cars.
  • a standard connector 30 is for example a connecting cable or else a standardized connection, equipped with a male connector and a female connector.
  • each end car comprises a male connector and a female connector, suitable for being respectively connected to the conjugate connectors. of the end car of another train of the railway vehicle 1, as shown in the figure 5 .
  • Network 10 is an Ethernet communication network.
  • the network 10 advantageously implements a protocol shared between the devices.
  • the protocol makes it possible to provide, for example, a unified communication architecture for the entire control-command communication network 10.
  • the protocol is for example a CIP protocol (from the English “Common Industrial Protocol”). Other suitable protocols can be envisaged.
  • the train network switch 20 also includes a central module C and at least one input / output interface 46, 47 for connection to a general network 44.
  • the train network switch comprises two input / output interfaces 46 and 47 for a connection with another train of the rail vehicle 1.
  • the train network switch 20 is capable of connecting the control communication network.
  • control 10 to a general network 44.
  • the general network 44 is intended to extend between two coupled trainsets, that is to say to connect the control-command communication networks 10 of two coupled trainsets to form the vehicle rail 1.
  • the train network switch 20, and in particular the central module C, is configured to control the network 24 and input / output interfaces 46, 47. Viewed from network 10, the train network switch 20 is presented as a switch (interface network 24, central module C and input / output interface 46, 47).
  • the main computer 21 has the function, from information provided by some of the equipment 8, to control the operating state of the train 2 and to appropriately control some of the equipment 8.
  • traction electronics which interfaces with a speed sensor transmits instantaneous speed data to the main computer, which decides in response to actuate a brake control in the event of overspeed.
  • each other node of the network consists of a switch 22 (“switch” in English), which is network equipment operating on the second layer - link - of the model OSI ("Open Systems Interconnection") and this as opposed to a router, which is equipment operating on the third layer - network - of this model.
  • switch in English
  • OSI Open Systems Interconnection
  • the main computer 21 also forms a node of the network 10.
  • a switch 22 comprises a network interface 24 of inputs / outputs on the network 10, a central module C and a local interface 26 of inputs / outputs with the equipment 8 or a computer.
  • the network interface 24 comprises a first port, for connection with a switch 20, 22 neighbor downstream, and a second port, for connection with a switch 20, 22 neighbor upstream (upstream and downstream being defined in a clockwise direction along from network 10).
  • the local interface 26 has a plurality of ports. Each piece of equipment 8 of a car or the main computer 21 is connected to one of the ports of the local interface 26 of the switch 22 fitted to this car.
  • the main computer 21 is for example connected by a link 32 (visible in particular on the figures 1 and 4 ) through a switch 22 to the control network 10.
  • the main computer 21 comprises on the physical layer 34 of the OSI model a memory 36 and a calculation unit 38.
  • the main computer 21 comprises software 40 stored on the memory 36 and executable by the calculation 38.
  • the main computer 21 is configured to execute, alongside control command application software 41 (known to those skilled in the art), configuration software 42 of the network 10 and management software 43 of the network 10.
  • control command application software 41 known to those skilled in the art
  • configuration software 42 of the network 10 and management software 43 of the network 10.
  • management software 43 of the network 10.
  • the software 41, 42, 43 is stored on a memory (not shown) and executed by the main computer 21.
  • the configuration software 42 allows, once the train has been coupled in accordance with a configuration chosen from all the possible configurations, to configure the main computer 21 and each of the switches 22 so that there can be communication with each of the equipment 8 actually present in the train 2.
  • the main computer 21 is configured so as to assign, depending on the configuration chosen, an IP address to each of the equipment 8 present. This IP address is unique on the network 10 so as to identify the equipment 8 sending or receiving a control command message.
  • the configuration of the selected train 2 is for example indicated to the main computer 21 by the entry of information adapted by an authenticated operator.
  • This information is for example a key comprising technical data concerning the number and the type of cars present in the train 2.
  • the main computer 21 loads, for example, an addressing table for the equipment of the cars present in the train 2.
  • the network management software 43 ensures, at any time during the operation of train 1, the transmission of control or command messages in real time.
  • the network management software 43 implements algorithms to guarantee that any message sent is received by its recipient in a maximum time, for example 300 ms, regardless of the number of cars V1, V2, V3i present in the train 2 and the number of equipment 8 managed by the main computer 21.
  • the solution according to the invention is designed to be able to support at least 260 pieces of equipment.
  • an item of equipment 8 periodically receives a message from the main computer 21 and it periodically sends another message to the main computer 21 comprising, for example, the confirmation of a command received.
  • the main computer 21 determines the time interval between the transmission of the message and the reception of the corresponding acknowledgment of receipt. From this time measurement, the network management software 43 determines the current state of the network 10.
  • the main computer 21 performs particular functions created to make the system self-adapting in the event of changes in configuration of the train 2.
  • a first function among these particular functions is an instantiation function of functional blocks common to several train configurations. This first function is configurable by parameters with a level of security and software integrity level 2.
  • a second function among these particular functions is for example a function for verifying the integrity of the parameters of the train 2 taking into account the detected configuration of the control-command network 10.
  • a third function among these particular functions implements a mechanism for eliminating any manual reconfiguration operation by maintenance or control agents.
  • the software of the main computer 21 includes specific naming rules according to the functions or / and the equipment in order to simplify and make more robust the control command algorithms implanted in the control command network 10.
  • the main computer 21 is configured to be able to change the configuration to compose the train 2 in the absence of reloading of the software management application 43 and / or in the absence of a modification of the configuration parameters of the control-command network 10.
  • the rail vehicle 1 is formed by the association of a first train 2A and a second train 2B.
  • the first and second trains 2A, 2B are of the type presented above in relation to the figures 1 to 4 .
  • the control-command communication network 10A of the first train 2A is connected to that 10B of the second train 2B by the general network 44 intra-trains.
  • each train network switch 20 includes the two input / output interfaces 46, 47 (visible in particular on the figure 3 ) of connection to the general network 44.
  • the input / output interfaces 46, 47 are connected to the head of the automatic coupling of the train 2A, 2B at each end of the train 2A, 2B.
  • each end of each train 2A, 2B comprises two input / output interfaces 46, 47. This makes it possible to connect the trains 2A, 2B independently of an orientation relative to one another. For example, the two trains 2A, 2B are not always oriented in the same way.
  • the general network 44 forms a ring between two trains 2A and 2B.
  • two connecting cables of the general network 44 connect the control-command communication network 10A with the control-command communication network 10B, in particular between the input / output interfaces 46, 47 of each control communication network - control 10A, 10B.
  • the general network 44 is a control-command communication network conforming to the prior art comprising a connection cable between the control-command communication network 10A and the control-command communication network 10B.
  • the general network 44 comprises for example a communication bus.
  • the general network 44 allows the exchange of control command information between the two trains 2A, 2B to control the state of train 1 as a whole.
  • control-command communication network 10 has a ring topology crossing the entire train 2 allows increased reliability of the transmissions.
  • the control-command communication network 10 operates, in the event of a failure of part of the network leading to a cut in the ring constituting the network 10, in a degraded mode, in which, when the transmission a message has failed (no acknowledgment of receipt received by the main computer 21), the main computer 21 again transmits the message in the opposite direction to the previous transmission which failed. The message arrives like this to the recipient equipment 8.
  • the control-command communication network 10 remains operational.
  • the control-command communication network 10 thus exhibits robustness.
  • the main computer 21 makes it possible to address only the cars present, without modifying all of the control command application software executed by the main computer 21.
  • control-command communication network 10 is very simple and easily modifiable, while remaining reliable.
  • control-command communication network 10 is different from an MVB network (from the English “Multi-function vehicle bus”).

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Small-Scale Networks (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP18306672.9A 2018-12-12 2018-12-12 Zugverband und entsprechendes schienenfahrzeug Active EP3666620B1 (de)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP18306672.9A EP3666620B1 (de) 2018-12-12 2018-12-12 Zugverband und entsprechendes schienenfahrzeug
ES18306672T ES2965375T3 (es) 2018-12-12 2018-12-12 Tren de vehículo ferroviario y vehículo ferroviario
PL18306672.9T PL3666620T3 (pl) 2018-12-12 2018-12-12 Skład pojazdu kolejowego oraz pojazd kolejowy

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP18306672.9A EP3666620B1 (de) 2018-12-12 2018-12-12 Zugverband und entsprechendes schienenfahrzeug

Publications (2)

Publication Number Publication Date
EP3666620A1 true EP3666620A1 (de) 2020-06-17
EP3666620B1 EP3666620B1 (de) 2023-09-13

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP18306672.9A Active EP3666620B1 (de) 2018-12-12 2018-12-12 Zugverband und entsprechendes schienenfahrzeug

Country Status (3)

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EP (1) EP3666620B1 (de)
ES (1) ES2965375T3 (de)
PL (1) PL3666620T3 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112492046A (zh) * 2020-12-11 2021-03-12 交控科技股份有限公司 一种列车分布式tcms主备冗余管理方法及系统

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1886893A1 (de) * 2006-08-11 2008-02-13 Ascom (Schweiz) AG Verfahren zur Datenübertragung in einem Schienenfahrzeug, und Schienenfahrzeug dafür
GB2450520A (en) * 2007-06-27 2008-12-31 Bombardier Transp Gmbh Communication system transferring information within a railway train
DE102010026433A1 (de) * 2010-07-08 2012-01-12 Siemens Aktiengesellschaft Steuernetzwerk für ein Schienenfahrzeug
US20140129060A1 (en) * 2009-10-22 2014-05-08 General Electric Company System And Method For Vehicle Communication, Vehicle Control, And/Or Route Inspection
US20140312698A1 (en) * 2011-11-03 2014-10-23 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Unit having a switching function for ethernet
GB2560581A (en) * 2017-03-17 2018-09-19 Hitachi Rail Europe Ltd Train integrity determination

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2955955B1 (fr) * 2010-02-04 2012-03-30 Ineo Systrans Systeme de gestion de services
FR3009533B1 (fr) * 2013-08-09 2015-09-04 Alstom Transport Sa Procede de gestion de la circulation de vehicules sur un reseau ferroviaire ; controleur central et systeme associes.

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1886893A1 (de) * 2006-08-11 2008-02-13 Ascom (Schweiz) AG Verfahren zur Datenübertragung in einem Schienenfahrzeug, und Schienenfahrzeug dafür
GB2450520A (en) * 2007-06-27 2008-12-31 Bombardier Transp Gmbh Communication system transferring information within a railway train
US20140129060A1 (en) * 2009-10-22 2014-05-08 General Electric Company System And Method For Vehicle Communication, Vehicle Control, And/Or Route Inspection
DE102010026433A1 (de) * 2010-07-08 2012-01-12 Siemens Aktiengesellschaft Steuernetzwerk für ein Schienenfahrzeug
US20140312698A1 (en) * 2011-11-03 2014-10-23 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Unit having a switching function for ethernet
GB2560581A (en) * 2017-03-17 2018-09-19 Hitachi Rail Europe Ltd Train integrity determination

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
SAITO K ET AL: "ON-BOARD OPTICAL DATA COMMUNICATIONS NETWORK FOR TRAIN CONTROL", IEEE TRANSACTIONS ON INDUSTRIAL ELECTRONICS, IEEE SERVICE CENTER, PISCATAWAY, NJ, USA, vol. IE-32, no. 1, 1 February 1985 (1985-02-01), pages 13 - 18, XP000810122, ISSN: 0278-0046, DOI: 10.1109/TIE.1985.350135 *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112492046A (zh) * 2020-12-11 2021-03-12 交控科技股份有限公司 一种列车分布式tcms主备冗余管理方法及系统

Also Published As

Publication number Publication date
ES2965375T3 (es) 2024-04-15
EP3666620B1 (de) 2023-09-13
PL3666620T3 (pl) 2024-03-04

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