EP4019368A2 - Method, system and train for train integrity monitoring - Google Patents

Abstract

The invention relates to a train (1), a system (3) and a method for monitoring the train integrity of a train (1) with a plurality of rail vehicles (81-92) coupled to one another, the rail vehicles (81-92) each having an electrical arrangement ( 2) with at least one main conductor (20, 22), and the main conductors (20, 22) of rail vehicles (81-92) coupled to one another are electrically conductively connected to one another, the method comprising:- connecting, in at least one first rail vehicle (81 ), a local main conductor (20, 22) with a first voltage level; and - determining a train integrity state of the train (1) depending on an electrical variable of at least one main conductor (20, 22) in another of the rail vehicles (81-92). The invention also relates to a method for configuring an arrangement for monitoring a train integrity of a train (1) with several rail vehicles coupled to each other.

Description

The invention relates to a method, a system and a train for train integrity monitoring.

It is known to mechanically couple individual rail vehicles (in particular locomotives, wagons and/or railcars) to one another to form a train. A train can have several train parts, which in turn can consist of a number of individual cars. Different train lengths can be provided by coupling several train parts together. All of these variants of rail vehicles and trains can also be provided within the scope of the present disclosure.

For a safe operation of trains it is known to monitor the so-called train integrity. This relates to monitoring as to whether all the rail vehicles or wagons and/or train parts coupled to one another to form the train are still coupled to one another. If a coupling detaches and individual carriages tear off, they can remain on the route as an obstacle and jeopardize operational safety.

Until now, train integrity has mainly been checked by trackside devices that record a length and/or number of axles of a passing train. Such trackside devices are costly and allow train integrity to be monitored only at the moment of passing.

There are also known solutions that use control systems to check train integrity. In particular, the control systems of the individual cars can cooperate with one another and, more precisely, communicate with one another over the entire length of the train. These control systems can be part of a so-called TCMS (Train Control and Management System). The communication can take place in a known manner by connecting data lines of the control systems via the couplings of the individual rail vehicles.

According to the invention, however, it was recognized that a sufficiently high level of safety cannot always be achieved with train integrity monitoring using the described control systems and in particular using TCMS.

It is therefore an object of the invention to improve the safety level of train integrity monitoring.

This object is solved by the appended independent claims. Advantageous developments are specified in the dependent claims.

According to the invention, it was recognized that monitoring the integrity of a train using TCMS or comparable control systems has a limited level of safety, since the computer devices used as standard for this purpose (for example conventional TCMS computers) are limited in terms of their freedom from errors.

To be more precise, these solutions usually only achieve a safety level in the form of a safety integrity level (SIL) of 2. This is classified as too low, especially for an increasingly autonomous operation of rail vehicles. A higher safety integrity level (SIL) of 4, for example, would be desirable.

In order to increase the safety level, the invention provides a solution with which a type of closed monitoring circuit (or also a monitoring loop) is preferably formed when the individual rail vehicles of a train are connected. The solution preferably has at least one main conductor per car, which is connected to a voltage source in at least one of the cars. The main conductor is preferably connected to the voltage source in a train part (located at the front or rear of the train in the direction of travel). The main conductors are advantageously conductively connected to one another when they are coupled to adjacent carriages. In one of the rail vehicles, ie the train parts, which preferably forms a train end or a train head, it can be checked whether an expected voltage level is present on the main conductor there and preferably not fed from any other source. In particular, it can be checked whether there is an electrical connection to the main conductor, which is connected to the voltage source, of the other rail vehicle, which preferably forms a front end of the train. Advantageously, this check can be carried out across several rail vehicles of the train positioned between them. If the voltage level is present, the train integrity is present. Otherwise it can be detected as not present.

Preferably, but optionally, the monitoring of the train integrity is not carried out solely on the basis of at least one main line, but is also monitored as to whether at least one other line, which extends beyond the coupling connections in the train and which may be used for communication between the software-controlled facilities of each part of the train has been unintentionally interrupted. If this is the case, a train integrity violation is detected.

According to a preferred embodiment, at least two main conductors can be provided per car, one of which is connected to a voltage source in a rail vehicle (preferably at the head of the train). The main conductors in another of the rail vehicles (preferably at the end of the train) may be interconnectable to form a monitoring loop. From there, one of the main conductors can return a current to the rail vehicle at preferably the remote head of the train.

If it is found that a main conductor (in particular the returning main conductor in one of the rail vehicles) does not have a desired electrical property and in particular an electrical variable with a specific value (for example too little or no voltage or too little or no current flow), it can be concluded that the monitoring loop and/or that the connection to the main conductor of another rail vehicle in general is broken. The most likely reason for this is a loosening of at least one coupling and thus a loss of the continuous connection of the adjacent main conductors within the train, whereby such a loosening of the coupling means a loss of train integrity.

In particular, the voltage is applied as DC voltage to the main line and is therefore checked to monitor train integrity whether the voltage on the main line is at a sufficient voltage level to indicate an uninterrupted main line or uninterrupted chain of main lines.

As an alternative to applying and checking a DC voltage, a DC current can be injected into the main line and it can be monitored whether the current is flowing through the line with sufficient amperage.

Alternatively, an alternating voltage that is constant over time or an alternating current that is constant over time can be applied to the main line without the need for monitoring for specific signal forms. Fluctuations in the two respective alternating variables, which can typically occur in practice, preferably do not lead to this being interpreted as a break in a clutch connection after the voltage or the current has been recorded.

All four solutions (use of DC voltage and use of direct current, use of alternating voltage that is constant over time and use of alternating current that is constant over time) are characterized by their robustness. These solutions can also be implemented in a simple manner. In particular, no terminating resistors are required between parallel main lines and no signals with predetermined signal forms have to be sent to the main line and then also recognized.

In principle, the solution presented here could be used on its own for train integrity monitoring. A level of safety can be improved, for example, by electrically monitoring the integrity of the train, with the signals and/or variables monitored for this purpose being able to be reliably recorded accordingly. A desired safety integrity level of 4 can be reliably achieved for current loops (e.g. in the form of the monitoring circuit disclosed herein), in particular when clocked signals are used, i.e. the current loop changes its potential or polarity at regular intervals and this change occurs elsewhere (e.g. a monitoring unit) is detected with the same clocking. The same safety level (SIL 4) applies to both the safe clock generator and the safe clocked detection. This type of implementation may be technically complex, but it is still possible within the scope of the present invention, as explained by way of example at the end of the description of the figures.

However, safety can be significantly improved in particular if the disclosed solution (then advantageously without the above clocking) is used in addition to other approaches to train integrity monitoring and in particular in addition to train integrity monitoring using the above control systems or TCMS, which the invention provides according to exemplary embodiments. In other words, the solution presented here can be used redundantly for further monitoring, in particular to achieve the desired safety integrity level of at least 4.

• Verbinden, in wenigstens einem ersten Schienenfahrzeug, eines dortigen Hauptleiters mit einem ersten (insbesondere hohen) Spannungsniveau; und
• Ermitteln eines Zugintegritätszustandes des Zuges in Abhängigkeit einer elektrischen Größe wenigstens eines Hauptleiters in einem (bevorzugt anderem) der Schienenfahrzeuge (bevorzugt am anderen Zugende).

In particular, a method for monitoring the train integrity of a train with a plurality of rail vehicles coupled to one another is proposed, the rail vehicles each comprising an electrical arrangement with at least one main conductor, and the main conductors of rail vehicles coupled to one another being electrically conductively connected to one another,
the procedure includes:

• Connecting, in at least one first rail vehicle, a main conductor there with a first (in particular high) voltage level; and
• Determination of a train integrity state of the train as a function of an electrical variable of at least one main conductor in one (preferably another) of the rail vehicles (preferably at the other end of the train).

The electrical quantity of the main conductor can be measured directly on it or on a further conductor connected to it (i.e. can be measured indirectly). The electrical variable is preferably measured on a main conductor of another (second) rail vehicle, in particular on a remote end of the train or a remote front of the train. The main conductor can be connected to a second (in particular low voltage level) in the other (second) rail vehicle. If there is no current flow or if there is a voltage drop in particular on this main conductor, it can be concluded that the connection of this main conductor to the main conductor of the first rail vehicle is interrupted. A return electrical connection to the first rail vehicle, e.g. by means of subsequent return main conductors, can be omitted in this embodiment. Instead, according to this variant, a single-strand electrical connection can be established between the rail vehicles at preferably distant ends of a train by connecting the respective (preferably single) main conductor to one another and to the voltage levels described.

In the context of this first exemplary embodiment, it is not absolutely necessary to form a type of monitoring current loop and in particular a monitoring circuit of the type disclosed herein, which runs through the entire train (in particular starting from a rail vehicle and back to it). Unless otherwise can be seen, but all variants and developments explained below and in the context of the monitoring circuit can also be valid for the previous solution and can also be optionally provided there.

Furthermore, in particular, a method for monitoring the train integrity of a train with (or, in other words, from) several rail vehicles coupled to one another is proposed, the rail vehicles each comprising an electrical arrangement with a feeding main conductor and a returning main conductor (which correspond to the at least one main conductor above correspond to the embodiment) and the respective feeding and returning main conductors of rail vehicles coupled to one another are connected to one another in an electrically conductive manner (i.e. a feeding main conductor of a first rail vehicle with a feeding main conductor of another rail vehicle coupled to it and a returning main conductor of the first rail vehicle with the returning main conductor of the other rail vehicle).

• Bereitstellen bzw. Ausbilden eines Überwachungsstromkreises durch Verbinden, in einem ersten Schienenfahrzeug, des dortigen speisenden Hauptleiters mit einem ersten (bevorzugt höheren) Spannungsniveau und des dortigen rückführenden Hauptleiters mit einem zweiten (bevorzugt niedrigeren) Spannungsniveau und durch Verbinden, in einem zweiten Schienenfahrzeug (welches das andere Schienenfahrzeug der obigen Ausführungsform sein kann), des dortigen speisenden Hauptleiters mit dem dortigen rückführenden Hauptleiter; und
• Ermitteln eines Zugintegritätszustandes des Zuges in Abhängigkeit einer elektrischen Größe des Überwachungsstromkreises und insbesondere eines rückführenden Hauptleiters von wenigstens einem der Schienenfahrzeuge.

The procedure includes:

• Providing or forming a monitoring circuit by connecting, in a first rail vehicle, the feeding main conductor there with a first (preferably higher) voltage level and the returning main conductor there with a second (preferably lower) voltage level and by connecting, in a second rail vehicle (which other rail vehicle of the above embodiment) of the local feeding main conductor with the local returning main conductor; and
• Determination of a train integrity state of the train depending on an electrical variable of the monitoring circuit and in particular a returning main conductor of at least one of the rail vehicles.

It goes without saying that a connection of electrical components here can generally be understood to mean an electrically conductive connection or, in other words, a connection to one another, so that an electrically conductive connection is produced.

In this variant, starting from the first rail vehicle, a train can move up to, preferably, a distant end of the train and back to the first rail vehicle extending back electrical line arrangement are provided, which enables a particularly reliable train integrity monitoring.

In order to connect the feeding main conductors and the returning main conductors to one another, appropriate electrical contact points and/or connections can be provided in the couplings of the rail vehicles. In principle, it is known to form couplings of rail vehicles with electrical connection areas of this type which, when coupled to a coupling of another rail vehicle, come into electrically conductive contact with a connection or contact area there. In addition, the couplings can also enable the known establishment of a pneumatic and/or data-transmitting connection between the rail vehicles. Appropriate connections can also be provided in the couplings for this purpose.

In general, the couplings can be automatic couplings, e.g. requiring no manual intervention to establish a coupling, or at least no corresponding intervention on the coupling components themselves (e.g. manual operations at most in or on a driver's cab of the train). They are preferably couplings that are provided for varying a train length for frequent coupling and decoupling, for example to connect two railcars, two train parts and/or two cars, each with a driver's cab, to one another. This can be distinguished from what are known as car couplings, with which the cars of a rail vehicle are combined to form a unit which, as a rule and in particular in normal operation, cannot be easily separated. Such couplings can, for example, only be opened and/or closed manually and/or be designed as so-called hook couplings.

In the case of car or hook couplings, the compilation of compositions from different cars is typically produced manually at each coupling point or released again. In addition to the mechanical connection, preference is also given to making pneumatic connections via hoses and electrical connections via breakout cables, mostly via standardized connections (see the relevant UIC 558 and parallel standards). The additional lines or main conductors listed here for the solution can be routed via additional cables at the coupling point between the carriages. The breakout cable cannot be attached to one end of the train to the next, non-existent carriage, but back to the same carriage again in order to connect the live main conductor to the returning main conductor of this carriage. This connection should preferably only be made at the end of the train with an inactive driver's cab. A corresponding short circuit directly at the Zugspitze with the feed of the loop would, however, have no function.

It is also possible with the mentioned car couplings to provide connections, contacts or other electrical connections in order to electrically connect the main conductor sections of adjacent rail vehicles to one another. A tearing off of carriage couplings that are coupled to one another can preferably also be detected with the disclosed solution.

The main conductors can generally be cables. The terms "feeding" and "returning" designate functions that these main conductors can assume in the monitoring circuit. In particular, from the point of view of the connection of these main conductors, which can optionally only be produced selectively, in one of the rail vehicles and in particular in a rail vehicle forming the end of the train, there can be a corresponding feeding and returning function of these main conductors. Alternatively, one can also speak of a first main manager and a second main manager.

The first rail vehicle can have a vehicle battery for connecting to the different voltage levels. The first or the feeding main conductor can be connected to a first pole of the battery and/or indirectly connected to it via other conductors. The second or the returning main conductor can be connected to the corresponding other pole of the voltage source and/or indirectly connected thereto. The latter can be done in particular by having a ground line to which both the returning main conductor and the corresponding other pole of the voltage source are connected.

The electrical variable can relate in particular to a current carried by the monitoring circuit and in particular by a returning main conductor or to a voltage present thereon. It can be recorded directly or also only indirectly, for example by detecting an electrical unit connected to the monitoring circuit or returning main conductor, the state of which depends on the electrical size of the monitoring circuit or this main conductor. For example, this unit can be a switching element and in particular a relay, the operating state of which can change as a function of the values of the electrical variable. In this context, it is also not necessary to record and/or quantify the electrical variable as such. Instead, states of the main conductor and/or elements of the type described that are connected to it can be detected, which have a defined relationship to this electrical variable.

In summary, one variant provides that the state of at least one electrical element and/or one electrical unit, in particular a relay, is determined, the state of which changes in a defined manner and as a function of values of the electrical variable of the monitoring circuit or the returning main conductor, and that based thereon a train integrity state of the train is determined.

In general, it can be provided that a lack of train integrity is detected when a voltage or a current (or generally a value of the electrical variable) of the monitoring circuit is below a defined threshold value. In particular, the threshold value can be zero, which means that if there is no voltage or no current, it can be concluded that there is a lack of train integrity. Then, for example, an electrical unit connected to the monitoring circuit can change its state and/or carry out a defined switching process, which can be detected to determine the train integrity state.

In addition or as an alternative, it is possible for at least one further electrical element and in particular a switching element within the electrical arrangement of the rail vehicle concerned to be actuated as a function of this change in state. With this switching element, for example, a warning device can be energized, which signals a train driver or another technical unit of the train that a lack of train integrity has been detected. The warning device can be set up, for example, to emit acoustic or visual warning signals. The further technical unit can, in particular, be a Act control computer or other control device of the train and in particular that rail vehicle with the main conductor whose electrical size is detected.

For example, this control device can be set up to transmit a status of the train integrity and in particular the lack of train integrity to an external device and in particular to a control center. For example, the control device can be an ETCS vehicle device or a component thereof (European Train Control System). In particular, it can be a so-called EVC (European Vital Computer). This or the ETCS vehicle device in general can be set up to communicate with a so-called radio block center (RBC) or also an ETCS route control center and to transmit the status of the train integrity to them.

The first rail vehicle preferably forms a head of the train and the second rail vehicle forms a tail of the train. Any number of other rail vehicles can be coupled between the two rail vehicles described, which continue the main ladder. They cannot provide any necessary function for the monitoring circuit (e.g. do not feed or close it). However, their coupling points can be included in the surveillance. This makes it possible for the main conductors to be able to extend through all the rail vehicles in the train and are preferably only electrically connected to one another at the end of the train. In this way, faults in the monitoring circuit can be detected at any other point, in particular over the entire length of the train and over all of its couplings.

It goes without saying that the front of the train and the rear of the train are variable, depending on the direction of travel selected, ie one and the same rail vehicle can form both a front of the train and a rear of the train depending on the direction of travel. Provision is preferably made for that rail vehicle whose driver's desk is activated to form the head of the train.

In addition or as an alternative, it can be provided that the electrical variable is detected by the returning main conductor of the first rail vehicle. Since the feeding main conductor is preferably also connected to the voltage source in this first rail vehicle, the monitoring circuit according to Art a monitoring loop from the first rail vehicle through the other rail vehicles and preferably through all other rail vehicles of the rail vehicle and back to the first rail vehicle. If, for example, the electrical value of the returning main conductor is recorded there, all faults in the monitoring circuit occurring in the other rail vehicles and thus also any breaks in coupled couplings, through which the monitoring circuit is routed by connecting the main conductors there, of the train can be detected.

Achieving comparable advantages, a development provides that there is at least one additional rail vehicle that is positioned between the first and the second rail vehicle, with no electrical connection being made in the additional rail vehicle between the feeding main conductor there and the returning main conductor there. The same preferably applies to all rail vehicles that are positioned between the first and the second rail vehicle. This makes it possible for the electrical connection to be established only at the end of the train or in the second rail vehicle, which makes it possible to detect faults over a correspondingly large train length and large number of couplings.

According to a development, the electrical connection in the second rail vehicle is established (and in particular also maintained) when the second rail vehicle is not coupled to another rail vehicle via a defined coupling device. The defined clutch device can be an automatic clutch. However, it is preferably not a car clutch of the type mentioned above. For example, the electrical connection can comprise at least one controllable element and in particular a switching element whose state changes according to a clutch state of the defined clutch device. If there is a coupling, which can be determined, for example, via known diagnostic systems of the train and/or the coupling device, the element can, for example, open and interrupt the connection. If, on the other hand, there is no coupling, it can close the connection.

In particular, this makes it possible for the two main conductors to be selectively connectable to form the monitoring circuit, although they preferably extend into the coupling device or are connected to it, in order to be connected to another rail vehicle that may follow.

Additionally or alternatively, one variant provides for the electrical connection in the second rail vehicle to be automatically canceled when the second rail vehicle is coupled to another rail vehicle via a defined coupling device (in particular of the type described above and in particular in the form of an automatic coupling). For this purpose, an electrical element and in particular a switching element can again be controlled in the manner described above or open and/or close depending on the operating state.

• Ein Schaltelement, das nach Maßgabe der Aktivierung eines Führerpults des zweiten Schienenfahrzeugs betätigbar ist und insbesondere geschlossen ist, wenn keine solche Aktivierung vorliegt. Als ein allgemeiner Aspekt ist vorzugsweise vorgesehen, dass nur solche Führerpulte von Schienenfahrzeugen aktivierbar sind, bei denen keine Kupplung mit einem weiteren Schienenfahrzeug vorliegt. In dem Fall, dass das eigene Führerpult des betrachteten (zweiten) Schienenfahrzeugs aktiv ist, erfolgt bevorzugt dort auch die Anbindung an die Spannungsquelle. Entsprechend soll dort keine elektrische Verbindung zwischen den Hauptleitern hergestellt werden, sondern vorzugsweise erst an einem entfernten Zugende.
• Ein Schaltelement, das in Abhängigkeit eines vorliegenden elektrischen Kuppelns (über die definierte Kupplungseinrichtung) mit einem weiteren Schienenfahrzeug betätigbar ist. Insbesondere kann dieses öffnen, wenn ein solches Kuppeln detektiert wird (beispielsweise da dann eine Verbindung der Hauptleiter mit den entsprechenden Hauptleitern des angekoppelten weiteren Schienenfahrzeugs bevorzugt wird und nicht eine Verbindung der Hauptleiter untereinander in dem zweiten Schienenfahrzeug).
• Ein Schaltelement, das in Abhängigkeit eines festgestellten mechanischen Kuppelns (über die definierte Kupplungseinrichtung) mit einem weiteren Schienenfahrzeug betätigbar ist. Insbesondere kann dieses öffnen, wenn ein solches Kuppeln festgestellt wird. Es ergeben sich die gleichen Vorteile, wie zum vorangehenden Schaltelement betreffend das elektrische Kuppeln erläutert.
• Ein Schaltelement, das in Abhängigkeit davon betätigbar ist, ob ein vorliegender Kupplungszustand der definierten Kupplungseinrichtung gespeichert ist oder nicht. Insbesondere kann dieses öffnen, wenn ein solcher Kupplungszustand (d.h. das Vorliegen eines Kuppelns) gespeichert ist. Auch in diesem Fall ergeben sich die gleichen Vorteile, wie vorliegend zu den Schaltelementen betreffend das elektrische und mechanische Kuppeln erläutert.

According to a further variant, it is provided that the connection between the first and second main conductor can be established via a conductor section which comprises at least one of the following switching elements:

• A switching element that can be actuated in accordance with the activation of a driver's desk of the second rail vehicle and is in particular closed when there is no such activation. As a general aspect, it is preferably provided that only those driver's desks of rail vehicles that are not coupled to another rail vehicle can be activated. In the event that the driver's desk of the (second) rail vehicle under consideration is active, the connection to the voltage source preferably also takes place there. Accordingly, no electrical connection should be established between the main conductors there, but preferably only at a remote end of the train.
• A switching element that can be actuated with another rail vehicle as a function of an existing electrical coupling (via the defined coupling device). In particular, this can open when such a coupling is detected (for example, since then a connection of the main conductors with the corresponding main conductors of the coupled further rail vehicle is preferred and not a connection of the main conductors to one another in the second rail vehicle).
• A switching element that, depending on a detected mechanical coupling (via the defined coupling device) with another Rail vehicle can be actuated. In particular, this can open when such coupling is detected. The same advantages result as explained for the preceding switching element with regard to the electrical coupling.
• A switching element that can be actuated depending on whether a present clutch state of the defined clutch device is stored or not. In particular, this can open when such a coupling state (ie the presence of a coupling) is stored. In this case, too, the same advantages result as explained here for the switching elements relating to the electrical and mechanical coupling.

A further development provides that a targeted uncoupling of at least two rail vehicles of the train is determined and in response to this the electrical connection in at least one of these rail vehicles whose coupling devices are to be uncoupled is established by the feeding main conductor there and the returning main conductor there. Failure to make such a connection can result in a voltage drop in the monitor circuit and particularly on the return main conductor. As a result, a lack of train integrity can be incorrectly detected, although the train length and thus integrity is changed consciously and in a controlled manner by decoupling. This erroneous detection is preferably prevented in that a specific desire to uncouple is detected and as a result the electrical main conductor connection is established in at least one of the rail vehicles whose coupling devices are to be uncoupled. The fact that such a decoupling request is present can be recognized, for example, by a corresponding driver input and/or control input to the clutch devices. In particular, uncoupling valves of conventional clutch devices can be controlled in a targeted manner in order to initiate a controlled uncoupling, which can be detected as a corresponding uncoupling request.

According to one variant, to provide the above functionality in a targeted uncoupling, at least one switching element can be actuated in a conductor section connecting the main conductors (in particular of the type described above) depending on a detected desire to uncouple. If this wish is present, it can close and thus enable the connection. Otherwise the switching element can be open and separate the connection. With this switching element it is in particular the switching element explained above, which can be actuated as a function of a stored clutch state.

In particular, it can be provided that the electrical arrangement of each rail vehicle preferably includes at least one relay (clutch storage relay). This can preferably change its state depending on whether a coupled state is stored or should be stored or not. This change of state can be achieved by applying different voltages and in particular by selectively switching off the voltage or by applying a voltage with a minimum value. These voltage changes can be achieved by at least one switch arrangement that can be actuated in accordance with the operating and/or system states of the rail vehicle and/or the electrical arrangement. In principle, not only in relation to the embodiment described here and not only in relation to the storage of the clutch state, it is preferred that a hardware-implemented digital memory device is used to store the respective state. The state is therefore not only saved by software. In addition to storage relays, other electrical, electromechanical and/or electronic devices can be used, such as bistable multivibrators, or devices that can be programmed as hardware, such as FPGAs or other arrangements or devices with programmable logic gates. Hardware solutions have the advantage that a desired security level is easier to establish and does not have to be applied for again or certification has to take place, as is the case with updating software. It should be emphasized that the coupling status is preferably determined automatically with the activation of a car in the train, without the need for manual setup or configuration. Furthermore, the coupling status is preferably also maintained automatically when the train is strengthened (adding train parts) or weakened (uncoupled at the automatic coupling and removing train parts) without the need for special measures to reconfigure the monitoring.

• ein eigenes Führerpult ist inaktiv (und bevorzugt zusätzlich),
• es liegt kein Stillstand vor oder kein Entkuppelwunsch (und bevorzugt zusätzlich),
• es ist aktuell ein Kupplungszustand gespeichert.

For example, a switch arrangement can switch the clutch storage relay live if at least one of the following conditions is met:

• own driver's desk is inactive (and preferably additionally),
• there is no standstill or no decoupling request (and preferably additionally),
• a clutch status is currently stored.

Conversely, the clutch memory relay can be de-energized when a separate driver's desk is active or when the car is stationary and there is also a request to decouple it, or no engaged state is currently stored.

In addition or as an alternative to this switch arrangement, a further switch arrangement can be provided, by means of which the same clutch storage relay, which is preferably the same, can also be switched to be live or dead depending on the operating state. This switch arrangement can preferably be connected in parallel with the switch arrangement mentioned above. It can thus be sufficient if only one of the switch arrangements is conductive in order to energize the clutch memory relay. On the other hand, both switch arrangements are preferably to be put into a non-current-carrying state in order not to energize the clutch storage relay either.

This further switch arrangement can be conductive when a driver's desk in one of the coupled rail vehicles is active and either an electrical coupling or a mechanical coupling is registered. A non-conductive state can be reached if either there is no active driver's desk within the train or if both no electrical coupling and no mechanical coupling are detected. In particular, this switch arrangement enables automatic reconfiguration of the electrical arrangement and/or the clutch memory relay. If another rail vehicle is coupled to a rail vehicle that is currently not coupled, this switch arrangement can be switched to a live state due to the coupling of an active rail vehicle and the then detected electrical and/or mechanical coupling and the coupling memory relay can then be energized and thus change its state. In particular, it can then indicate a coupled state. If it was previously closed, any connection between the main conductors can then be opened, in particular via a switching element that can be actuated according to the stored clutch state.

On the other hand, if an unexpected train breakage and thus loss of train integrity occurs when the coupled state is stored, the clutch memory relay can generally continue to be active and, in particular, be energized. This can be done by the above-described first switch arrangement is conductive because the decoupling request is then not present and because the state is still stored as coupled. On the other hand, the optional further switch arrangement can open due to the loss of the clutch, but this has no effect on the voltage present at the clutch storage relay in the preferred parallel circuit. Since the clutch storage relay is kept active in this way when a train breaks away, the connection between the main conductors in this rail vehicle is then preferably not closed either. In particular, the switching element explained above and which can be actuated in accordance with the stored clutch state can remain open in this connection/this conductor section due to the storage that is still present. However, this leads to a voltage drop in the returning main conductor, which can be detected as a loss of train integrity.

A further development provides that the voltage supply can be specifically interrupted, in particular as part of a function test or as a function test, and at least one electrical variable of the monitoring circuit is then detected. The functionality of the monitoring circuit is preferably determined on the basis of this variable. In particular, this variable can be a voltage applied to the monitoring circuit and/or a current carried by it. In particular, when it is detected that this electrical variable assumes impermissibly high values, although the power supply is interrupted, it can be concluded that there is an undesired external feed into the monitoring circuit. This can mean that voltage drops occurring as a result of train integrity are at least partially compensated for by the external power supply. As a result, a loss of train integrity may no longer be reliably detectable.

The interruption of the power supply described above can be carried out as part of a separate test method. This can be done manually (e.g. by actuating a switch in the driver's cab) or automatically and, for example, at regular intervals. If the monitoring circuit is functioning correctly, a loss of train integrity should be indicated as a result of the interrupted power supply.

As already mentioned, the solutions disclosed herein based on a monitoring circuit (or the electrical size of the at least one main conductor in one of the rail vehicles) are preferably provided in addition to and/or redundantly with other approaches to train integrity monitoring. Consequently, one development provides that the train integrity is monitored using at least one additional system and the train integrity is determined on the basis of monitoring results obtained both with the additional system and with the electrical arrangement.

In particular, if one of these monitoring results indicates a loss of train integrity, the overall train integrity can be evaluated as non-existent. In this way, the probability of missed detections of train integrity loss is reduced. For example, if the monitoring systems each have a safety integrity level of 2, the total safety integrity level can be 4, which is preferred in the present case.

• eine erste elektrische Anordnung, die in einem ersten Schienenfahrzeug anordenbar oder angeordnet ist;
• eine zweite elektrische Anordnung, die in einem zweiten Schienenfahrzeug anordenbar oder angeordnet ist;

wobei die erste und zweite elektrische Anordnung jeweils wenigstens einen Hauptleiter umfassen;
wobei zumindest die erste elektrische Anordnung an eine Spannungsversorgung anschließbar ist und mit einem Hauptleiter der zweiten Anordnung verbindbar ist;
wobei das System eingerichtet ist, einen Zugintegritätszustand des Zuges in Abhängigkeit einer elektrischen Größe von wenigstens einem der Hauptleiter (bevorzugt im miteinander verbundenen Zustand der Hauptleiter und ferner bevorzugt von einem Hauptleiter der zweiten Anordnung) zu ermitteln.The invention also relates to a system for monitoring train integrity for a train with a plurality of rail vehicles which are coupled or can be coupled to one another, the system comprising:

• a first electrical arrangement that can be arranged or is arranged in a first rail vehicle;
• a second electrical arrangement which can be arranged or is arranged in a second rail vehicle;

wherein the first and second electrical assemblies each include at least one main conductor;
wherein at least the first electrical arrangement can be connected to a voltage supply and can be connected to a main conductor of the second arrangement;
wherein the system is set up to determine a train integrity state of the train as a function of an electrical variable of at least one of the main conductors (preferably in the interconnected state of the main conductors and also preferably of a main conductor of the second arrangement).

• eine erste elektrische Anordnung, die in einem ersten Schienenfahrzeug anordenbar oder angeordnet ist;
• eine zweite elektrische Anordnung, die in einem zweiten Schienenfahrzeug anordenbar oder angeordnet ist;

wobei die erste und zweite elektrische Anordnung jeweils einen speisenden Hauptleiter und einen rückführenden Hauptleiter umfassen und die jeweiligen speisenden Hauptleiter und die jeweiligen rückführenden Hauptleiter der Anordnungen miteinander verbunden oder verbindbar sind;
wobei ein Überwachungsstromkreis herstellbar ist durch Anschließen zumindest der ersten elektrischen Anordnung an eine Spannungsversorgung und durch elektrisch leitendes Verbinden, innerhalb der zweiten Anordnung, des dortigen speisenden Hauptleiters und des dortigen rückführenden Hauptleiters;
wobei das System eingerichtet ist, einen Zugintegritätszustand (z.B. eine vorliegende oder fehlende Zugintegrität) des Zuges in Abhängigkeit einer elektrischen Größe des Überwachungsstromkreises und insbesondere eines rückführenden Hauptleiters von wenigstens einem der Schienenfahrzeuge zu ermitteln.The invention also relates to a system for monitoring the train integrity for a train with several rail vehicles coupled to one another, the system comprising:

• a first electrical arrangement that can be arranged or is arranged in a first rail vehicle;
• a second electrical arrangement which can be arranged or is arranged in a second rail vehicle;

the first and second electrical assemblies each comprising a main feed conductor and a main return conductor and the respective main feed conductors and the respective main return conductors of the assemblies are connected or connectable to one another;
wherein a monitoring circuit can be produced by connecting at least the first electrical arrangement to a voltage supply and by electrically conductively connecting, within the second arrangement, the feeding main conductor there and the returning main conductor there;
the system being set up to determine a train integrity state (eg an existing or absent train integrity) of the train as a function of an electrical variable of the monitoring circuit and in particular a returning main conductor of at least one of the rail vehicles.

In general, the system can be set up to carry out a method according to any of the variants disclosed herein. For this purpose, it can have all other units, components, switching elements and lines that were explained above in the context of the method and/or that are required to provide the steps and/or effects of the method described herein. All explanations for and developments of features of the method can also apply to the identical system features or be provided for them.

In general, the rail vehicles coupled to one another can comprise electrical arrangements of a comparable and, in particular, identical type. Identity may refer to the elements, units, switch assemblies, wire routing and connections, functions, and the like disclosed herein. It is not absolutely necessary that units of this type or the arrangements as a whole are arranged or positioned identically in the rail vehicles. In other words, the identity can in particular relate to and/or be limited to the type of components used and/or the hardware structure of the arrangement and/or the functionalities or operating states that can be achieved with it.

This ensures that a monitoring circuit of the type described herein and with the properties described herein can also be provided in any configuration of a train with rail vehicles in any order. Particularly advantageous in this context are the options explained above for establishing an automatic reconfigurability of a clutch memory relay when a clutch is established and/or the only selective establishment and in particular automatic establishment of the connection of the two main conductors, in particular only in one of the rail vehicles, by means of any of the switching elements described herein.

Likewise, the invention is directed to a train comprising a plurality of rail vehicles coupled together, which train includes a system according to any aspect disclosed herein.

The following configurations can optionally have one of the features or any combination of the features that have been described above and/or that are described later in the description of the figures.

These configurations relate to trains that each have a plurality of train parts (hereinafter also referred to as rail vehicles). The train parts are coupled to each other via an automatic coupling. This does not rule out the possibility of wagons or other rail vehicles being coupled to one another within at least one part of the train via a non-automatic coupling.

• zumindest durch einen durch die Betätigung der zumindest einen der automatischen Kupplungen entstandenen Kupplungs-Zustand
• und optional, bei einer anderen Ausgestaltung, auch durch einen bezüglich des Führens des gesamten Zuges passiven oder aktiven Zustand eines Führerstandes in dem Schienenfahrzeug,

wobei gemäß einer für jedes Schienenfahrzeug des Zuges vorgegebenen Zuordnung zwischen

• dem Schienenfahrzeug-Zustand und
• der Aktivierung oder Nicht-Aktivierung einer elektrischen Versorgung des Hauptleiters oder eines der Hauptleiter und/oder
  • der Aktivierung oder Nicht-Aktivierung einer Hauptleiter-Erfassungseinrichtung zur Erfassung eines elektrischen Zustandes des Hauptleiters oder eines der Hauptleiter und/oder
  • der Aktivierung und/oder nicht-Aktivierung einer elektrischen Verbindung zwischen zwei Hauptleitern,

unter Berücksichtigung der Zustands-Information gemäß der vorgegebenen Zuordnung die elektrische Versorgung des Hauptleiters oder eines der Hauptleiter in dem jeweiligen Schienenfahrzeug aktiviert wird oder nicht aktiviert wird und/oder
die Hauptleiter-Erfassungseinrichtung aktiviert wird oder nicht aktiviert wird und/oder die elektrische Verbindung zwischen den zwei Hauptleiter in dem jeweiligen Schienenfahrzeug aktiviert wird oder nicht aktiviert wird. In Bezug auf die elektrische Versorgung und die Hauptleiter-Erfassungseinrichtung bedeutet die Aktivierung, dass der aktivierte Zustand beibehalten wird oder hergestellt wird. In Bezug auf die Nicht-Aktivierung bedeutet dies, dass der nicht aktivierte Zustand beibehalten wird oder hergestellt wird. In Bezug auf die elektrische Verbindung der zwei Hauptleiter bedeutet die Aktivierung, dass die elektrische Verbindung hergestellt wird oder bestehen bleibt. Die Nicht-Aktivierung bedeutet dagegen, dass die nicht bestehende elektrische Verbindung getrennt bleibt oder die bestehende elektrische Verbindung getrennt wird.Since two train parts are automatically coupled to each other or coupled train parts are automatically uncoupled from each other in order to create or change a train configuration, it is proposed to automatically configure the devices used for train integrity monitoring when a train configuration has been made. The configuration of the train integrity monitoring must be completed at the latest when the driver's desk is activated by the driver, if necessary including confirmation of the train configuration by the driver before the train starts moving for the first time, since the completeness of the train integrity monitoring must be completed during the journey train is to be monitored. A stationary vehicle cannot be torn apart because insufficient forces are acting. In particular, it is proposed: A method for configuring an arrangement for monitoring the train integrity of a train with a plurality of rail vehicles coupled to one another, the rail vehicles being able to be coupled and/or uncoupled to one another via automatic couplings, the rail vehicles each comprising an electrical arrangement with at least one main conductor, and the main conductors of rail vehicles coupled to one another are connected to one another in an electrically conductive manner,
wherein after an actuation of at least one of the automatic couplings to establish or release a connection between two rail vehicles, a rail vehicle status of the rail vehicle is automatically determined by a respective determination device in each of the two rail vehicles and corresponding status information is obtained/produced, wherein the Rail vehicle condition is determined

• at least by a clutch state created by the actuation of the at least one of the automatic clutches
• and optionally, in another embodiment, also by a driver's cab in the rail vehicle being in a passive or active state with regard to driving the entire train,

wherein according to a predetermined assignment for each rail vehicle of the train between

• the rail vehicle condition and
• the activation or non-activation of an electrical supply to the main conductor or one of the main conductors and/or
  • the activation or non-activation of a main conductor detection device for detecting an electrical state of the main conductor or one of the main conductors and/or
  • the activation and/or non-activation of an electrical connection between two main conductors,

taking into account the status information according to the predetermined assignment, the electrical supply of the main conductor or one of the main conductors in the respective rail vehicle is activated or not activated and/or
the main conductor detection device is activated or not activated and/or the electrical connection between the two main conductors in the respective rail vehicle is activated or not activated. With regard to the electrical supply and the main conductor detection device, activation means that the activated state is maintained or established. In relation to non-activation, this means that the non-activated state is maintained or established. In relation to the electrical connection of the two main conductors, activation means that the electrical connection is made or maintained. On the other hand, non-activation means that the electrical connection that does not exist remains disconnected or the existing electrical connection is disconnected.

As already mentioned, there are two configurations of the electrical arrangement of the rail vehicle with regard to the monitoring of the train integrity with regard to the number of main conductors. Either a main conductor used independently for monitoring extends through all rail vehicles of the train, which can be coupled to another rail vehicle by means of at least one automatic coupling. Alternatively, more than one main conductor extends through these rail vehicles of the train, in particular two main conductors, it also being possible for more than two main conductors to extend through these rail vehicles of the train. These main conductors are thus used for train integrity monitoring, while the two main conductors have a single electrical connection throughout the train, or the more than two main conductors have a multi-extension extending through the train between each two of the main conductors due to a single electrical connection throughout the train Form Executive Chain.

If only one main conductor for monitoring the train integrity extends through the train parts (rail vehicles) that are coupled to another rail vehicle by means of at least one automatic coupler (or if a main conductor is used independently without using other main conductors for monitoring the train integrity), then the main conductor is on to be connected to the electrical supply at one end of the train and to record the electrical condition of the main conductor at the other end of the train. An end of the train is understood here and below to mean that the end is in the last or first rail vehicle, i.e. no other vehicle is coupled to the (automatic) coupling at this end of the train and forms a further extension of the main conductor via this clutch out. However, a wagon or a locomotive, for example, can still be manually coupled to the rail vehicle at the end of the train, which, however, is not relevant in relation to the completeness of the train, since these do not lead on to a main conductor.

In some cases, a main conductor may always have a particular train part, such as a locomotive, regardless of the number of train parts in the train, and this train part may always have the electrical supply of the main conductor or the main conductor detection device activated. Since this train part is always present, it is not necessary to check or change the activation status of this always-activated device after coupling or uncoupling another train part. This device which is always activated (in this embodiment) is therefore also not dependent on the predefined assignment, so that the predefined assignment does not relate to this device which is always activated either. As with several main conductors, however, there are also configurations in which no traction part always has the active electrical supply or the active main conductor detection device for any number of traction parts that are automatically coupled to one another.

On the other hand, if, for example, exactly two main conductors extend in parallel through these automatically coupled train parts, these main conductors are to be electrically connected to one another at one end of the train or are permanently electrically connected to one another and one of the main conductors at the opposite end of the train is connected to the electrical to be connected to the supply or permanently connected to it. In this case, the electrical state of the other main conductor can in principle be detected at any point on the other main conductor, since the integrity of the electrical connection of one main conductor can be determined in this way. However, it is preferred that the electrical condition of the other main conductor is sensed at the same end of the train where the electrical supply takes place.

Also in the case of more than two main conductors used for train integrity monitoring, a rail vehicle can optionally always be present and can be located in this rail vehicle e.g. B. are always the activated electrical supply of the main conductor and the activated main conductor detection device. In the case of more than two main conductors, there may also be an electrical connection between two of the main conductors. Alternatively, the electrical connection between the two main conductors or between two of the several main conductors can always be located in this rail vehicle, but not the electrical supply of the main conductors and, for example, also not the main conductor detection device.

With regard to the specified assignment, in both cases, a main conductor used independently (without any other main conductor) for monitoring the train integrity and more than one main conductor, the rail vehicle condition can only depend on the coupling condition or also on the active or passive driver's cab in depend on the rail vehicle. However, if at both ends of a train train parts (i.e. rolling stock) can be coupled and uncoupled via automatic couplers, then it is preferred that the rolling stock state also depends on the active or passive state of the driver's cab in the relevant rolling stock and that this information also is taken into account by the specified assignment. Although rail vehicles can only be coupled and uncoupled at one end of the train, the rail vehicle status can also depend on the active or passive status of the driver's cab in the respective rail vehicle. This is particularly useful when a train can run both in one direction and in the opposite direction and, depending on this, a driver's cab is active at one end of the train or at the other end of the train. However, it is also possible in this case that the activation or non-activation of the respective device or devices is independent of the question of which of several driver's cabs in the train is active. In particular, the rail vehicle state and the predetermined assignment do not depend on whether a driver's cab in the respective rail vehicle is active or passive if there is only one driver's cab in the rail vehicle. This is the trivial case. But even if there is more than one driver's cab in the train and rail vehicles can only be coupled or uncoupled at one end of the train, it can be useful to determine the rail vehicle status independently of an active or passive driver's cab and to design the specified assignment accordingly . For example, an activation or non-activation of at least one of the three devices mentioned at the end of the train to which rail vehicles can be automatically coupled can then result from the coupling state at both ends of the rail vehicle or from the coupling state at a clearly am End of the train lying end of the rail vehicle can be determined. This information about the coupling status also clearly means that the rail vehicle is at the end of the reference or not at the end of the train.

In any case, the specified assignment takes into account the respective configuration with regard to the number of main conductors and, in the case of more than one main conductor, optionally takes into account a specification with regard to the location of the detection of the electrical state.

In addition, the specified assignment takes into account the state of the rail vehicle (depending on the configuration, determined by the coupling state and optionally also determined by the passive or active state of the driver's cab in the rail vehicle) and assigns activation or non-activation to the rail vehicle state, depending on the configuration. Activation of one, two or all three of the aforementioned devices (electrical supply of the main conductor, main conductor detection device and electrical connection between two main conductors). As will be explained in more detail, the predetermined assignment for the rail vehicle state can be defined at both ends of a rail vehicle. In this case, the activation or non-activation of one, two or all three of the aforementioned devices can be assigned to the rail vehicle state at the respective end, depending on the design.

If a coupled state between two rail vehicles is established or released via at least one automatic coupling, at least this change in the coupling state is to be determined in each of these two rail vehicles. If, as a result of the change in the coupling state, a different driver's cab in the train than before is activated, this can also be determined depending on the design, possibly also in a rail vehicle of the train that is not involved in the coupling process. Depending on the configuration, changing the train configuration by automatically coupling or automatically uncoupling a rail vehicle therefore means that in each rail vehicle of the newly configured train it is determined whether a driver's cab of the rail vehicle is active or passive. This determination can also be carried out in that, as is preferred, information about the active or inactive state of the driver's cab is stored in the respective rail vehicle and this does not change. For example, prior to assembling a train by means of automatic coupling of a plurality of rail vehicles, each of the rail vehicles may have stored that the driver's cab is not active. Once the train has been assembled, it can be determined automatically or specified manually which cab is activated in the train. Then the stored information only has to be changed to "cab active" in that rail vehicle in which the activated or to be activated driver's cab is located. In principle, the determination of whether a driver's cab is active or passive can be based on the reception of a signal generated by a person and/or the automatic determination based on an operation of the driver's cab. For example, a vehicle operator may activate a cab by inserting a key into a lock on the cab and turning it about a pivot to the "cab on" position. Contactless keys can also be used to switch on the driver's cab. Alternatively or additionally, the operation of the driver's cab can be determined automatically, for example when parts of the driver's cab are used by the vehicle driver, such as a controller for rigging a rail vehicle.

Optionally, it can also be determined in at least one of the rail vehicles and in this case preferably in all of the rail vehicles of a train for both ends of the rail vehicle whether the end of the rail vehicle is coupled to another rail vehicle via at least one automatic coupling and/or whether the end of the rail vehicle has an active or non-active driver's cab. For example, if a main conductor can be connected to the electrical supply (or to the main conductor detection device) at both ends of a rail vehicle, this determination makes sense and the connection to the electrical supply can then be made or not made according to the predetermined assignment (or the trunk detector activated). In this case, the result of the predetermined assignment can optionally also depend on which driver's cab in the rail vehicle is active or whether both driver's cabs in the rail vehicle are passive. In general, only one driver's cab may be active in a train.

The information about the clutch status is preferably stored in the rail vehicle. This has the advantage that the stored information can be used at any time to configure the arrangement for testing the train integrity. Furthermore, the information need not be repeatedly re-determined, although occasional verification is preferred. In addition, information about the passive or active state of the driver's cab can be stored in the respective rail vehicle, optionally separately for each end of the rail vehicle. this too has the advantage that the stored information can be used in a simple manner to configure the arrangement. In particular, the storage of the information about the coupling state has the advantage during operation of the train that an unintentional tearing off of the connection between two train parts is not mistakenly interpreted as an intentional uncoupling. In particular, therefore, the implementation of the configuration of the devices of the train, which are used to monitor the integrity of the train, depend on receiving a signal which indicates the desire for configuration or at least the possibility of configuration. The signal can be generated manually, for example by a driver inside the train or by a control center outside the train, or it can be generated automatically. For example, the automatic generation of the signal may require the train to be stationary. However, the automatically generated signal can also depend on other conditions, such as the specified course of a process when two rail vehicles are automatically uncoupled.

After determining the respective information about the clutch status or optionally about the active or passive driver's cab, this information can be stored in a memory device of the rail vehicle. As described elsewhere in this specification in relation to specific embodiments, the use of hardware storage devices is preferred.

In particular, the memory device can store the state in such a way that an electrical connection between two connection contacts is either established or disconnected, depending on the state. This is the case, for example, with the latching relays mentioned elsewhere in this specification. Other hardware memory devices can also be used such that an electrical connection is either made or broken depending on their memory state. The configuration of the arrangement for checking the train integrity depending on the respective state can therefore be carried out in that the electrical connection between the two connection contacts or the electrical separation of the two connection contacts brings about or contributes to the configuration. In particular, one memory device or two or more memory devices can be provided (e.g. the memory device for storing the information about the clutch status and the memory device for storing the information about the active or passive status of the driver's cab) and can accordingly establish an electrical connection between a first and a second Connection contact and an electrical connection between a third and a fourth connection contact can each be made or separated. In this case, the second connection contact is permanently electrically connected to the third connection contact. The electrical connection between the first connection contact and the fourth connection contact is therefore only present if the states of both storage devices are corresponding and therefore both the electrical connection between the first and the second connection contact (according to the state of the first storage device) is made as well as the electrical Connection between the third and fourth connection contact (according to the state of the second memory device) is made. If only the state of one of the two memory devices changes, the electrical connection between the first connection contact and the fourth connection contact is not established.

The respective electrical connection between the connection contacts can lead directly to the activation or non-activation of at least one of the three devices mentioned. This is particularly evident in the case of the electrical connection between two main conductors. The electrical connection between the two connection contacts can be part of the electrical connection between the two main conductors. The same applies to the electrical supply of the main conductor. However, even when the main conductor detection device is activated, the electrical connection between the connection contacts can be used as an electrical line that is used for the operation itself, such as a power supply for the main conductor detection device.

The fact that each rail vehicle that is coupled to another rail vehicle in the train via at least one automatic coupling has at least one determination device that determines the coupling status and optionally also the active or passive status of the driver's cab has the advantage that that part of the configuration of the train integrity monitoring arrangement which is to be carried out on site can be carried out automatically and reliably on site in each of the railway vehicles. There is no need for central control of the configuration for the entire train. In addition, each train part is interchangeable or removable. If the rail vehicle with the central control device were to be removed if the configuration were controlled centrally, the function would no longer be provided. Alternatively, a central controller with all the necessary electrical connections to all other rolling stock of the train must be present in all rolling stock. According to the invention, only the specified assignment is required to configure the arrangement for monitoring the train integrity in each rail vehicle.

Fig. 1

zeigt eine schematisch stark vereinfachte Darstellung eines Schienenfahrzeugs mit einem System gemäß einem Ausführungsbeispiel der Erfindung.

Fig. 2

zeigt einen Zug, der aus zu Fig. 1 analogen Schienenfahrzeugen zusammengesetzt ist.

Fig. 3

zeigt einen Zug gemäß einer alternativen Ausführungsform.

Fig. 4

zweigt eine gegenüber Fig. 1 noch weiter vereinfachte elektrische Schaltungsanordnung zur Überwachung der Zugintegrität.

Fig. 5

zeigt zwei Schienenfahrzeuge, die zu einem Zug gekuppelt sind, wobei zwei Hauptleitungen vorgesehen sind.

Fig. 6

zeigt zwei Schienenfahrzeuge, die zu einem Zug gekuppelt sind, wobei eine Hauptleitung vorgesehen ist.

Exemplary embodiments of the invention are explained below with reference to the accompanying schematic figures.

1

shows a schematically highly simplified representation of a rail vehicle with a system according to an exemplary embodiment of the invention.

2

shows a train going from to 1 is composed of analog rail vehicles.

3

Figure 12 shows a train according to an alternative embodiment.

4

branches one opposite 1 still further simplified electrical circuitry for monitoring train integrity.

figure 5

shows two rail vehicles coupled to form a train, with two main lines being provided.

6

shows two rail vehicles coupled to form a train with a main line provided.

Based on figures 1 and 2 Variants with a monitoring circuit including feeding and returning main conductors in each car of a train are first explained. Based on figure 3 an alternative variant is explained with a single-strand line arrangement in each car of a train and without return to form a monitoring circuit.

figure 1 shows a schematic representation of parts of a rail vehicle in the form of a car 81. This is part of a below with reference to figure 2 explained train 1. In particular, an electrical arrangement 2 is shown, with which a train integrity can be monitored.

The carriage 81, shown in a schematic cut-away plan view, includes an automatic clutch 12 of conventional design. This comprises two coupling elements 13, which can be automatically mechanically and electrically connected or coupled to correspondingly designed coupling elements 13 of another rail vehicle. This is done by making all the desired line connections to the other rail vehicle, in particular by making pneumatic connections, data-transmitting connections and electrical connections.

At an opposite end, carriage 81 has a conventional carriage coupling 10 to an adjacent carriage 82 (see below figure 2 ). In contrast to the automatic clutch 12, this is a clutch that is permanently maintained during normal operation and preferably cannot be actuated automatically. By means of the carriage coupling 10, a type of integrated or, in other words, continuous train part 8 can be formed from the carriages 81, 82. This train part 8 can be coupled with any number of other train parts to form a train with a desired length.

A voltage supply 24 is also shown. This can be, for example, a conventional voltage source and in particular a car battery. One pole of the power supply 24 is connected to the vehicle ground 25, for example (see DC 0V). A first live conductor section 27 extends from another pole of the voltage supply 24 (see DC 110 V). It should be pointed out that the level of the voltage can also be chosen differently. It is selected in such a way that the switching elements can be controlled reliably, it can be safely routed across all couplings and connections and, despite line resistance, can be reliably detected across the entire loop.

The conductor section 27 is connected at a feeding point 28 to a first main conductor 20 (feeding main conductor). The conductor section 27 has a plurality of series-connected electrical switching elements 101-103.

The switching element 101 is opened (ie not conductive) when the monitoring circuit 4 is to be tested, either via a mechanical Switch 152 or via control by a TCMS via connections 207, 208, ie when a test-active relay 150 has been activated. This is explained below.

The switching element 102 is also opened when a clutched state is noted as stored via a switching element 110, i.e. a clutch storage relay 110 explained below is active, see below.

Next, the switching element 103 opens when the driver's desk of the car 81 is stored as inactive. Since three switching elements 101-103 are connected in series, if no test is carried out and since the coupling point 12 of the car 81 is not saved as coupled and its own driver's desk is active (or the last active driver's desk was) the feeding main conductor 20 via the Conductor section 27 supplied with voltage. Since this state can preferably only be produced on a non-coupled train front with an active or last active driver's desk, it is ensured that the monitoring circuit 4 is advantageously fed at only one point.

Another return main conductor 22 is connected to a return connection point 30 . There is also an electrical connection to a train integrity relay 100 which is also connected to the ground line 25 . Instead of a relay 100, a differently designed switching element could also be used. If this main conductor 22 carries a voltage (in particular above a defined minimum value), the train integrity relay 100 switches to a first (preferably active) state. On the other hand, if the main conductor 22 is not live, the train integrity relay 100 switches to a second (preferably inactive) state.

The main conductors 20, 22 extend into the coupling parts 13 of the automatic clutch 12, respectively. When another carriage is coupled with similarly designed coupling parts 13 and main conductors 20, 22, the main conductors 20, 22 of the coupled carriages are electrically connected to one another (see also the following figure 2 ). The same applies to carriage couplings 10 coupled to one another, into which the main conductors 20, 22 also each extend.

The main conductors 20 , 22 and their connection points 28 , 30 in the example shown are connected to one another via a second conductor section 32 . This also includes a plurality of switching elements 104-107 explained below.

The conductor section 27 and the ground connection 25 are connected via switch arrangements 40, 42 connected in parallel. In series with these switch assemblies 40, 42, a clutch memory relay 110 is connected. The latter can indicate a noted or stored state of the automatic coupling 12 and in particular whether it is currently (or was last) coupled to a coupling of another car or not.

The first switch arrangement 40 is generally in a live or current-conducting state when there is an electrical or mechanical coupling to another rail vehicle and any driver's desk of the train in which the car 81 is integrated is active. For this purpose, the switch arrangement 40 has a switching element 112 which switches and in particular closes depending on whether any driver's desk of the train is active or not. Two further parallel switching elements 113, 115 are connected in series, the switching element 113 switching depending on whether an electrical coupling or an electrical connection via the automatic coupling 12 of the carriage 81 to an adjacent carriage is established or not. On the other hand, the switching element 115 switches depending on whether a mechanical clutch is detected via this automatic clutch 13 or not. In the example shown, all switching elements 112-115 of the first switching arrangement 40 are make contacts or normally open switching elements (NO).

Couplings that have taken place can be registered by means of the first switch arrangement 40 and the clutch memory relay 110 can then be set to a state which represents the presence of a coupling.

The second switch arrangement 42 includes switching elements 116-119. It is generally in a live or conductive state when the driver's desk (of this car 81 and/or on the side of the rail vehicle with the automatic coupling 12 under consideration) is inactive (switching element 116); and no uncoupling process is registered or requested (eg by generating corresponding control signals for coupling valves of the automatic clutch 12, see switching element 117) or no standstill is registered (switching element 118); and if a coupled state (switching element 119) is currently stored. Consequently, the Switching elements 118, 117 are connected parallel to one another and in series with the switching elements 116, 119. In this way, in particular, incorrect detections of a supposed lack of train integrity can be avoided if the carriage 81 is to be deliberately uncoupled from another. In the present case, a valid actuation for opening the automatic clutch 12 may advantageously only take place when the vehicle is stationary.

Coming back to the second conductor section 32, this has switching elements 104-107 (normally closed, NC) which are configured as break contacts and are connected in series. These can also be switched depending on the operating status. In particular, this can be used to close a connection between the main conductors 20, 22 when the carriage 81 is at one end of the train (and thus the active driver's desk is on the opposite side of the train or the towing vehicle). How based on 2 explained, this can be used to close a monitoring circuit.

Switching elements 104-107 switch to a non-conductive state when the car's own driver's desk 81 is stored as active (switching element 104), when an electrically coupled state (switching element 105) and also when a mechanically coupled state (switching element 106) of the Automatic clutch 12 is present and if the clutch memory relay 110 has registered a coupled state (switching element 107).

The present example preferably provides that the status "local or own driver's desk active" is stored as a continuation of the last active status. I.e. even if this driver's desk is deactivated again and no new/other driver's desk of a train has been activated, the location or car of the last active driver's desk is saved. The connection of the main conductors 20 and 22 via the conductor section 32 at one end of the train remains active for the duration of the (own) driver's desk activation, as does the feed via the switching element 103 of the conductor section 27 at the front of the train, see above.

At one end of the train, the driver's desk of a wagon there is inactive and there is no electrical/mechanical coupling. Also, no coupled state of an automatic coupling there is stored (see 2 ). Consequently, a second conductor section 32 there is closed and current-conducting.

However, at the beginning of a train (in other words, the front of the train), the driver's desk of a car 81 there is active, so that the second conductor section 32 is open and not conducting. This is desired so that the main conductors 20, 22 can be routed through the entire train to the end of the train without a direct electrical connection to one another and integrate all of the train's couplings into the monitoring circuit.

A third conductor section 44 parallel to the first and second conductor sections 27, 32 comprises a switching element 130 (for example an opener), by means of which the third conductor section 44 can be switched to be live when the train integrity is absent or inactive. This switching process takes place depending on the state of the train integrity relay 100. If this is inactive because the returning main conductor 22 suffers a voltage loss, the switching element 130 closes. This activates an optional signal lamp 136 or another type of warning device. It is not shown separately that signals can then also be transmitted to a control device of the car 81 and/or to a control system of the train, e.g. via the train integrity relay 100 or the digital connection or input 200.

As an optional feature, multiple digital ports 200-208 are provided. This gives a control system, in particular in the form of a TCMS, access to status information from switching elements of the electrical arrangement 2 and individual line sections for the purpose of fault diagnosis and monitoring. Terminals 200-206 are digital inputs readable by the control system (for diagnostics) and terminals 207, 208 are digital outputs writable by the control system (to activate the loop test).

A first digital connection 200 can be used to monitor whether the returning main conductor 22 is live or not. The digital connections 201-206 are each preceded by switching elements which switch in the same states as the switching elements already discussed. Analogous reference symbols are therefore used for these switching elements as in the cases already discussed. Consequently, the terminals 201-202 serve to monitor whether a clutched or a non-clutched state is stored, i.e. they reflect the state of the clutch memory relay 110 again via contacts or switching elements 107 and 119, the switching element 107 opening and the switching element 119 closing in the “coupled stored” state.

The connections 203-204 are used to monitor whether train integrity is detected or not (corresponding to train integrity relay 100), the switching element 132 closing when the train integrity is detected or active and the switching element 130 opening.

Connections 205-206 are used to monitor whether a test mode, explained below, is activated. The switching element 101 opens accordingly when this is the case, whereas the switching element 134 closes.

By means of the oppositely switching switching elements in front of the connections 201-206, which enable a kind of antivalent control of these connections 201-206, it can be ensured that the state to be mapped in each case is clearly identified. With this type of circuit, a single fault can be reliably detected by the reading unit (in particular the TCMS), in particular since both an external power supply and a cable break can be detected. The relays 100, 110 used to switch these switching elements advantageously have forcibly guided contacts or switching elements, so that when one switching element is switched it is ensured that the contacts or the other switching element in front of the associated connection 201-206 have also switched.

According to a further optional feature, the arrangement 2 has a test function. In this way, the feeding main conductor 20 can be separated from the voltage supply 24 in a targeted manner. If the monitoring circuit is functioning correctly, a lack of train integrity should then be detected. If this is not the case, this indicates an unwanted external feed, e.g. due to a cable break, which makes such a detection impossible.

The test function is implemented by means of the switch 101 already mentioned, which opens the first conductor section 27 and in particular its connection to the feed point 28 when the test is to be carried out. The latter can be detected by means of a test relay 150, the state of which can be changed by actuating a manual switch 152 or by activating the connections 207, 208 by TCMS. The shown optional plurality and in particular series connection of the connections 207, 208 improves reliability. The test function can only be activated if both connections 207, 208 can be activated. Failure of either terminal 207, 208 such that it remains switched on, although no longer driven, does not allow the test function to be inadvertently activated.

figure 2 shows a rail vehicle combination in the form of a train 1 with two train parts 8, 9. Each train part 8, 9 has two individual cars 81, 82, 91, 92. The carriages 81, 82, 91, 92 of a train part 8, 9 are coupled to one another by means of a carriage coupling 10. The train parts 8,9 are coupled to each other via the automatic couplings 12 of the adjacent carriages 82,91 of the train parts 8,9 facing each other. This also includes the closing of all lines running between the train parts 8, 9, in particular electrical lines, data lines and pneumatic lines.

the inside 2 leftmost carriage 81 corresponds to that of FIG 1 and forms the Zugspitze. The driver's desk of this car 81 is considered to be switched on in the following discussion. The rule preferably applies that only those cars 81-92 can have an active driver's desk whose automatic coupling 12 is not connected to another car 81-92. The driver's desks of all other cars 82-92 are inactive. the inside 2 right-most positioned car 92 forms an end of train in the following discussion.

The carriages 81-92 each have a similar electrical arrangement 2, as for the carriage 81 on the basis of figure 1 was explained. The arrangements 2 together form a (monitoring) system 3 for train integrity monitoring. In particular, they form a monitoring circuit 4 of the type described below.

The alignments of the electrical assembly 2 in the individual carriages 81-92 depend on the position of the automatic coupling 12. The carriages 81, 91 accordingly have an alignment of the electrical assembly 2 in accordance with figure 1 and the carriages 82, 92 have a mirrored orientation thereto. But this is not mandatory. In general, the alignments of individual components and the courses of lines of the arrangements 2 within the carriages 81, 92 can differ. However, they preferably enable identical functionalities, as is the case above with reference to FIG figure 1 was explained. This makes it possible, in principle, for each car 81-92 to have a train end with a closed connection 32 between the main conductors 20, 22 there, a front end with connection of the conductors 20, 22 there to a power supply 24 or a carriage 82-91 between the head of the train and the end of the train, through which the main conductors 20, 22 pass without deliberately changing their respective voltage level and/or connection to one another.

In figure 2 the electrical arrangements 2 of the carriages 81-92 are each shown in a schematically simplified manner, so that in particular not all switching elements, relays and optional digital connections are entered there. The circuit in cars 81-82 or 91-92 can also be implemented in one car (without coupler 10), eg a locomotive with two driver's cabs at each end of the vehicle.

Initially based on the state of train integrity, a monitoring circuit 4 is formed in that adjacent feeding main conductors 20 and returning main conductors 22 of each electrical arrangement 2 of the carriages 81-92 are electrically conductively connected to one another via the couplings 10, 13. Furthermore, the electrically conductive connection of the main conductors 20, 22 in the last carriage 92, as described below, takes place via the second conductor section 32 there.

In the carriage 81 (head of the train), the feeding main conductor 20 is connected to a pole of the local voltage source 24, which has a high voltage level, and the returning main conductor 20 is connected to the ground line 25 (low voltage level). However, the second conductor section 32 is open in the carriage 81 and also in the following carriages 82, 91 and is not conductive. In the case of figure 1 The main reason for this is that the driver's desk is active, i.e. the switching element 104 is off figure 1 opens. In the case of the carriages 82 and 91, on the other hand, the switches 105, 106 are open due to the electrical and mechanical coupling being established.

In wagon 92 (at the end of the train), as in wagon 81, there is no coupling via the automatic coupling there. In this case, however, the driver's desk is not active and no existing coupling is stored. All switches 104-107 (not shown in figure 2 ) of the conductor section 32 are therefore closed. This enables a current-conducting connection of the feeding main conductor 20 to the returning main conductor 22 via this conductor section 32.

Since the main conductor 22 of carriage 92 is electrically conductively connected to the returning main conductors 22 of the adjacent carriage 81, 91, there is also a voltage at the train integrity relay 100 of the first carriage 81. Train integrity is thus established and all of the switches 130 in the respective third ladder sections 44 remain in the open condition as shown.

It should be noted that in the carriages 82-91 the first main conductor 20 there is not connected to the power supply 24, since the switch 103 in the first control section 27 is open due to an inactive driver's desk there.

The following applies to the switching arrangements 40, 42 in the individual carriages 81-92: None of these switching arrangements 40, 42 are live in carriage 81, in particular because the driver's desk is activated (concerns switching element 116) and there is no mechanical/electrical coupling (concerns switching elements 113, 115). The clutch memory relay 110 is therefore de-energized and inactive, and no clutched state is displayed or stored.

In the carriages 82, 91, on the other hand, both of these switch arrangements 40, 42 are live, in particular because the driver's desk is not actively switched (affects switching element 116), no decoupling is requested (affects switching element 117), another driver's desk is active within train 1 (from carriage 81, affects switching elements 112) and there is a mechanical/electrical clutch (affects switching elements 113, 115). Consequently, there is always a voltage on the clutch memory relay 110 and the clutch is stored as present.

In the carriage 92, on the other hand, the same applies to the carriage 81, although the switching element 116 is closed, but the switching element 119 is open due to the lack of a clutch. Consequently, here, as in the carriage 81, no presence of a clutch is registered by the clutch memory relay 110.

In the following, the case is described in which the integrity of the train is lost due to an accidental disconnection of the automatic couplers 12 of the carriages 82, 91. This also eliminates the electrically conductive connection between the feeding main conductors 20 and thus also the connection with the returning main conductors 22, even if the conductor section 32 of the carriage 92 remains closed. A voltage loss then occurs at the train integrity relay 100 in the car 81. The switch 130 there then closes and the consumer (warning device) 136 is energized via the third conductor section 44.

In 2 A train control system 300 is also shown schematically. This consists of a plurality of TCMS controllers 301 of known design in each of the cars 81-92. The TCMS control devices 301 communicate with one another via data connections indicated by dashed lines, which can also be established via the clutches 12, 10. The data connections can be implemented, for example, as Ethernet or MVB/WTB connections (MVB: Multifunction Vehicle Bus; WTB: Wire Train Bus).

A train integrity check can be carried out by the train control system 300 in such a way that it is checked whether all TCMS control devices 301 can communicate with one another. If this is not the case, the data connection is interrupted, which is most likely caused by a loosening of one of the clutches 12, 10.

Not separately in figure 2 it is shown that all of the connections 200-208 (see figure 1 ) of a respectively assigned carriage 81-92 can be read or written.

A train control computer 302 is also indicated, for example in the form of a known European Vital Computer. This is entered as an example only for the first car 81, which forms the head of the train. The train control computer 302 receives the results of the respective integrity monitoring both from the train control system 300 and from the monitoring circuit 4 formed by the electrical arrangements 2 or the corresponding monitoring system 3 . A connection between the warning device 136 of at least the first car 81 and the train control computer 302 is shown as an example.

Preferably, as soon as one of the train control system 300 and the monitoring system 3 determines a loss of train integrity, the train control computer 302 can take a predetermined countermeasure. In particular, it can communicate the train integrity loss to trackside and/or external facilities.

The solution shown is particularly advantageous in that the train control system 300 can only achieve a safety integrity level of SIL 2 due to the limited capabilities of standard TCMS control devices 301 used. However, the monitoring system 3 can also achieve a safety integrity level of at least SIL 2. Since both monitoring results are taken into account in the manner described above, the overall safety integrity level for the train integrity monitoring is 4.

Using the option of a clocked energization and evaluation of the cycle at e.g. Gain integrity level of 4 for evaluation.

For example, for such a clocked energization at the feed point 28 point figure 1 a clock can switch the feeding main conductor 20 from 0 to 1 and back or from logical -1 to +1, eg +110V to -110V, at a fixed rate. On the receiver side, for example in the relay 100, logic with, for example, four counters can be provided, which are counted down with their own fixed cycle, for example from a start value to 0 or, in the case of an upward count, from 0 to a limit value counting. As long as the pulse of the clock is detected, train integrity is reported. Two counters each are restarted when the received level changes from 0 to 1 or alternatively from logical -1 to +1 and the other two counters when the opposite level change takes place, ie from 1 to 0 or alternatively from logical +1 to - 1. The shorter counter, which runs out slightly faster than the clock change, suppresses the detection of the clock change as long as it has not yet expired. The second counter is longer than the clock change time and, if expired, will indicate loss of train integrity. The tolerance ranges of the counters can be chosen to be correspondingly generous in order to tolerate fluctuations in the clock generator. If a level or change in the logic value is detected while the first shorter counter is still running, no loss of train integrity is to be expected directly, but the circuit appears corrupted and no longer reliable, so the loss of train integrity should also be expected in this case or a parallel reported error can be forwarded to the units to be evaluated. In addition to the planned 4 counters Circuits with 2 counters are also conceivable if the same pair of counters is always started for each logic state (0 or 1, -1 or +1). In addition to changing the level, the counters can also run directly depending on the level, ie one pair of counters runs with level 0 or -1 and the other pair with level 1 or +1. As an alternative to levels, different frequencies or amplitudes can also indicate the logic state. As an alternative to counters with a clock, other time-dependent logic modules, e.g. The clock of the counters can also be derived from the level or phase of the information read from the evaluation device and compared with a reference clock, for example comparing two counters or time units from the reference clock and the clock read.

There is another variant of the circuit, in which the feeding main conductor (20) is omitted and the element 103 closes when the car's own driver's desk is stored as inactive. This means that the remaining train control line (returning main conductor 22) is always fed at the end of the car with an inactive (saved) driver's desk and the integrity of the train can be detected at the end of the car with an active driver's desk (at point 30 or switching element 100). This circuit saves a train control line, limits the recognition of the completeness of the train to the elements of the car with an active driver's desk, since the other cars can only recognize the status of the feeding point (end of train without active driver's desk) up to their own position in the car consist. Furthermore, checking the train control line for external current is more difficult, since the test must be triggered on the feeding side and detection takes place at the other end of the car. If the test is triggered manually by mechanical switch 152, the result is to be displayed to the testing person, for example by displaying the information from the TCMS. When activated via switching elements 207 and 208 at the end of the train without an active driver's desk, the TCMS can determine the result at the other end of the train because it has communication between the cars. Alternatively, a train control line shall be routed to transmit the train integrity status across the entire train back to the other end of the train, to propagate the train integrity status from the active driver's desk throughout the train, or to start the test at non-coupled ends of the train without an active driver's desk, see above that the activating person can read the result of the test directly on the active driver's desk.

3 shows one to 2 basically analogous view, but the electrical arrangements 2 of the carriages 81-92 are designed according to a different embodiment. With the exception of the deviations explained below, however, the electrical arrangements 2 are preferably analogous to the variants from FIG Fig.1 constructed so that on the 1 also referred to below. However, a simplified or generally different configuration is also possible 1 be provided, in particular not all switching elements and / or switch assemblies 40, 42 from figure 1 having.

3 shows that the feeding main conductor 20 of the previous variant is not present. Instead, only the main conductor 22 previously providing the function of the returning main conductor 22 is provided. In addition, the switch 103, which is analogous to 1 provided but in the simplified representation of 3 is not shown separately, can be operated in a different way. So it closes in each car 81-92 when the driver's desk of a respective car 81-92 is inactive and in particular is stored as inactive.

As a result, at the end of the train (ie in the car 92) the only remaining main conductor 22 of the assembly 2 is connected to the voltage source 24 (and in particular its high voltage level) and is fed by it. In the two subsequent scales 82, 91, on the other hand, the switching elements 105, 106 are open due to the existing coupling of the automatic clutches 12 (see Fig. 1 ), so that there is no additional feeding of the main conductor 22 there. The same applies to car 81 at the head of the train, in which the switching element 103 is open due to the driver's desk being active there.

A voltage is therefore present at the respective train integrity relays 100 of the carriages 81-92 and, more precisely, the voltage level of the main conductor 22 there and fed from the end of the train in relation to the ground line 25.

If the voltage at the train integrity relay 100 of the wagon 81 in particular drops, this indicates that the connection to the other main conductors 22 of other wagons 82-92 and in particular the feeding wagon 92 at the end of the train is interrupted as a result of a loss of train integrity. The same measures can then be taken as for 1 explained.

In general, the train integrity can again be additionally monitored by means of the train control system 300 .

In the variant of 3 the train monitoring is advantageously carried out by means of the train integrity relay 100 of the car 81 at the head of the train in order to be able to detect train integrity losses over the entire length of the train. To achieve particularly meaningful test results, the power supply at the end of the car (car 92) should be interrupted (eg using one of the elements 207-208, 152). At the far end (car 81), the voltage drop should then be registered at the train integrity relay 100 to rule out an external supply. For this purpose, provision can be made, for example, for the test result to be exchanged between the cars 81-92 of the train via TCMS or another communication path (for example a separate train control line). Thus, the test result determined at the tip can be transmitted and/or displayed to a person who actuates the switch 152 at the end of the train. In addition or as an alternative, it is also possible, if necessary using a separate train control line, to interrupt the power supply at the end of the train from the active driver's desk on the front of the train.

4 shows in an even more simplified form than in the in 1 shown embodiment an arrangement with a device 405, which can be activated in the configuration to prepare for the monitoring of the train integrity. The device 405 is electrically connected to one of two opposing contact points 407, 408 of an electrical connection, namely to the second contact point 408. The first contact point 407 is connected to a power supply 424.

In the exemplary embodiment, the electrical connection has two electrical switching elements 402, 403, which can in particular be memory relays and which, for example, have the function corresponding to the 1 have shown electrical switching elements 102, 103. Therefore, for example, the electrical switching element 402 is closed when an associated coupling connection to an adjacent rail vehicle is not established in the rail vehicle, namely when the automatic coupling is not connected to another coupling, ie no other vehicle is coupled. The electrical switching element 403 is closed when an assigned driver's cab is active in the rail vehicle. In another configuration, the electrical switching element 403 may not be present if the configuration does not depend on the active or passive state of the driver's cab.

Since the two electrical switching elements 402, 403 electrically connect the two opposing contact points 407, 408 to one another when they are both closed, the electrical connection is made in this case and the device 405 is supplied with electrical power from the power source 424. For example, device 405 is the main conductor detection device mentioned above, which measures, for example, the voltage present on the main conductor in order to monitor train integrity. Alternatively, the electrical connection between the two contact points 407, 408 could be part of the device 405. In this case, the device 405 can be, for example, the electrical connection between two main conductors or the electrical supply of a main conductor.

figure 5 shows schematically two rail vehicles 410, 411, which are coupled to each other via an automatic coupling 412. The mechanical part of the coupling is not shown, but the electrical part of the electrical connections made by the existing coupling connection is shown. At mid-level figure 5 two electrical connections are shown, one each between one of the main conductors 420, 422, which extend continuously through the two rail vehicles 410, 411 due to the electrical connection. In the upper part of the figure 5 an electrical connection between line sections of an electrical supply line 423 is shown. A line section of the supply line 423 is located in each of the two rail vehicles 410, 411. Also located in the left in figure 5 rail vehicle 410 shown has a voltage source 424.

Above the first main conductor 420 is in figure 5 a switching device 440 is shown at each end of each of the two rail vehicles 410, 411. In the switched-through, electrically connected state, the respective switching device 440 establishes the electrical connection between the first main conductor 420 and the electrical supply line 423 . As a result, the first main conductor 420 is connected to the voltage source 423 at the location of the switched-through switching device 440 via the electrical supply line. in the in figure 5 In the state shown, the switching device 440 shown furthest to the left is switched through. All other switching devices 440 are not switched through.

At the other end of the train formed by the two rail vehicles 410, 411, namely at the right in figure 5 illustrated end of the rail vehicle 411, the only electrical connection 450 between the first main conductor 420 and the second main conductor 422 is made. In this way, a main conductor chain from the contact point of the first main conductor 420 to the left in figure 5 Switching device 440 shown via the electrical connection 450 to the left in figure 5 illustrated end of the second main conductor 422 made. The electrical connection 450 is also realized by a (preferably storing) switching element 451, which is figure 5 is shown schematically as a rectangular block. Like the switching devices 440, which switch through the supply voltage 424 from line 423 to the main conductor 420 when the switching device is active, there is a switching element 451 on each rail vehicle near each automatic coupling, which is located between the first main conductor 420 and the second main conductor 422 closed switching element produces an electrical connection. However, these other switching elements 451 are in the in figure 5 state shown open.

Below the two main conductors 420, 422 is in figure 5 a second switching device 441 is shown at each end of each of the two rail vehicles 410, 411. Each of these switching devices 441 connects the second main conductor 422 to a signal line 425 in the switched-through state. A line section of the signal line 425 is located in each of the rail vehicles 410, 411. These two line sections are connected to one another by the coupling connection that has been produced. The signal line 425 is connected to a voltage and/or current measuring device, not shown. Optionally, such a measuring device can also be located in each of the rail vehicles 410, 411. In this case, the connection of the line sections of the signal line 425 to the coupling connection can also be omitted. Since the second switching devices 441 can already be regarded as part of the main conductor detection device, the main conductor detection device is connected to the signal line 425 at the respective point at which the second switching device 441 is switched through. As shown by hatching, the one on the left is in figure 5 illustrated end of the rail vehicle 410 arranged second switching device 441 is switched through as the only one of these second switching devices. The electrical voltage of the supply line 423 is therefore present at the same end of the train on the first main conductor 420 on which the main conductor detection device with the second Main conductor 422 is connected. Furthermore, even the switching device 441 could be omitted and the measuring device in each rail vehicle or at each end of a rail vehicle 410, 411 could be permanently connected to the main conductor 422 (in which case 441 can be interpreted as measuring device).

Not shown but present at each end of each of the rail vehicles is a detection device that detects the coupling status there and preferably also detects whether a driver's cab is active or passive at this end of the rail vehicle 410, 411. For example, in the illustrated embodiment, the driver's cab is on the left in figure 5 illustrated end of the rail vehicle 410 active. In contrast, all other driver's cabs at the other ends of the rail vehicles 410, 411 are passive.

According to a predetermined assignment, the first switching device 440 is switched through at that end of the respective rail vehicle 410, 411 at which the only active driver's cab of the train is located. Furthermore, the main conductor detection device is also connected to the other main conductor 422 at this end of the rail vehicle 410, 411, in that the corresponding second switching device 441 is switched through. Also, according to the predetermined assignment, at the opposite end of the train, in this case the right in figure 5 shown end of the rail vehicle 111, the electrical connection between the two main conductors 420, 422 via the switching element 451 automatically made. The predetermined assignment accordingly defines, for example, that there must be no active driver's cab at this end and there must be no coupling connection via an automatic coupling to another rail vehicle at this end. In contrast, the specified assignment for the further ends of rail vehicles of the train defines that if there is an automatically generated coupling connection at the end, no electrical connection between the two main conductors 420, 422 may be established and neither the first and second switching devices 440, 441 are switched through may.

Another embodiment is now based on 6 described. This embodiment differs from that in figure 5 shown in that only one main line 420 is present. This main line 420 is thus a main line used independently for monitoring the train integrity. she will in not electrically connected to a further main line extending through the train in any operating condition.

All reference characters in the figures 5 and 6 match, have the same meaning and are not explained in more detail below.

However, since there is only one main line 420, both the first and second switching devices 440, 441 are connected to the same main line 420.

The configuration of the train integrity monitoring arrangement according to the predetermined mapping is therefore different from that in the case of figure 5 . The predetermined assignment defined in the embodiment of 6 that at the end of the train with the active driver's cab (for example, again the end of the rail vehicle 410 shown on the left in the figure), the second switching device 441 is switched through, which connects the main line 420 to the signal line 425. In contrast to figure 5 is, however, according to the given assignment in the case of 6 defines that at the end of the train opposite the active driver's cab, the first switching device 440 there is to be activated. In this way, the electrical voltage is applied to the main line there. As a result, the entire main line 420, which extends throughout the train, contributes to the monitoring of train integrity.

Although not preferred, one could deviate from the procedures outlined above, both in the case of figure 5 in the presence of two main lines as well as in the case of 6 in the presence of a single main line. In any case, in the rail vehicles at the ends of the train (in the simplified exemplary embodiments of the figure 5 and 6 if only such rail vehicles are present), the connection to the supply line 423 and also the connection to the signal line 425 can be made at any point in the rail vehicle, since monitoring the unintentional break-off of two rail vehicles of the train that are coupled to one another is only dependent on the electrical connection of the main line or the electrical connections of the main lines arrive at the coupling connections.

In the figure 5 and 6 The described assignment of the power supply and evaluation unit to the end of the rail vehicle with the active driver's cab is to be understood as an example and not mandatory, the arrangement can also be reversed, ie the connection between main conductors 420 and 422 in figure 5 can also be switched at the end of the rail vehicle with the active driver's cab (left in figure 5 ) and the power supply on the side (right) without an active driver's cab. The same applies to 6 , in which the feed of the main conductor 420 and the locality of the evaluation device can be configured to be reversed at the two ends of the vehicle.

Claims (14)

Method for monitoring the train integrity of a train (1) with a plurality of rail vehicles (81-92) coupled to one another, the rail vehicles (81-92) each comprising an electrical arrangement (2) with at least one main conductor (20, 22), and the main conductor (20, 22) rail vehicles (81-92) coupled to one another are electrically conductively connected to one another,
the procedure includes: - Connecting, in at least one first rail vehicle (81), a local main conductor (20, 22) with a first voltage level; and - Determining a train integrity state of the train (1) as a function of an electrical variable of at least one main conductor (20, 22) in another of the rail vehicles (81-92). Method according to claim 1,
characterized in that the electrical arrangements (2) of the rail vehicles (81-92) each comprise a feeding main conductor (20) and a returning main conductor (22), and the respective feeding main conductor (20) and the respective returning main conductor (22) together coupled rail vehicles (81-92) are electrically connected to each other,
the procedure includes: - Providing a monitoring circuit by connecting, in the first rail vehicle (81), the returning main conductor (22) there to a second voltage level, and by connecting, in a second rail vehicle (92), the feeding main conductor (20) there to the returning one there main conductor (22); and - Determining a train integrity state of the train (1) depending on an electrical variable of the monitoring circuit (4). Method according to claim 2,
characterized in that the first rail vehicle (81) forms a head of the train and the second rail vehicle (92) forms a tail of the train. Method according to claim 2 or 3,
characterized in that an electrical variable of the returning main conductor (22) of the first rail vehicle (81) is detected as the electrical variable. Method according to one of claims 2 to 4,
characterized by at least one further rail vehicle (82, 91) which is positioned between the first and the second rail vehicle (81, 92), wherein in the further rail vehicle (82, 91) there is no electrical connection of the main conductor (20) feeding there and of the local returning main conductor (22) is produced. Method according to one of claims 2 to 5,
characterized by automatically establishing the electrical connection in the second rail vehicle (92) if the second rail vehicle (92) is not coupled to a further rail vehicle (81-91) via a defined coupling device (12); and or
characterized by automatic cancellation of the electrical connection in the second rail vehicle (92) when the second rail vehicle (92) is coupled to a further rail vehicle (81-91) via a defined coupling device (12). Method according to one of claims 2 to 6,
characterized by : determining a targeted decoupling of at least two rail vehicles (81-92) and in response thereto establishing the electrical connection in at least one of these rail vehicles (81-92) from the feeding main conductor (20) there and the returning main conductor (22) there . Method according to one of claims 2 to 7,
characterized by : - Interrupting the power supply and detecting at least one electrical variable of the monitoring circuit (4); - Determining the functionality of the monitoring circuit (4) based on this size. Method according to one of the preceding claims,
characterized by : - Monitoring the train integrity by means of at least one further system (300) and determining the train integrity on the basis of both the further system (300) and on the basis of monitoring results obtained using the electrical variable. System (3) for monitoring train integrity for a train (1) with a plurality of rail vehicles (81-92) coupled or capable of being coupled together, the system (3) comprising: - A first electrical arrangement (2) which can be arranged or is arranged in a first rail vehicle (81); - A second electrical arrangement (2) which can be arranged or is arranged in a second rail vehicle (92); the first and second electrical assemblies (2) each comprising at least one main conductor (20, 22);
wherein at least the first electrical arrangement (2) can be connected to a voltage supply (24) and can be connected to a main conductor (20, 22) of the second arrangement (2);
wherein the system (3) is set up to determine a train integrity state of the train (1) as a function of an electrical variable of at least one main conductor (20, 22). System (3) according to claim 10 wherein the first and second electrical assemblies (2) each comprise a main feeding conductor (20) and a main returning conductor (22), and the respective main feeding conductors (20) and the respective main returning conductors (22) of the assemblies (2) are connected to one another or are connectable; wherein a monitoring circuit (4) can be produced by electrically conductive connection within the second arrangement (2), the feeding main conductor (20) located there and the returning main conductor (22) located there; wherein the system (3) is set up to determine a train integrity state of the train (1) as a function of an electrical variable of the monitoring circuit (4). Train (1) with a plurality of rail vehicles (81-92) coupled to one another, the train (1) having a system (3) according to claim 10 or 11. Method for configuring an arrangement for monitoring a train integrity of a train (1) with a plurality of rail vehicles (81-92) coupled to one another, wherein the rail vehicles (81-92) can each be coupled to one another and/or uncoupled via automatic couplings, the rail vehicles each having one electrical arrangement (2) with at least one main conductor (20, 22), and the main conductors (20, 22) of rail vehicles (81-92) coupled to one another are electrically conductively connected to one another,
wherein after an actuation of at least one of the automatic couplings for establishing or releasing a connection between two rail vehicles, a rail vehicle status of the rail vehicle is automatically determined by a respective determination device in each of the two rail vehicles and corresponding status information is obtained, the rail vehicle state is determined by - a clutch state caused by the actuation of at least one of the automatic clutches, wherein according to a predetermined assignment for each rail vehicle of the train between - the condition of the rail vehicle and - the activation or non-activation of an electrical supply to the main conductor or one of the main conductors and/or the activation or non-activation of a main conductor detection device for detecting an electrical state of the main conductor or one of the main conductors and/or the activation and/or non-activation of an electrical connection between two main conductors, taking into account the status information according to the predetermined assignment, the electrical supply of the main conductor or one of the main conductors in the respective rail vehicle is activated or not activated and/or
the main conductor detection device is activated or not activated and/or the electrical connection between the two main conductors in the respective rail vehicle is activated or not activated. Method according to Claim 13, in which the information about the clutch status is stored by setting a status of a first storage device in the respective rail vehicle.

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