EP4342766A1 - Communication between carriages in a railway vehicle - Google Patents

Abstract

A rail vehicle (100) is described which has:i) a first carriage (110) which has a first communication device (112); andii) a second carriage (120) which has a second communication device (122). The first carriage (110) is coupled to the second carriage (120) in such a way that the first communication device (112) is at least connected to the second communication device (122). are temporarily connected to one another via a physical contact (130).The first communication device (112) and the second communication device (122) are further set up to operate data exchange via the physical contact (130) using such low energy that a transmission function from the physical Contact (130) to another unit is impossible.

Description

Technical area

The invention relates to a rail vehicle with at least two cars, which can communicate with each other via respective communication devices. Furthermore, a rail vehicle arrangement is described, which has the rail vehicle and another unit. The invention further relates to a method for communicating between a first communication device of a first car and a second communication device of a second car of a rail vehicle.

The invention can therefore relate to the technical field of rail vehicles, particularly with regard to (wireless) communication.

Technical background

Rail vehicles, especially trains, usually have a plurality of cars which can be coupled to one another in various ways. Such a coupling includes a mechanical carriage coupling and in most cases also an electrical coupling, in particular via a power cable. Nowadays, however, mechanical and electrical connections are often no longer sufficient, as a communicative coupling for data transmission can also be desired or necessary.

There are now a large number of signals that (have to) be exchanged between the cars of a train.

These include, for example, in-vehicle networks, in particular MVB (Multi-Vehicle Bus) and WTB (Wire Train Bus), Ethernet connections, or communication-based train control, e.g. TrainguardMT.

However, when two cars are communicatively coupled, the problem often arises that there are not enough contacts/connections or the right contacts are available and a technical solution then has to be searched for with great effort. In addition, the technical implementation of communication connections that are exchanged between cars can be technically complex, time-consuming and cost-intensive. This problem can occur particularly with refurbished track-bound vehicles.

Figure 2 shows a conventional example of a communicative coupling between two cars 210, 220 of a train 200. The first car 210 has a first communication device 212, while the second car 220 has a second communication device 222. In this exemplary example, a TrainguardMT communication-based train control is used, shown schematically here as OCN (OnBoard Communication Network) A and OCN B.

Wireless communication (e.g. via WLAN) between the cars is not carried out here, because the risk that another unit, for example another car from another train on a neighboring track, will be included in the communication is too great. For this reason, a power line 250 is used for data transmission, which is actually set up to transmit higher currents (in this example, 110 volts are present on the power line). This means that there is a coupling via a hardware wire interface used with the help of PLC (Power Line Communication) technology.

However, using a power line to transmit data can be unsafe, inflexible and cost-intensive.

Summary of the invention

There may be a need to communicatively couple two cars of a rail vehicle in an efficient and safe manner.

A rail vehicle, a rail vehicle assembly, a method, and using are described below.

1. i) einen ersten Wagen (z.B. Fahrzeugteil), welcher eine erste Kommunikationsvorrichtung (z.B. einen WLAN Router) aufweist; und
2. ii) einen zweiten Wagen, welcher eine zweite Kommunikationsvorrichtung aufweist.

According to a first aspect of the invention, a rail vehicle (in particular a train) is described which has:

1. i) a first car (e.g. vehicle part) which has a first communication device (e.g. a WLAN router); and
2. ii) a second car which has a second communication device.

The first carriage is coupled to the second carriage (in particular adjacent, in particular mechanically coupled) in such a way that the first communication device communicates with the second communication device (at least temporarily) via a physical (in particular electrically conductive) contact (for example wired or through contacting metal surfaces). are connected.

The first communication device and the second communication device are further set up to operate an (initializing) signal exchange (in particular data exchange) via the physical contact using such low energy that a transmission function from the physical Contact with another unit (eg another communication device of another rail vehicle) is impossible.

1. i) ein Schienenfahrzeug wie oben beschrieben; und
2. ii) die weitere Einheit, welche einen weiteren Wagen aufweist, welcher an das Schienenfahrzeug gekoppelt ist oder sich in der Umgebung des Schienenfahrzeugs befindet, und welcher eine weitere Kommunikationsvorrichtung aufweist, welche nicht über einen physikalischen Kontakt mit der ersten Kommunikationsvorrichtung und der zweiten Kommunikationsvorrichtung gekoppelt ist.

According to a second aspect of the invention, a rail vehicle arrangement is described, comprising:

1. i) a rail vehicle as described above; and
2. ii) the further unit, which has a further carriage which is coupled to the rail vehicle or is located in the vicinity of the rail vehicle, and which has a further communication device which is not coupled to the first communication device and the second communication device via physical contact .

The data exchange via the physical contact is operated with such low energy that a transmission function (or wireless communication) from the physical contact to the further communication device is impossible.

According to a third aspect of the invention, a method is described for communicating between a first communication device of a first car and a second communication device of a second car of a rail vehicle, the method comprising: operating a signal/data exchange between the first communication device and the second communication device via the physical Contact using such low energy that a transmission function from the physical contact to another unit is impossible.

According to a fourth aspect of the invention, using physical contact between communication devices of two coupled cars of a rail vehicle is described, to initiate further communication using a low energy signal.

In the context of the present document, the term “communication device” can in particular refer to any device or unit that is set up to send and/or receive signals or data. Communication can be wired or wireless. The communication device is preferably configured for both operating modes. For wireless operation, the communication device can have one or more antennas. Regarding wired operation, the communication device may have one or more ports (e.g., Ethernet, power cable, USB, etc.). In one example, the communication device may be provided as a radio transmitter/receiver. In a further example, the communication device can be designed as a router, in particular a WLAN router.

In the context of the present document, the term "physical contact" can refer in particular to the fact that the communication devices are (temporarily) physically, i.e. physically, connected to one another. In a simple example, this can be achieved using a wire or cable. In another example, surfaces (e.g., the mechanical carriage coupling) of adjacent carriages may be brought into physical contact with one another. In another example, the physical contact is built into an existing connection, such as a power line. In a preferred example, the physical contact can be electrically conductive, in particular made of metal.

In the context of this document, the term "low energy" may specifically refer to using a low energy or extremely low amount of energy which is significantly lower than high energy. Low energy and high energy ranges depend on the particular system used. For this reason, the term "low energy signal transmission" can be understood to mean that the energy of the signal transmission is chosen to be so low that it is not sufficient to enable wireless communication with another (not physically coupled) unit (outside the rail vehicle, especially outside of the two cars).

• Hochenergie (high power) mit einer Empfangsleistung von - 100 dBm (Dezibel Milliwatt) oder mehr (insbesondere -90 dBm oder mehr, weiter insbesondere -80 dBm oder mehr).
• Niedrigenergie (low power) mit einer Empfangsleistung im Bereich -110 dBm bis -80 dBm.
• Extrem niedrige Energie (extrem low power) mit einer Empfangsleistung von -90 dBm oder weniger (insbesondere -100 dBm oder weniger, weiter insbesondere -110 dBM oder weniger).

In an exemplary embodiment, energy ranges can be defined, for example, as follows:

• High energy (high power) with a reception power of -100 dBm (decibel milliwatt) or more (in particular -90 dBm or more, further in particular -80 dBm or more).
• Low energy (low power) with a reception power in the range -110 dBm to -80 dBm.
• Extremely low power with a reception power of -90 dBm or less (in particular -100 dBm or less, further in particular -110 dBM or less).

In the context of this document, the term "additional unit" can refer in particular to a unit (e.g. another wagon, another train) which is not part of the "rail vehicle" unit. While the rail vehicle does not have the additional unit in one example, the rail vehicle and the additional unit can be part of a rail vehicle arrangement. In such an arrangement, the rail vehicle and other unit can be arranged within a certain spatial proximity to one another. In this context, the term “spatial proximity” can refer in particular to the fact that wireless communication between the rail vehicle and another unit is in principle possible, especially at high energy levels Data transfer. However, a certain amount of energy is necessary for such data transmission (in particular to a communication device of the further unit), so that the low energy described is not sufficient for signal transmission in one example. In one example, the additional unit is not physically coupled to the rail vehicle. In a further example, the further unit is not physically coupled to the carriages described.

According to an exemplary embodiment, the invention can be based on the idea that two cars of a rail vehicle can be communicatively coupled in a safe and reliable manner if a signal transmission takes place via physical contact between the communication devices of the cars using such low energy that a transmission function becomes one further unity is made impossible.

Conventionally, wagons are wired for communicative coupling because safety plays a particularly important role in rail vehicles and wireless transmissions can be more error-prone, especially if they establish unwanted communication with other units. However, wiring can be technically challenging, for example in renovated cars that simply lack the necessary connections. As in Figure 2 As shown, data transmission can, if necessary, be implemented via a power line, but this is inflexible and can consume a lot of energy unnecessarily.

It has now been recognized that surprisingly efficient and secure communication can be established if a first short signal transmission (or initialization) is wired takes place while further data transmission takes place wirelessly. The energy for the first short signal transmission is set so low that no typical amount of data can be transmitted and no transmission function can be maintained. Accordingly, no wireless signal is generated in this way that could establish communication with another unit.

The communication function described can be easily integrated into existing systems. Use in renovated cars can be particularly effective, but new cars can also benefit from the combination of energy efficiency and communication security.

Exemplary embodiments

According to one exemplary embodiment, the signal/data exchange via the physical contact has an initialization. In particular, data exchange via physical contact consists of initialization. This can have the advantage of creating an efficient, secure and cost-effective way to start exchanging data, with the actual data transmission then being carried out via another channel.

The low power transmitted over the physical contact may be designed to be insufficient to provide efficient data transmission between the communication devices. However, this is not intended, because in this exemplary embodiment the data exchange via the physical contact is only intended as an initialization; the actual data exchange between the communication devices then takes place via another channel, for example wireless/WLAN.

According to a further exemplary embodiment, the first communication device and the second communication device are set up to switch to wireless communication, in particular via a wireless local area network (WLAN), after initialization. This has the advantage of providing robust data transmission that has been initialized in a secure manner.

The start of the data transmission is preferably established via physical contact, with the following communication preferably taking place wirelessly. However, a high-energy data transmission that could be carried out over an entire train is not intended in one example. Instead, in this example, the transmission energy may be sufficient to communicatively couple the communication devices of two adjacent cars. This can be done, for example, in the low-energy sector and save costs with comparable reliability.

According to a further exemplary embodiment, the first communication device and the second communication device are set up to continue wired communication via the physical contact after initialization. This makes it possible to implement particularly cost-effective data transmission in the low-energy range. This can be an efficient operating function, especially for small amounts of data.

According to a further exemplary embodiment, the first communication device has a first antenna and/or the second communication device has a second antenna. The communication devices can be set up to communicate wirelessly via the antennas. This can have the advantage that efficient data transmission can be implemented securely without additional effort. In particular, wireless communication can make it possible to dispense with (special) contacts/connections for coupling communication devices.

According to a further exemplary embodiment, the rail vehicle is further set up to reduce, in particular to switch off, wireless transmission of high-energy signals between the communication devices at least during data exchange. This can have the advantage of saving energy costs.

In one example, it has been found that low-energy signals can also be sufficient, especially if the communication takes place between neighboring (coupled) cars and not across a plurality of cars.

According to a further exemplary embodiment, the physical contact has a wire connection. The physical contact is preferably designed to be electrically conductive. In order to increase reliability, the electrically conductive connection (directly) from one communication device to another can be implemented as a wire or cable. In one example, an independent wire connection is provided for this purpose. In a further example, the wire connection can be provided in a further electrically conductive connection. For example, a power line can also be used as a physical contact.

According to a further exemplary embodiment, the physical contact has contact between at least two, in particular electrically conductive, surfaces. Additionally or alternatively In addition to the wire connection, a surface of the first carriage can also come into contact with a surface of the second carriage (temporary physical contact). Metal surfaces can be preferred here, especially those that are already installed on the car, such as the mechanical car coupling.

According to a further exemplary embodiment, the rail vehicle further has: a signal damper, which is set up to dampen the signal energy of the data exchange via the physical contact (to prevent a signal from a train on the adjacent track from leading to the establishment of communication). In order to ensure that the energy of the signal transmission via the physical contact is so low that no radio connection can be established to another unit, one or more signal attenuators can be used. For example, these can be arranged in the wire connection of the physical contact. This measure can be used to ensure that the transmission energy is set in the low energy range described.

According to a further exemplary embodiment, the low energy signal is an extremely low power, ELP (extreme low power) signal. This measure can save a particularly large amount of energy, while security (not setting up an unwanted communication connection) can be further increased.

According to a further exemplary embodiment, the data exchange comprises at least one of the following: exchanging an identification between the communication devices, encrypting, encoding, verifying a coupling between the communication devices, detecting a communication device.

This can have the advantage that the data transmission is particularly secure and reliable. In the area of rail vehicles, the issue of safety can play a major role, as the consequences of an accident can be particularly serious. For this reason, the safety requirements for rail vehicles can be significantly higher than in other technical areas.

According to a further exemplary embodiment, at least one of the cars has at least one renovation process. According to a further exemplary embodiment, the method is used during or after the renovation of at least one of the cars.

As already mentioned at the beginning, there can be difficulties with the communicative wagon coupling, especially with renovated/renovated wagons, because the required contacts, e.g. Ethernet connection, are often missing. In one example, however, a rail vehicle can now be provided which has at least one renovated car, which can be reliably and safely integrated into communication with a neighboring car without any significant additional effort.

According to a further exemplary embodiment, the method further comprises: carrying out a compensation action, in particular emergency braking, in response to the fact that the signal/data exchange does not meet an operationally relevant criterion.

In this context, the term “operationally relevant criterion” can refer to a criterion that is important for you Safe operation of the rail vehicle is necessary. For example, it can be an operationally relevant criterion that stable communication is established between the two cars. In another example, it may be an operationally relevant criterion that secure data transmission takes place, in particular at a minimum speed. In the event that such a criterion is not met, for example if communication cannot be set up, it may be necessary to initiate the compensation action for safety reasons.

Such a compensatory action can be a reaction to guarantee the safety of the rail vehicle, for example the dizziness is reduced, an emergency call is made, or an emergency brake is activated.

In an exemplary embodiment, a solution is proposed where the initialization for signal transmission between different track-bound vehicle parts via a wire connection (or a
wire-like connection) between two WLAN routers or similar and subsequently takes place via a wireless connection, e.g. WLAN connection 2.4 GHz.

1. 1. Realisierbarkeit der Datenübertragung für "refurbishment" spurgebundene Fahrzeuge mit einer Kuppelfunktion durch eine Datenübertragung mittels Drahtverbindung zwischen WLAN-Routern oder Vergleichbarem.
2. 2. Möglichkeit der Nutzung der existierenden Hardware (HW) seitens des Schienenfahrzeugs oder eine minimale Anpassung, somit keine umfangreiche HW Anpassung an bereits vorhandenen Elementen.
3. 3. Datensicherheit gegenüber einer Funkübertragung von einem Fahrzeugteil zu anderem Fahrzeugteil.
4. 4. Flexibilität durch eine mögliche Erweiterung der Lösung.
5. 5. Hohe Robustheit gegenüber EMV (elektromagnetische Verträglichkeit) Einwirkung.

In an exemplary embodiment, the rail vehicle described or the method described can have the following advantages:

1. 1. Feasibility of data transmission for "refurbishment" track-bound vehicles with a coupling function through data transmission using a wire connection between WLAN routers or similar.
2. 2. Possibility of using the existing hardware (HW) on the rail vehicle side or minimal adjustment, therefore no extensive HW adjustments to existing elements.
3. 3. Data security compared to radio transmission from one part of the vehicle to another part of the vehicle.
4. 4. Flexibility through possible expansion of the solution.
5. 5. High robustness against EMC (electromagnetic compatibility) influences.

It should be noted that embodiments of the invention have been described with reference to various subject matter. In particular, some embodiments have been described with reference to method claims, while other embodiments have been described with reference to device claims. However, a person skilled in the art will understand from the foregoing and the following description that, unless otherwise stated, in addition to any combination of features belonging to one type of object, also any combination of features relating to different objects than from this Document disclosed applies. This is particularly true between features of the method claims and features of the device claims.

The aspects defined above and other aspects of the present invention emerge from the examples of the embodiments to be described below and will be explained with reference to the examples of the embodiments. The invention is described in more detail below with reference to embodiments to which the invention is, however, not limited.

Brief description of the drawings

• Figure 1 shows a rail vehicle with two communicatively coupled cars according to an exemplary embodiment of the invention.
• Figure 2 shows a conventional example of a train with two cars communicatively coupled via a power line.

Detailed description of the drawings

The representation in the drawings are schematic. It should be noted that in different figures, similar or identical elements or features are provided with the same reference numerals or with reference numerals that differ from the corresponding reference numerals only within the first digit. In order to avoid unnecessary repetition, elements or features that have already been explained in relation to a previously described embodiment will not be explained again at a later point in the description.

In addition, spatially relative terms such as "front" and "back", "top" and "bottom", "left" and "right", etc. are used to describe the relationship of one element to another element, as in the figures shown. Thus, the spatially relative terms can apply to orientations used that differ from the orientation shown in the figures. Obviously, these spatially relative terms refer only to simplification of the description and the orientation shown in the figures and are not necessarily limiting, since a device according to an embodiment of the invention may assume orientations other than those shown in the figures, particularly when in use .

Figure 1 shows a rail vehicle 100 with two communicatively coupled cars 110, 120 according to an exemplary embodiment of the invention. The first carriage 110 has a first communication device 112, which is designed as a WLAN router and has antennas 113 for data transmission. In the same way, a second communication device 122 is designed with second antennas 123 of the second carriage 120.

The first carriage 110 is coupled to the second carriage 120 such that the first communication device 112 is connected to the second communication device 122 via a physical contact 130. In this example, the physical contact 130 is implemented via a wire or a cable, which directly connects the first communication device 112 and the second communication device 122 to one another in an electrically conductive manner. Signal attenuators 135 are provided in this wire connection 130, which attenuate the transmitted signal in such a way that the low energy described above is present.

An (optional) power line 150 also connects the two communication devices 112, 122 to one another. In the example shown, the physical contact 130 for data transmission is designed separately from the power line 150, but in another example both can also be provided as one line.

The first communication device 112 and the second communication device 122 are set up to operate a signal/data exchange or data transmission via the physical contact 130 using such low energy that a transmission function from the physical contact 130 to another unit (another communication device another car/train, not shown). Due to the particularly low energy, with which no radio connection is possible, communication between the communication devices 112, 122 is nevertheless started or initialized.

This initialization makes it possible to set up further data transmission, which is then implemented wirelessly 140, for example as a 2.4 GHz WLAN connection. For this purpose, the WLAN routers 112, 122 can go into normal operation and carry out further data transmission 140 via radio. Wireless communication can take place in a low range (e.g. around 1 mW) and does not require a high power range (e.g. 100 mW).

1. 1. Detektieren von Kommunikationsvorrichtungen 112, 122 an beiden Wagen 110, 120, dass Kopplungsmanöver erfolgt. Dies wird im Beispiel über die Stromleitung 150 realisiert.
2. 2. Abschalten von drahtloser Hochenergie (high power) Kommunikation 160, welche über die Radioantennen 113, 123 der Wagen 110, 120 stattfinden kann.
3. 3. Initialisieren der Kommunikation/Datenübertragung durch ein Signal mit einer niedrigen Sendeleistung 130, so genannter extremly low power (ELP), zwischen den Wagen 110, 120. Durch die niedrige Energie wird ausgeschlossen, dass nicht gekuppelte/benachbarte Fahrzeuge in die Kommunikation aufgenommen werden.

The sequence of coupling maneuvers and connection establishment can be implemented in the example shown as follows (see numbering of the steps in Figure 1 ):

1. 1. Detecting communication devices 112, 122 on both cars 110, 120 that coupling maneuvers are taking place. In the example, this is implemented via the power line 150.
2. 2. Switching off wireless high power communication 160, which can take place via the radio antennas 113, 123 of the cars 110, 120.
3. 3. Initializing the communication/data transmission by a signal with a low transmission power 130, so-called extremely low power (ELP), between the cars 110, 120. The low energy prevents uncoupled/adjacent vehicles from being included in the communication .

For the ELP connection, a wire connection can be used for the short distance over the coupling, which would otherwise not be suitable due to the high attenuation, for example for a 2.4GHz signal. Alternatively, the short distance can also be achieved using other methods (e.g. transmission to surfaces). During the initialization, the IDs of communication devices 112, 122 are exchanged (e.g. MAC addresses, etc.) to ensure that the correct participants are connected.
4. Based on the exchanged unique IDs, communication between the two coupled cars 110, 120 can take place via the provided radio antennas 113, 123 with a low energy output (low power).

It should be noted that the term "comprising" does not exclude other elements or steps, and the use of the article "a" does not exclude a variety. Elements described in connection with various embodiments can also be combined. It should also be noted that reference characters in the claims should not be construed as limiting the scope of the claims.

Reference symbols

100

Rail vehicle

110

First car

112

First communication device

113

First antenna

120

Second car

122

Second communication device

123

Second antenna

130

Physical contact

135

Signal dampener

140

Wireless communication, low energy

150

power line

160

Wireless communication, high energy

170

Communication-based train control

Conventional rail vehicle

200

Train

210

First car

212

First communication device

220

Second car

222

Second communication device

250

power line

Claims (15)

A rail vehicle (100) comprising: a first carriage (110) having a first communication device (112); and a second carriage (120) having a second communication device (122); wherein the first carriage (110) is coupled to the second carriage (120) such that the first communication device (112) is connected to the second communication device (122) at least temporarily via a physical contact (130); and wherein the first communication device (112) and the second communication device (122) are set up to operate a signal exchange, in particular data exchange, via the physical contact (130) using such low energy that a transmission function from the physical contact (130) to another unit is made impossible. The rail vehicle (100) according to claim 1,
wherein the signal exchange via the physical contact (130) has an initialization, in particular consists of an initialization. The rail vehicle (100) according to claim 2,
wherein the first communication device (112) and the second communication device (122) are set up to switch to wireless communication, in particular via a wireless local network, further in particular WLAN, after initialization. The rail vehicle (100) according to any one of the preceding claims, wherein the first communication device (112) has a first antenna (113), wherein the second communication device (122) has a second antenna (123), and wherein the communication devices (112, 122) are set up to communicate wirelessly via the antennas (113, 123). The rail vehicle (100) according to any one of the preceding claims,
further set up to reduce, in particular to switch off, wireless transmission of high-energy signals (160) between the communication devices (112, 122) at least during data exchange. The rail vehicle (100) according to any one of the preceding claims, wherein the physical contact (130) has a wired connection and/or wherein the physical contact (130) has contact between two, in particular electrically conductive, surfaces. The rail vehicle (100) according to any one of the preceding claims, further comprising:
a signal damper (135), which is set up to dampen the energy of the signal exchange via the physical contact (130). The rail vehicle (100) according to any one of the preceding claims,
where the low energy signal is an extremely low energy, ELP, signal. The rail vehicle (100) according to any one of the preceding claims,
wherein the data exchange comprises at least one of the following: exchanging an identification between the communication devices (112, 122), encrypting, encoding, verifying a coupling between the communication devices (112, 122), detecting a communication device (112, 122). The rail vehicle (100) according to any one of the preceding claims,
wherein at least one of the cars (110, 120) has at least one renovation process. A rail vehicle arrangement, comprising: a rail vehicle (100) according to any one of the preceding claims; the further unit, which has a further carriage which is coupled to the rail vehicle or is located in the vicinity of the rail vehicle, and which has a further communication device which does not have physical contact with the first communication device (110) and the second communication device ( 120) is coupled; wherein the signal exchange via the physical contact (130) is operated with such low energy that a transmission function from the physical contact (130) to the further communication device is impossible. A method for communicating between a first communication device (112) of a first car (110) and a second communication device (122) of a second car (120) of a rail vehicle (100), the method comprising:
Operating a signal exchange between the first communication device (112) and the second communication device via the physical contact (130) using such low energy that a transmission function from the physical contact (130) to another unit is impossible. The method of claim 12, further comprising:
Carrying out a compensation action, in particular emergency braking, in response to the signal exchange not meeting an operationally relevant criterion. The method according to claim 12 or 13, wherein the method is used during or after the renovation of at least one of the cars (110, 120). Using a physical contact (130) between communication devices (112, 122) of two coupled cars (110, 120) of a rail vehicle (100) to initiate communication using a low-energy signal.

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