RAIL VEHICLE

Abstract

A rail vehicle includes a vehicle unit having operating device subsystems and a guide system including a first guide system level in which operating device subsystems are networked with one another by using a digital data bus structure, and at least one second guide system level having at least one line set associated with the analog handling of processes in the operating device subsystems. In order to provide a generic rail vehicle in which a high level of safety can be achieved with little outlay on wiring, the vehicle unit includes a guide system interface device having a first interface unit associated with the data bus structure, at least one second interface unit associated with the line set, and a control unit which, in at least one operating mode, is provided for handling the processes through the second interface unit.

Claims

1-15. (canceled)

16. A rail vehicle, comprising: a vehicle unit having operating device subsystems; and a guide system including a first guide system level in which said operating device subsystems are networked with one another by a digital data bus structure, and at least one second guide system level having at least one line set associated with an analog handling of processes in said operating device subsystems; said vehicle unit having a guide system interface device with a first interface unit associated with said data bus structure, at least one second interface unit associated with said line set, and a control unit having at least one operating mode provided for handling the processes by way of said second interface unit.

17. The rail vehicle according to claim 16, wherein said control unit and said line set form at least one at least partially logical safety loop.

18. The rail vehicle according to claim 17, wherein said at least one at least partially logical safety loop formed by said control unit and said line set is at least one of a door control loop, a door locking loop, an emergency brake loop, a brake command loop, a direction-of-travel determination loop or a coupling loop.

19. The rail vehicle according to claim 16, wherein said guide system interface device has at least one third interface unit to be connected to at least two train buses.

20. The rail vehicle according to claim 19, wherein said guide system interface device has at least one internal data bus to which said control unit and said interface units are connected.

21. A rail vehicle, comprising: a consist of vehicle units, each of said vehicle units having operating device subsystems; and a guide system including a first guide system level in which said operating device subsystems are networked with one another by a digital data bus structure, at least one second guide system level with at least one line set associated with an analog handling of processes in said operating device subsystems, and a third guide system level with at least two train buses connecting said vehicle units to one another; said guide system including a set of guide system interface devices each being disposed in a different one of said vehicle units and having a first interface unit associated with said data bus structure, a second interface unit associated with said line set, at least one third interface unit for said train buses, and a control unit having at least one operating mode for handling said processes by way of said second interface unit.

22. The rail vehicle according to claim 21, wherein said control unit and said line set form at least one at least partially logical safety loop.

23. The rail vehicle according to claim 22, wherein said at least one at least partially logical safety loop formed by said control unit and said line set is at least one of a door control loop, a door locking loop, an emergency brake loop, a brake command loop, a direction-of-travel determination loop or a coupling loop.

24. The rail vehicle according to claim 21, wherein each of said guide system interface devices has at least one internal data bus to which said control unit and said interface units are connected.

25. The rail vehicle according to claim 19, wherein at least one of said train buses is an Ethernet train bus.

26. The rail vehicle according to claim 21, wherein at least one of said train buses is an Ethernet train bus.

27. The rail vehicle according to claim 19, which further comprises an electrical power supply system having lines, one of said train buses being formed by said lines of said power supply system.

28. The rail vehicle according to claim 21, which further comprises an electrical power supply system having lines, one of said train buses being formed by said lines of said power supply system.

29. The rail vehicle according to claim 19, wherein said third guide system level has at least three train buses, each of said at least three train buses connects said vehicle units to one another, and said third interface unit is provided to be connected to said at least three train buses.

30. The rail vehicle according to claim 21, which further comprises a third guide system level having at least three train buses, each of said at least three train buses connecting said vehicle units to one another, and said third interface unit being configured to be connected to said at least three train buses.

31. The rail vehicle according to claim 27, wherein said control units in said guide system interface devices have an operating mode for determining and performing a distribution of data traffic to said train buses.

32. The rail vehicle according to claim 19, wherein said train buses (40, 42) are each associated with a different safety level.

33. The rail vehicle according to claim 21, wherein said train buses (40, 42) are each associated with a different safety level.

34. The rail vehicle according to claim 32, wherein one of said train buses is a convenience bus configured at least for transmitting information for passengers.

35. The rail vehicle according to claim 33, wherein one of said train buses is a convenience bus configured at least for transmitting information for passengers.

Description

[0032] An exemplary embodiment of the invention is explained with reference to the drawings, in which:

[0033] FIG. 1: shows a rail vehicle with operating means in a schematic side view,

[0034] FIG. 2: shows the rail vehicle from FIG. 1 with a guide system comprising three train buses and guide system interface devices in each car,

[0035] FIG. 3: shows one of the guide system interface devices from FIG. 2 in a detail view,

[0036] FIG. 4: shows a control unit of the guide system interface device from FIG. 3,

[0037] FIG. 5: shows a meshed network formed by the train buses and the guide system interface devices, and

[0038] FIG. 6: shows the lead car of the rail vehicle from FIG. 1.

[0039] FIG. 1 shows a rail vehicle 10 in a schematic side view. The rail vehicle 10 is embodied as a consist composed of a plurality of vehicle units 12.1, 12.2, etc., each embodied as a car for transporting passengers, which are mechanically coupled to one another and form a multiple unit trainset. For that purpose, at least one of the vehicle units of the consist is provided with a drive unit 14 for driving at least one driving axle 16 (see FIG. 2). In a further embodiment it is conceivable that the rail vehicle 10 is embodied as a single rail car. The rail vehicle 10 may additionally have a consist of driveless railway passenger cars which is coupled to at least one is traction vehicle, e.g. a locomotive.

[0040] It is common knowledge that the rail vehicle 10 has a number of operating means which enable an operation of the is rail vehicle 10. These may be embodied in particular as a control unit, sensor unit and/or actuator unit. The operating means which are installed in the rail vehicle 10, and which are therefore permanently tied to the vehicle structure, are networked with one another for communication and control purposes by means of a guide system 18 which is shown in more detail in FIGS. 2 to 6.

[0041] The operating means 20 shown by way of example in FIG. 1 are embodied as operating means 20.2 of a braking device 19, operating means 20.3 of a door device, operating means 20.5 of an air conditioning unit, operating means 20.6 of a passenger information system, operating means 20.7, 20.8 and 20.9 of a human-machine interface for the traction vehicle driver, operating means 20.11 of an emergency braking device, and operating means 20.13 of a train control system.

[0042] It is known that the rail vehicle 10 has an electrical system 22 which comprises a set of electrical lines to which the operating means 20 are connected. The electrical system 22 comprises an electrical supply system 24 which serves to supply the operating means 20 as electrical power-consuming load with electrical energy. To that end, the supply system 24 has a set of electrical lines 26 which connect the operating means 20 to an energy supply 28 for energy transmission purposes in such a way that a flow of energy can be established between the energy supply 28 and the individual operating means 20. In addition to electrical conductors which carry at least one current is phase, the set of electrical lines 26 includes in particular also so-called ground leads which carry a reference potential—the ground potential or the vehicle is potential. The energy supply 28 shown schematically in FIG. 1 may correspond in particular to an intermediate voltage circuit which itself is fed with energy from a power supply 30 by means of an input circuit (not shown in more detail) of the rail vehicle 10. An electrical signal adapted for the operation of the associated electrical load is generated from the energy of the intermediate voltage circuit by means of at least one current converter of the supply system 24 and conducted by means of electrical lines 26 to said load. Depending on the load groups to be supplied, the lines 26 carry electric currents that have different characteristics (direct-current voltage, alternating-current voltage, voltage value, frequency value, number of current phases, etc.). For clarity of illustration reasons, the lines 26 are represented schematically in FIG. 1, a complete illustration of the networking of the lines 26 being dispensed with.

[0043] The electrical system 22 also has a set 32 of electrical lines 34. This is assigned to the analog handling of processes by means of analog voltage and/or current signals. Examples of such analog processes are described below.

[0044] For example, the line set 32 has a first group of electrical lines 34.1 which connect the operating means 20.3 embodied in each case as a door drive for actuating a door opening or door closing function in the depicted vehicle unit 12.1 to one another. In known solutions (not shown here), the lines 34.1 conventionally extend along the entire consist, connecting all of the door drives of the is consist to one another and to an evaluation unit.

[0045] In addition, the line set 32 comprises a further group of electrical lines 34.2 which is assigned to the so-called is “dead man's vigilance device” of the rail vehicle 10. As is generally known, the operating means 20.7 (hand actuation) and 20.8 (foot actuation) embodied as actuating units are connected to said device. In known solutions (not shown here), an operating means equipped with timers and embodied as a monitoring unit and an operating means embodied as a recording device (also known as a “juristical recorder”) are conventionally connected to the electrical lines 34.2.

[0046] Also shown are electrical lines 34.3 of the line set 32, which are assigned to the emergency braking function of the rail vehicle 10. These connect the operating means 20.11 embodied as an emergency brake actuator in the depicted vehicle unit 12.1. As is generally known, the electrical lines 34.3 conduct a constant direct-current voltage. In known solutions (not shown here), the lines 34.3 of the emergency braking function conventionally extend along the entire consist and connect all of the emergency brake actuators of the consist to one another and to a monitoring unit, which itself is operatively connected to a braking controller of the braking device 19.

[0047] The line set 32 additionally comprises a further group of lines 34.4 which are assigned to the emergency brake override function. Connected to said group of lines is the operating means 20.9 of the human-machine interface embodied as an actuating unit for the vehicle driver. In known solutions (not shown here), said operating means is conventionally connected to an evaluation unit, which is itself is operatively connected for control purposes to a braking controller of the braking device 19.

[0048] The above-described groups of electrical lines 34.1 to 34.4 is are conventionally parts of loops, also referred to by experts in the field as “safety loops”. In the example of the lines 34.1, such lines connect switches integrated in the door drives, each of which conducts a constant voltage injected into the loop onward when the associated door is closed. The further functions assigned to the lines 34.2 to 34.4 are likewise based on the principle of a switch which closes or interrupts a voltage loop, the injection and the readout of the corresponding voltage signal being realized in the known solutions by means of input and output modules which conventionally are different in each case for the above-described functions. This is because the above-described groups of lines of the line set 32 conventionally belong to mutually independent safety-related systems which require their own, where necessary consist-wide, wiring.

[0049] FIG. 2 shows the full consist of vehicle units 12.1 to 12.6 in a schematic side view. Operating means 20 of the rail vehicle 10, some examples of which are shown in FIG. 1, are arranged distributed over the entire consist. Certain operating means 20, in particular those that are constituent parts of a drive unit 14 or a human-machine interface for the vehicle driver, are not present in every vehicle unit 12. A drive unit 14, by means of which driving axles 16 may be driven, is arranged in each of the vehicle units 12.2, 12.3 and 12.5, while the remaining vehicle units 12.1, 12.3 and 12.6 are driveless. Further operating means 20, such as e.g. components of the passenger information system, are present in each vehicle unit 12 of the consist. For clarity of illustration reasons, individual operating means 20 are not shown in FIG. 2.

[0050] Operating means 20 which are assigned to a common function in the rail vehicle 10, in particular are provided to work in cooperation in order to complete a specific task, are handled in terms of their control as a group of operating means, which is referred to by experts in the field as an “operating means subsystem” and is assigned to the task. Examples of subsystems which are assigned to a vehicle unit 12 are a “drive unit”, “braking unit”, “door device”, “air conditioning device”, “passenger information device”, “emergency braking device”, etc. The subsystems are represented schematically in FIG. 2 and respectively labeled with the reference signs 36.a, 36.b, etc. The drive units 14 in the corresponding vehicle units are likewise considered in each case as a subsystem 36.e.

[0051] FIG. 2 also shows the guide system 18 of the rail vehicle 10. Said guide system has a set of guide system interface devices 38.1, 38.2, etc., each of which is arranged in a different vehicle unit 12.1, 12.2, etc. The guide system interface devices 38 each have interface units, shown in more detail in FIGS. 3 and 4, to which the subsystems 36 of the corresponding vehicle unit 12 are connected. The guide system interface devices 38 are connected to one another for data communication purposes by means of train buses 40, 42, 44 which extend along the entire consist and are described in more detail further below.

[0052] FIG. 3 shows the guide system interface device 38.1 of the vehicle unit 12.1 in a detail view. The following explanations also apply to the further guide system interface devices 38.2 to 38.6 in the further vehicle units 12.2 to 12.6.

[0053] Said guide system interface device comprises a first interface unit 46, to which lines of a digital data bus structure 52 of the corresponding vehicle unit 12 are connected. Conventional control and communication data bus structures may be used for this purpose, such as e.g. a bus structure based on Ethernet technology. In particular, a bus of the “Profinet®” type may be used as part of the bus structure, in which case the bus topology may have a Profinet ring, for example. However, other structures, such as e.g. a CAN structure, are conceivable. The data bus structure 52 and subsystems 36 connected thereto are represented schematically in FIG. 3.

[0054] The guide system interface device 38 additionally has a second interface unit 48, to which the lines 34 of the line set 32 are connected. In particular, the lines 34.1 of the door loop, the lines 34.2 of the dead man's vigilance device (not shown), the lines 34.3 of the emergency brake loop and the lines 34.4 of the emergency brake override loop are attached to connection means of the interface unit 48. The operating means 20.9 embodied as an actuating unit, in particular in the form of a pushbutton switch, is furthermore shown explicitly by way of example. The lines 34.4 of the emergency brake override loop, to which the operating means 20.9 is connected, are likewise shown.

[0055] The interfaces for the lines 34 are formed by a first unit 48.i of the interface unit 48. A further unit 46.ii of the first interface unit 48 forms connection options for electrical lines 35 of the line set 32, which are assigned to the performance of other analog processes that are different from the monitoring of a safety loop. The electrical lines 35 may correspond to local control lines of the corresponding vehicle unit 12.

[0056] The guide system interface device 38 additionally has a third interface unit 50, to which the train buses 40, 42, 44 are connected. The function and embodiment of the train buses are described in more detail further below.

[0057] The interface units 46, 48, 50 are each assigned to a different guide system level of the guide system 18. In a first guide system level 54, subsystems 36 are networked with one another by means of the digital data bus structure 52, wherein the interface unit of the guide system interface device 38 assigned to the first guide system level 54 corresponds to the first interface unit 46. In a second guide system level 56, operating means 20 in subsystems 36 are interconnected by means of the line set 32 for the purpose of the analog handling of processes. The corresponding interface unit of the guide system interface device 38 is formed by the second interface unit 48. The first and second guide system levels 54, 56 can be distinguished from one another in particular by the type of signals that are handled by them. The first guide system level 54 is assigned to the handling of digital signals, whereas the second guide system level 56 is assigned to the handling of analog signals. The first interface unit 46 is in this case embodied as an input/output unit (or I/O unit) for digital signals and has interfaces that are embodied for connecting cables for digital data transmission. The second interface unit 48 is embodied as an input/output unit for analog signals and has interfaces that are embodied for connecting analog electrical lines for conducting analog signals.

[0058] The guide system 18 has a third guide system level 58 which is formed by the train buses 40, 42, 44 connecting the vehicle units 12. The interface unit 50, which forms connection options for the train buses, belongs to the third guide system level 58.

[0059] The guide system interface device 38 additionally comprises a control unit 60, which is provided for handling operating processes on the basis of signals that are received or sent by way of the interface units 46, 48, 50. The control unit 60 is represented schematically in FIG. 3 and shown in a detail view in FIG. 4.

[0060] The control unit 60 has a computing unit 62 which is equipped with two processor units 62.1, 62.2. The implementation with two processor units enables control processes of the control unit 60 to be embodied redundantly. In particular, a diverse redundancy can be achieved by programming a control process with different algorithms that are executed by the different processor units 62.1, 62.2. The processor units 62.1, 62.2 may be formed by two processors (or CPUs) that are physically different from one another or they may be formed by one processor, in which case the processor units 62.1, 62.2 are formed on a logical level. The control unit 60 further comprises a memory unit 64, which is embodied as a ROM and/or RAM memory and in which software modules are stored for the purpose of executing control processes.

[0061] The guide system interface device 38 has an internal data bus 66, to which the control unit 60 and the interface units 46, 48, 50 are connected (see also FIG. 3). Data is transferred between the interfaces of the interface units 46, 48, 50 and the control unit 60 via the data bus 66. Data read out by the interface units is routed to the control unit 60 via the data bus 66, and data generated by is the control unit 60 is conducted to the interface unit assigned to the data via the data bus 66.

[0062] The control unit 60 further comprises an evaluation unit 68 which is connected for data communication purposes to the computing unit 62 and is provided for evaluating safety-related signals that are read out by the interface units 46, 48. Accordingly, these are signals that are generated in the corresponding vehicle unit 12 in which the respective guide system interface device 38 is arranged. Said safety-related signals can be generated in the first guide system level 54 and received in digital form by the first interface unit 46 via the data bus structure 52. In addition, safety-related signals can be generated in the second guide system level 56 and captured as analog signals by the second interface unit 48. An example of a safety-related analog signal of said type is a voltage change in a safety loop formed by the lines 34.1, 34.2, 34.3 or 34.4. Alternatively or in addition to a voltage change, a signal having a specific frequency can be captured by the interface unit 48. Considered more generally, at least one change in at least one signal or line characteristic (voltage value, current value, frequency, resistance, conductivity, etc.) is sensed by the second interface unit 48 and—by being conducted by means of the internal bus 66—is evaluated by the evaluation unit 68.

[0063] A change to a signal or line characteristic is triggered e.g. by the actuation of an operating means 20.11 by a passenger (emergency brake loop), by an actuation of an operating means 20.3 during a closing process (door loop), in a lead unit 12.1 or 12.6 by an actuation of the operating means 20.7 (dead man's loop) or in a lead unit 12.1 or 12.6 by an actuation of the operating means 20.9 is (emergency brake override loop). These signals are captured and evaluated by the evaluation unit 68. Evaluation results are forwarded to the computing unit 62, which executes a is corresponding control process. In the examples of the emergency brake loop and the dead man's loop, the triggered control process may be the initiation of an emergency braking action. In the example of the emergency brake override loop, upon the actuation of the operating means 20.9 being detected by the evaluation unit 68, said initiation of an emergency braking action may be overruled, at least temporarily, by the computing unit 62.

[0064] With regard to said safety-related analog signals, one task of the control unit 60—in addition to the detecting of a change in a signal or line characteristic by way of the second interface unit 48—is to initiate the injection of the line set 32 with suitable analog signals, such as in particular the injection of a constant direct-current voltage or an alternating-current voltage having a specific frequency. To put it another way, the operation of the second interface unit 48 as an analog input/output unit in at least one operating mode of the control unit 60 is controlled by the latter so that processes carried out by way of said second interface unit 48, in particular the injection and the readout of analog signals into and out of the line set 32, are handled by said control unit 60.

[0065] In particular the control unit 60 and the line set 32 form the above-described safety loops, the line set 32 and the second interface unit 48, in particular the unit 48.i, forming the physical structure of a loop, while the control unit 60 replaces the signal evaluation of the loop traditionally provided by conventional switching circuitry—in particular by means of switches, relays, comparators, AND gates, OR gates, timers, etc.—on a logical level.

[0066] With regard to the above-described “dead man's loop”, the control unit 60 may be programmed with an operating mode in is which it fulfills the function of the juristical recording device.

[0067] In addition to the aforementioned door or door control loop and brake or brake command loop, a door locking loop, a direction-of-travel determination loop, and/or a coupling loop may be formed by the control unit 60 together with electrical lines of the line set 32.

[0068] The control unit 60 can furthermore monitor lines 34, 35 of the line set 32 in a monitoring mode by way of the second interface unit 48. In particular a line break in the line set 32 can be detected by the control unit 60 by the sensing of a resistance characteristic or a conductivity characteristic.

[0069] As already mentioned above, the third guide system level 58 has three train buses 40, 42, 44 which extend along the entire consist of vehicle units 12 (see FIG. 2). Each vehicle unit 12 is connected to the train buses 40, 42, 44 at a coupling point. Said coupling point is formed in the vehicle units 12 in each case by means of the associated guide system interface device 38. To that end, said device is provided, as described above, with the interface unit 50, to which the train buses 40, 42, 44 are connected (see FIG. 3). The connection of said train buses to the control unit 60 is shown in FIG. 4. Said control unit has a set of three communication processors 70, 72, 74, each of which is assigned to a different train bus 40, 42 and 44, respectively. Said communication processors 70, 72, 74 are is connected in the data flow of the respective assigned train bus and are connected for data communication purposes to the computing unit 62. Said connections enable data routed is via the train buses 40, 42, 44 and the corresponding interface of the interface unit 50 to be received and evaluated by the computing unit 62. Data generated by the computing unit 62 in a control process of the control unit 60 can also be coupled into the corresponding train buses via said connections.

[0070] Each of the train buses 40, 44 is embodied as an Ethernet bus. The train bus 40 is embodied as a convenience bus which is provided at least for the purpose of transmitting information for the passengers. This information may correspond to useful information, such as e.g. information concerning an operating procedure, or entertainment information, such as in particular audio and video data. The train bus 40 is in this case configured for a transfer rate of at least 100 MB/s.

[0071] The train buses 40, 44 differ from one another in respect of their basic function by virtue of the respective safety level that is assigned to them. A data communication taking place over the train bus 40 is subject to general data security requirements, which are specified in the Federal Republic of Germany in particular by the Federal Office for Information Security (BSI). The safety level assigned to the train bus 44, in contrast, is higher and corresponds to requirements pertaining to personal safety. Such requirements are also referred to by experts in the field as “safety requirements”. The train bus 44 is embodied for example as an ETB bus (or “Ethernet Train Bus”) in accordance with a TCN standard. In particular data for a driving and/or braking operation is transmitted via the is train bus 44.

[0072] Referring to the above-described example of the emergency brake loop, after the actuation of an operating means 20.11 of the corresponding vehicle unit 12 has been detected by the evaluation unit 68, the computing unit 62 generates data by means of which an emergency braking action can be triggered by the braking device 19. This data is transmitted over the train bus 44 to further units in other vehicle units 12 of the rail vehicle 10. The train bus 44 may therefore be considered as a train operation bus serving at least for the transmission of driving or braking data.

[0073] The third train bus 42 is formed by lines 26 of the electrical supply system 24 (see also FIG. 1). The communication processor 72 is provided with a coupling-in and decoupling unit by means of which a digital signal generated by the computing unit 62 can be coupled in analog form into a line 26 of the electrical supply system 24 and an analog signal conducted over the line 26 can be decoupled by the same and passed in digital form to the computing unit 62. To that end, the coupling-in and decoupling unit is embodied for performing a modulation and demodulation method, respectively. This method may be in particular an orthogonal (de)modulation method. The primary function of the third train bus 42 is to provide at least one redundant communication channel in the third guide system level 58.

[0074] As described above, each of the train buses 40, 42, 44 has a basic function which is related in particular to the respectively assigned safety level and in particular to the type of data that is to be transmitted. It is, however, conceivable that in one operating mode the control units 60 in the vehicle units 12 are in each case provided for the purpose of determining and performing a distribution of data traffic onto the train buses 40, 42, 44. Thus, data is that is received by a control unit 60 in a vehicle unit 12 via one of the train buses is forwarded by said control unit 60 into another train bus. The data network formed by the train buses 40, 42, 44 and by the control units 60 of the guide system interface device 38 can be operated as a meshed network in which the control units 60 form three network nodes in each case. This is shown in highly schematic form in FIG. 5, where transverse transitions between the train buses are also formed by means of the control units 60 in addition to the train buses 40, 42, 44.

[0075] FIG. 6 shows the vehicle unit 12.1 embodied as a lead car. The energy supply 28 of the electrical supply system 24 is arranged in said car (see also FIG. 1). The outgoing electrical lines 26 exiting therefrom are used as transmission lines of the train bus 42. To that end, one electrical line 26 is connected for data communication purposes to the guide system interface device 38.1 assigned to said vehicle unit 12.1 to serve as a data link. The train buses 40 and 44 are likewise connected to said guide system interface device. In addition, operating means 20 of the vehicle unit 12.1 are shown by means of which safety-related analog signals are generated which are received by the interface unit 48 and evaluated by the evaluation unit 68 of the control unit 60. Said operating means 20 are embodied in particular as actuating elements which are connected into the circuit in one or more of the above-described safety loops. In contrast to existing prior art solutions, lines of said safety loops are not connected directly to corresponding lines of the adjacent vehicle is unit 12.2, but instead a data link—including to support a data communication in respect of the safety loops—to said vehicle unit as well as to all further vehicle units 12 is implemented exclusively by way of the local guide system interface device 38.1 and the set of train buses 40, 42, 44. A connection of the adjacent vehicle units 12.1 and 12.2 to one another for data communication purposes can accordingly be realized solely by way of the available train buses 40, 44 and via the electrical lines 26 which form the third train bus 42.