ARRANGEMENT FOR TRAIN PROTECTION

Abstract

An arrangement for train protection includes a rail vehicle with a driver's cabin and a train protection system. The train protection system is coupled to components of an actuator system and to components of a sensor system via a first gateway. The actuator system and the sensor system have antennas as respective components, which are designed for communication of the actuator system and the sensor system with trackside components of the train protection system. The first gateway has a switching functionality so that a line-length-independent connection is realized between the actuator system and the sensor system on the one hand and the train protection system on the other hand.

Claims

1-8. (canceled)

9. An arrangement for train protection, comprising: a rail vehicle to be supported on rails of a track, said rail vehicle having a driver's cab and a train protection system forming a first train protection system; said train protection system being connected, by way of a first gateway, to components of an actuator system and to components of a sensor system; said actuator system and said sensor system being arranged on said rail vehicle in a vicinity of the rails; said actuator system and said sensor system having, as respective elements, antennas configured to enable said actuator system and said sensor system to communicate with track-side components of the train protection system; said first gateway having a mediator functionality for realizing a line-length-independent connection between said actuator system and said sensor system on one hand and said train protection system on the other hand; wherein from a viewpoint of said actuator system and said sensor system, said first gateway is configured to simulate an input interface of the rail-vehicle-side train protection system; wherein from a viewpoint of said train protection system, said first gateway is configured to simulate an input interface of said actuator system and said sensor system; and said first gateway being used to provide required antenna signals of said actuator system and said sensor system for the train protection system.

10. The arrangement according to claim 9, wherein said first gateway is configured, besides said actuator system and said sensor system of said first train protection system, to enable an actuator system and a sensor system of a second train protection system to be connected to said first gateway at the same time, and wherein said second train protection system is also arranged on said rail vehicle.

11. The arrangement according to claim 10, wherein: said first train protection system is a train protection system selected from the group consisting of the following train protection systems; or said first train protection system and said second train protection system are a combination of two or more train protection systems selected from the group consisting of the following train protection systems: an ETCS system, an LZB system, a PZB system, an SCMT system, a MIREL system, an SHP system, a TGBI system, an ATC/STM-DK system, an ATB-EG system, and an ATC2 system.

12. The arrangement according to claim 9, wherein: said first train protection system is a train protection system selected from the group consisting of: an ETCS system, an LZB system, a PZB system, an SCMT system, a MIREL system, an SHP system, a TGBI system, an ATC/STM-DK system, an ATB-EG system, and an ATC2 system.

13. The arrangement according to claim 9, wherein: the rail vehicle is a locomotive forming a part of a train configuration having a first end and a second end opposite said first end; said locomotive is arranged at said first end of said train configuration in order to drive said train configuration; said train configuration includes a control car arranged at said second end of said train configuration; with reference to said train configuration, said locomotive has a driver's cab being a first driver's cab; with reference to said train configuration, said control car has a driver's cab being a second driver's cab; wherein a movement of said train configuration can be controlled either by way of said first driver's cab or by way of said second driver's cab; and said train protection system of said locomotive is configured for movement control by way of said first driver's cab and for movement control by way of said second driver's cab.

14. The arrangement according to claim 13, wherein: for use as a lead rail vehicle of said train configuration, said control car also has components of an actuator system and components of a sensor system that are arranged on the control car in the vicinity of the rails; said actuator system and said sensor system of said control car have, as respective elements, antennas configured to enable said actuator system and the said sensor system of said control car to communicate with the track-side components of said train protection system.

15. The arrangement according to claim 14, wherein said actuator system and said sensor system of said control car are connected to said first gateway by way of a second gateway.

16. The arrangement according to claim 15, wherein: said second gateway includes a mediator functionality, enabling a line-length-independent connection to be made between said actuator system and said sensor system of said control car on one hand and said train protection system of said locomotive on the other hand; from a point of view of said actuator system and said sensor system of said control car, said second gateway is configured to simulate an input interface of the locomotive-side train protection system; from a point of view of said first gateway, said second gateway forms an extension for connecting said actuator system and said sensor system of said control car; and said second gateway provides said train protection system with required antenna signals of said actuator system and said sensor system of said control car as additional signals by way of said first gateway.

17. The arrangement according to claim 15, wherein said second gateway is connected to said first gateway via a bus-based data connection.

18. The arrangement according to claim 17, wherein said second gateway is connected to said first gateway via an Ethernet bus.

Description

[0115] The invention is explained in more detail below by way of illustration with reference to a drawing, in which:

[0116] FIG. 1 shows a representation of the arrangement for train protection according to the invention on the basis of a train configuration,

[0117] FIG. 2 shows a schematic representation of an associated architecture with reference to FIG. 1,

[0118] FIG. 3 shows the train configuration according to the prior art that was described at the outset, and

[0119] FIG. 4 shows the schematic representation of the control system architecture of the control car according to the prior art that was described at the outset, with reference to FIG. 3.

[0120] FIG. 1 shows a representation of the arrangement according to the invention for train protection of a train configuration.

[0121] The train configuration encompasses a locomotive LOK comprising a driver's cab FS1, multiple cars WA and a control car SW, which has a so-called operating head comprising a driver's cab FS3.

[0122] The control car SW is arranged at a first end of the train configuration, while the locomotive LOK is arranged at an opposite second end of the train configuration.

[0123] The train configuration is driven by way of the locomotive LOK, which, besides the driver's cab FS1, also has another driver's cab FS2, which is not used in this application.

[0124] The movement of the train configuration is monitored, or controlled, in the manner of the conventional push-pull concept either by way of the driver's cab FS1 of the locomotive or by way of the driver's cab FS3 of the control car SW.

[0125] When the movement of the train configuration is being monitored, or controlled, by way of the driver's cab FS1, referred to as the first driver's cab, of the locomotive LOK, a train protection system ZUSI-LOK that is provided, or arranged, on the locomotive LOK is used for this purpose.

[0126] The train protection system ZUSI-LOK is coupled to components of an associated actuator system AKT-LOK and to components of a sensor system SENS-LOK that are arranged on the locomotive LOK close to the rails.

[0127] When the movement of the train configuration is being monitored, or controlled, by way of the driver's cab FS3, referred to as the second driver's cab, of the control car SW, the train protection system ZUSI-LOK of the locomotive LOK is also used for this purpose.

[0128] The train protection system ZUSI-LOK is, for this purpose, coupled to components of an associated actuator system AKT-SW and to components of a sensor system SENS-SW that are arranged on the control car SW and close to the rails that are being used.

[0129] The comparable components AKT-SW and SENS-SW and AKT-LOK and SENS-LOK are of identical or similar design, but show the same functionality and are therefore present twice. They are operated by way of the train protection system ZUSI-LOK, however, which is present only once.

[0130] The control car SW and the locomotive LOK, for this purpose, use a bus-based connection to communicate with one another, said connection being depicted by way of illustration as an Ethernet bus ETH of a data connection DV.

[0131] The Ethernet bus ETH of the data connection DV is used to exchange the following control signals, for example: [0132] control signals from the driver's cab FSA-SW of the control car SW [0133] control signals from and to the subsystems STGSUB-SW of the control car SW [0134] signals from and to the actuators AKT-SW and sensors SENS-SW of the train protection systems [0135] etc.

[0136] The train protection system ZUSI-LOK is coupled to the locomotive-sited components of the actuator system AKT-LOK and to the locomotive-sited components of the sensor system SENS-LOK by way of a first gateway GW1, the actuator system AKT-LOK and the sensor system SENS-LOK being arranged on the locomotive LOK close to the rails.

[0137] The train protection system ZUSI-LOK is coupled to the control-car-sited components of the actuator system AKT-SW and to the control-car-sited components of the sensor system SENS-SW by way of a second gateway GW2, the actuator system AKT-SW and the sensor system SENS-SW being arranged on the control car SW close to the rails.

[0138] The respective actuator system AKT-LOK, AKT-SW and sensor system SENS-LOK, SENS-SW have, as an element, respective antennas that the respective actuator system or sensor system uses to communicate with associated components that are arranged, or provided, on the track as an element of the train protection system ZUSI-LOK.

[0139] The first and second gateways GW1, GW2 have a mediator functionality, and so a length-independent connection is able to be made, or is permitted, between the actuator system or the sensor system on the one hand and the train protection system on the other hand.

[0140] From the point of view of the respective actuator system or sensor system the associated gateway simulates an input interface of the train protection system.

[0141] From the point of view of the train protection system the two gateways simulate input interfaces of the respective actuator system and sensor system. They provide required antenna signals for the train protection system.

[0142] FIG. 2 shows a schematic representation of an associated architecture with reference to FIG. 1.

[0143] On the control car, the components of the actuator system AKT-SW and the components of the sensor system SENS-SW are coupled to associated components of an actuator system AKT-SCH and components of a sensor system SENS-SCH, respectively, that are elements of rail-sited train protection ZUSI-SCH.

[0144] The control-car-sited components of the actuator system AKT-SW and of the sensor system SENS-SW are connected to the first gateway GW1 via an Ethernet-based data connection ETH by way of a control-car-sited gateway GW2.

[0145] On the locomotive, the components of the actuator system AKT-LOK and the components of the sensor system SENS-LOK are coupled to the associated components of the actuator system AKT-SCH and components of the sensor system SENS-SCH, respectively, that are elements of the rail-sited train protection ZUSI-SCH.

[0146] The locomotive-sited components of the actuator system AKT-SW and of the sensor system SENS-SW are connected to the locomotive-sited train protection system ZUSI-LOK by way of the locomotive-sited first gateway GW1.

[0147] The signal transmission of the respective actuator system or sensor system is performed by means of the two gateways GW1, GW2.

[0148] The respective actuator system and sensor system have, as an element, respective antennas that the respective actuator system or sensor system uses to communicate with the rail-sited components arranged, or provided, on the track as an element of the train protection system.

[0149] The first and second gateways GW1, GW2 have a mediator functionality, and so a length-independent connection is able to be made, or is permitted, between the actuator system or sensor system on the one hand and the train protection system on the other hand.

[0150] From the point of view of the respective actuator system or sensor system the two gateways simulate an input interface of the train protection system ZUSI-LOK.

[0151] From the point of view of the train protection system ZUSI-LOK the first gateway GW1 simulates input interfaces of the respective actuator system and sensor system that provide required antenna signals for the train protection system.

[0152] From the point of view of the first gateway GW1 the second gateway GW2 simulates an extension for connecting the actuator system and the sensor system of the control car.