EP4529515A1 - Procédé et ensemble de détection d'une séquence de voitures dans un train et train pourvu d'un ensemble de ce type - Google Patents

Procédé et ensemble de détection d'une séquence de voitures dans un train et train pourvu d'un ensemble de ce type

Info

Publication number
EP4529515A1
EP4529515A1 EP23726537.6A EP23726537A EP4529515A1 EP 4529515 A1 EP4529515 A1 EP 4529515A1 EP 23726537 A EP23726537 A EP 23726537A EP 4529515 A1 EP4529515 A1 EP 4529515A1
Authority
EP
European Patent Office
Prior art keywords
car
communication device
train
exactly
transit time
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP23726537.6A
Other languages
German (de)
English (en)
Inventor
Kay-Uwe Kolshorn
Thomas Prill
Jürgen Wassner
Stephen Dominiak
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Voith Patent GmbH
Original Assignee
Voith Patent GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE102022115409.2A external-priority patent/DE102022115409A1/de
Application filed by Voith Patent GmbH filed Critical Voith Patent GmbH
Publication of EP4529515A1 publication Critical patent/EP4529515A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/028—Determination of vehicle position and orientation within a train consist, e.g. serialisation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0036—Conductor-based, e.g. using CAN-Bus, train-line or optical fibres
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0072—On-board train data handling

Definitions

  • the present invention generally relates to solutions for automating train formation and train separation processes in rail freight transport.
  • the invention relates to a method and an arrangement for recognizing a car stand or a train group in a train combination, which consists of at least one car pulled by a railcar, in particular freight cars, or of a car combination with at least two cars that can be moved by the car's own drive.
  • this relates to a method and an arrangement for detecting the setting direction of a car in the train combination.
  • a “train inauguration” is understood to mean the initialization of the communication system of a newly assembled train group.
  • the train inauguration establishes the functionality of the communication system for the electronic systems in the train group. It is a fundamental task of the communication system and essentially includes the logical addressing of the communication nodes in the train group individual vehicles, and thereby integrates the determination of variable train-specific parameters (car order, alignment of the cars, last car). This is understood as the creation of a train order table in which the car numbers (worldwide unique vehicle identification) and their alignment are assigned to the logical addresses in the communication system .
  • the process of train christening is initialized by the leading vehicle (locomotive). At the end of the process, the position of each (smart) cart and its orientation are known. On this basis, communication between electronic systems can be realized between all vehicles/carriages in the train network, and further system-wide or system-specific initialization functions can be carried out. After the train is devisated, a cyclical exchange of messages ensures that the system is functional. The process should not exceed a maximum duration of 120 seconds and must be implemented as the communication system is developed.
  • a train christening is coordinated, for example, by the central train control devices (TCMS) available for each railcar, whereby these usually first negotiate a master train control device, which then coordinates and controls central processes of the train christening and the so-called train preparation service (e.g. brake test). Communication takes place via one or more (redundantly) installed train data buses, whose protocols may support, for example, train formation and train christening with corresponding functions.
  • train preparation service e.g. brake test
  • Communication takes place via one or more (redundantly) installed train data buses, whose protocols may support, for example, train formation and train christening with corresponding functions.
  • TCN Train Communication Network
  • US Pat. No. 4,689,602 relates to a system for determining the order of cars in a train set.
  • the order is determined by the start of inputting a signal to the data transmission device of the front car and its forwarding to the following data transmission device of the following and the other cars as well as the evaluation of the output signals, the order being stored in a central memory on the front car of the train combination is saved.
  • the disadvantage is that the system known from this prior art works on the basis of various fault-prone control and monitoring relays in the respective car, for which a special control line must also be arranged. To recognize the order of the cars, the control line must also be interrupted.
  • a radio bus offers the advantage that there is no need to connect an electronic/electrical connecting line to set up the train bus between the individual cars, since the data is transmitted via radio channels, i.e. wirelessly.
  • the disadvantage here particularly if a train christening is to be carried out for several trains that are in close proximity, is that an ambiguous train order of the cars to the respective train/train combination is possible.
  • the radio transmission can inadvertently cause a logical Assignment of a car arranged in an adjacent train group to a “wrong” train group.
  • the present invention is therefore based in particular on the problem that conventional devices and methods for detecting the position of the wagon and the adjustment direction are designed for passenger rail traffic, and that these devices and methods cannot, or at least not easily, be transferred to rail-bound freight traffic. This is because in rail-bound freight transport, corresponding control devices are not implemented in the electrical contact couplings for cost reasons, but in passenger rail transport they are necessary for the correct recording of the trainset or wagon orientation.
  • the invention is based on the object of creating a device or arrangement and a method for detecting a car stand in train traffic in order to enable error-free train christening in a simple manner, the device and the method having increased reliability .
  • a corresponding arrangement or method is to be specified, which is also suitable for recognizing the setting direction of a car in the train combination in an easy-to-implement but still efficient manner.
  • the arrangement and the method should be suitable for rail-bound freight transport.
  • the invention relates in particular to an arrangement for recognizing a train of cars or a car stand in a train combination, which consists of at least one car pulled by a railcar, in particular freight cars, or of a car combination with at least two cars that can be moved by the car's own drive.
  • the train network has a continuous power supply line with a central electrical feed point for a continuous flow of electrical energy.
  • the arrangement also has a carrier frequency device for data transmission, in particular via the continuous power supply line.
  • the carrier frequency device is a powerline-based installation bus (PCL bus), in which the signals are sent via the already existing (continuous) power supply line without the need to lay new lines.
  • PCL bus powerline-based installation bus
  • Such a powerline-based installation bus has the advantage that the power supply line itself serves as a communication medium.
  • the invention is not limited to carrier frequency devices or powerline-based installation buses in which the signals are transmitted via the continuous power supply line.
  • the signal transmission can also take place via data lines.
  • the advantages of the transmission route via the continuous power supply line lie in the high reliability and the low installation effort.
  • the carrier frequency device is designed to additionally modulate signals via one or more carrier frequencies, in particular onto the continuous power supply line, using carrier frequency technology.
  • the data signal is usually modulated onto the 230V carrier signal, for example, using pulse phase modulation. With pulse phase modulation, the data is transmitted using pulses that are modulated onto the carrier signal. By shifting the impulses over time and the information is encoded using different time intervals between the pulses.
  • the carrier frequency device of the arrangement according to the invention preferably has at least one communication device for each car of the train combination. This is in particular a communication direction in the form of a modem.
  • the at least one communication device per car of the train combination is designed to exchange digital signals via the transmission path provided in particular with the continuous power supply line with a master communication device which is considered to be a master communication device with a view to hierarchical management of access to the data transmission provided with the carrier frequency device.
  • this master communication device is arranged in the railcar of the train combination.
  • the arrangement has a measuring and/or evaluation device, which is designed on the basis of transit times or transit time differences between the at least one communication device of each car of the train combination via the transmission path provided in particular with the continuous power supply line and the master communication device to derive a train sequence.
  • the invention is based on the knowledge that based on the transit times or transit time differences of the signals sent from the individual communication devices of the respective wagons of the train group to the master communication device, which is preferably arranged in the railcar of the train group, a number of the wagons of the train group and / or a distance of the individual wagons of the train group to the wagon is determined with the master communication device, preferably from this a wagon position or a wagon sequence of the train group can be derived.
  • the arrangement according to the invention is characterized in that the carriage position (as well as the setting direction) of the carriages in the train group or wagon group can be determined automatically and without the use of additional continuous lines in the train group or wagon group.
  • a train formation i.e. changing the number, direction and type of wagons, as well as the number of wagons in the train combination, can therefore be changed as often as desired.
  • the arrangement according to the invention is therefore particularly suitable for rail-bound freight transport.
  • the carrier frequency device has exactly one (single) communication device per car of the train combination.
  • This exactly one communication device per car of the train combination is arranged or provided on or in an end region of the respective car.
  • end region of the carriage used herein is to be understood as meaning the region of the carriage that does not correspond to the middle region.
  • exactly one communication device of a first car of the train combination is designed to exchange not only digital signals with the master communication device via the transmission path provided in particular with the continuous power supply line, but also digital signals via the master communication device in particular
  • the transmission path provided by the continuous power supply line can be exchanged with exactly one communication device of at least another, second car of the train system.
  • This second car of the train group is in particular a car of the train group that does not correspond to the railcar or that is not provided with the master communication device.
  • the first car in the train combination is arranged directly adjacent to the second car.
  • the measuring and/or evaluation device is not only designed to be a To determine the train sequence and/or a number of cars in the train combination, but is also designed, based on transit times of digital signals exchanged via the transmission path between exactly one communication device of the first car and exactly one communication device of the second car, an adjustment direction of the first car and of the second car.
  • an evaluation of transit time differences of digital signals exchanged between exactly one communication device of the first car and exactly one communication device of the second car is preferably used.
  • the measuring and/or evaluation device is designed to determine a transit time or transit time difference of digital signals exchanged between exactly one communication device of the first car and exactly one communication device of the second car and categorize the determined transit time or transit time difference into one of the following classes: a) short; b) medium; or c) long.
  • the category “short” corresponds to a relatively short transit time or transit time difference of the signals exchanged between exactly one communication device of the first car and exactly one communication device of the second car, from which it can be deduced with the help of the measuring and / or evaluation device that the end area of the first car, on or in which exactly one communication device of the first car is arranged or provided, points in a first direction of the train combination, and that the end region of the second car, on or in which exactly one communication device of the second car is arranged or provided is, points in a second direction of the train combination that is opposite to the first direction, it being further possible to derive that the end region of the first car, on or in which exactly one communication device of the first car is arranged or provided, directly adjoins the end region of the second car , on or in which exactly one communication device of the second car is arranged or provided.
  • the category “medium” corresponds to an average transit time or transit time difference of the signals exchanged between exactly one communication device of the first car and exactly one communication device of the second car.
  • the category “long” corresponds to a relatively long transit time or transit time difference of the signals exchanged between exactly one communication device of the first car and exactly one communication device of the second car, from which it can be deduced with the help of the measuring and / or evaluation device that the end range of the first car, on or in which exactly one communication device of the first car is arranged or provided, points in a first direction of the train combination, and that the end region of the second car, on or in which exactly one communication device of the second car is arranged or provided is, points in a second direction of the train combination that is opposite to the first direction, and that the end region of the first car, on or in which exactly one communication device of the first car is arranged or provided, does not adjoin, on or in, the end region of the second car in which exactly one communication device of the second car is arranged or provided.
  • the measuring and/or evaluation device is designed to determine and categorize the transit time or transit time difference of the signals exchanged between the communication devices of the neighboring wagons for all neighboring wagons of the train combination.
  • the measuring and/or evaluation device is further designed to determine from this the orientation of each car relative to the previous car - viewed in the direction of the master communication device - and thus to derive the orientation of all cars in the train.
  • the invention further relates to a method for recognizing a car sequence and car orientation in a train combination, which consists of at least one car pulled by a railcar, in particular freight cars, or of a car combination with at least two cars that can be moved by the car's own drive.
  • the train network has a continuous power supply line with a central electrical feed point for a continuous flow of electrical energy. Furthermore, the train network has a carrier frequency device for data transmission, in particular via the continuous power supply line.
  • the carrier frequency device has exactly one communication device, in particular in the form of a modem, for each car of the train combination, which is arranged or provided on or in an end region of the respective car.
  • the transit time or transit time difference of the signals exchanged between the communication devices of the neighboring wagons is determined for all neighboring wagons of the train combination.
  • the orientation of each car relative to the previous car - viewed in the direction of a master communication device - is then determined from the determined transit time or transit time difference of the signals exchanged between the communication devices of the neighboring cars.
  • the orientation of all cars in the train is derived from the determined orientation of each car relative to the previous car - viewed in the direction of the master communication device.
  • the invention further relates to a tensile structure according to the independent claim 10.
  • the train combination according to the invention consists of at least one wagon with a railcar, in particular freight wagons, or of a wagon combination with at least two wagons that can be moved by the wagon's own drive.
  • the train network preferably has a continuous power supply line with a central electrical feed point for a continuous electrical flow of electrical energy and a Carrier frequency device for data transmission, in particular via the continuous power supply line.
  • the train set also has an arrangement of the type according to the invention described above.
  • the arrangement according to the invention is suitable not only for recognizing a car position or a train group in the train group, but also for recognizing the setting direction of an individual car in the train group or the setting direction of all cars in the train group.
  • FIG. 1 schematically shows the basic concept of a train network with an exemplary embodiment of the arrangement according to the invention.
  • the present invention relates in particular to a technical solution for determining or detecting the train order and wagon orientation in a train group 1 for the purpose of train inauguration of a rail-bound freight train with a continuous power supply line 4 and a communication system which connects each car 2, 3.1 to 3.5 of the train group 1 to a higher-level Control system connects.
  • a powerline communication system (PLC) is used as the communication system.
  • PLC powerline communication system
  • the powerline communication system comprises a carrier frequency device for data transmission via the continuous power supply line 4, wherein the carrier frequency device is designed to additionally modulate signals via one or more carrier frequencies onto the continuous power supply line 4 using carrier frequency technology.
  • the carrier frequency device per car 2, 3.1 to 3.5 of the train combination 1 has exactly one (single) communication device 5, in particular in the form of a modem.
  • the communication device 5 of each car 3.1 to 3.5 of the train combination 1 is designed to exchange digital signals via the transmission path provided with the continuous power supply line 4 with a master communication device 6, which is considered to be in view of hierarchical management of access to the data transmission provided with the carrier frequency device .
  • the master communication device 6 is preferably located in the railcar 2 of the train combination 1.
  • a measuring and/or evaluation device 7 is used, which is preferably provided in the railcar 2 of the train combination 1.
  • the measuring and/or evaluation device 7 is designed on the basis of transit times or transit time differences of the digital ones exchanged via the transmission path provided by the continuous power supply line 4 between the at least one communication device 5 of each car 3.1 to 3.5 of the train combination 1 and the master communication device 6 Signals to derive a number of cars 3.1 to 3.5 of train combination 1 as well as a train sequence.
  • FIG. 1 schematically shown exemplary embodiment of the tensile assembly according to the invention 1 or the arrangement according to the invention provides that exactly one Communication device 5 for each car 3.1 to 3.5 of the train combination 1 is arranged or provided on or in an end region of the respective car 3.1 to 3.5.
  • the exactly one communication device 5 of a first car 3.1 to 3.5 of the train combination 1 is designed to not only exchange digital signals with the master communication device 6 via the transmission path provided with the continuous power supply line 4, but also digital signals via the one with the continuous power supply line 4 to exchange the provided transmission path with exactly one communication device 5 of another, second car 3.1 to 3.5 of the train combination 1.
  • This second car is in particular arranged immediately adjacent to the first car in the train combination 1.
  • the measuring and/or evaluation device 7, which is preferably provided in the railcar 2 of the train combination 1, is designed on the basis of transit times or transit time differences of digital signals exchanged via the transmission path between exactly one communication device 5 of the first car and exactly one communication device 5 of the second car to derive an adjustment direction of the first carriage and the second carriage.
  • the measuring and/or evaluation device 7 is designed to determine a transit time or transit time difference of digital signals exchanged between exactly one communication device 5 of the first car and exactly one communication device 5 of the second cart and to convert the determined transit time or transit time difference into one of the following classes: a) short; b) medium; or c) long.
  • the category “short” corresponds to a relatively short transit time or transit time difference of the signals exchanged between exactly one communication device 5 of the first car and exactly one communication device 5 of the second car, from which signals can be derived with the help of the measuring and / or evaluation device 7.
  • the end area of the first car or in which exactly one communication device 5 of the first car is arranged or provided points in a first direction of the train combination 1, and that the end region of the second car, on or in which exactly one communication device 5 of the second car is arranged or provided, in a second direction of the train combination 1 that is opposite to the first direction, it can also be deduced that the end region of the first car, on or in which exactly one communication device 5 of the first car is arranged or provided, directly adjoins the end region of the second car , on or in which exactly one communication device 5 of the second car is arranged or provided.
  • the category “medium” corresponds to an average transit time or transit time difference of the signals exchanged between exactly one communication device 5 of the first car and exactly one communication device 5 of the second car.
  • the category “long” corresponds to a relatively long transit time or transit time difference of the signals exchanged between exactly one communication device 5 of the first car and exactly one communication device 5 of the second car, from which signals can be derived with the help of the measuring and / or evaluation device 7.
  • FIG. 1 schematically shown basic concept summarizes a system or an arrangement with which the car orientation of the train combination 1 can only be determined with a single communication device 5, preferably a PLC modem, per car.
  • a single communication device 5 preferably a PLC modem, per car.
  • the signals are sent between all cars and thus their order is determined.
  • the (absolute) difference in transit time between two cars is evaluated.
  • the prerequisite for this is that the communication device 5 (for example the PLC modem) of each car is not arranged in the middle of the corresponding car, but rather at one of the ends of the car or at an end region of the car.
  • the distance to the communication device 5 (for example to the PLC modem) in the neighboring car can then be short, medium or long.
  • the average distance results when both communication devices are arranged on the same side of the car in the direction of train, i.e. either both at the front or both at the back of the corresponding car. This means that both cars are oriented equally.
  • a different orientation results in the other two cases, namely when the communication devices in neighboring cars are positioned differently. Then the distances are relatively short or relatively long. The distance is relatively short when the communication devices connect on the same side of a car connection and relatively long when the communication devices are arranged on the opposite side.
  • the advantage here is that the cables from the car side to the communication device 5 are laid as directly as possible and without detours. Depending on the length of the cables laid between the communication devices, the response time of the signals will be short, medium or long. If the orientation of the railcar of train combination 1 is known, the orientation of each car compared to the previous one can be determined by setting the transit time differences between neighboring cars in short, medium and long - starting from the first car behind railcar 2 to the penultimate car of train combination 1 Determine wagons and thus the orientation of all wagons in the
  • the invention is not limited to the basic concept shown in the drawing, but results from a synopsis of all the features disclosed herein.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

L'invention concerne un ensemble de détection d'une séquence de voitures dans un train (1), l'ensemble comprenant un dispositif de fréquence porteuse pour transmettre des données, en particulier par l'intermédiaire d'une ligne d'alimentation électrique continue (4). De préférence, le dispositif de fréquence porteuse comprend au moins un dispositif de communication (5), en particulier sous la forme d'un modem, pour chaque voiture (3.1, 3.2, 3.3, 3.4, 3.5) du train (1), ledit dispositif de communication étant conçu pour échanger des signaux numériques avec un dispositif de communication maître (6) par l'intermédiaire du trajet de transmission fourni. L'ensemble comprend également un dispositif de mesure et/ou d'analyse (7) conçu pour déduire une séquence de voitures à partir de signaux numériques échangés par l'intermédiaire du trajet de transmission entre le dispositif ou les dispositifs de communication (5) de chaque voiture (3.1, 3.2, 3.3, 3.4, 3.5) du train (1) et le dispositif de communication maître (6), sur la base du temps de propagation ou de différences de temps de propagation.
EP23726537.6A 2022-05-23 2023-05-22 Procédé et ensemble de détection d'une séquence de voitures dans un train et train pourvu d'un ensemble de ce type Pending EP4529515A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
US202263344721P 2022-05-23 2022-05-23
DE102022115409.2A DE102022115409A1 (de) 2022-05-23 2022-06-21 Verfahren und anordnung zum erkennen einer wagenreihung in einem zugverbund sowie zugverbund mit einer solchen anordnung
PCT/EP2023/063640 WO2023227524A1 (fr) 2022-05-23 2023-05-22 Procédé et ensemble de détection d'une séquence de voitures dans un train et train pourvu d'un ensemble de ce type

Publications (1)

Publication Number Publication Date
EP4529515A1 true EP4529515A1 (fr) 2025-04-02

Family

ID=86604210

Family Applications (1)

Application Number Title Priority Date Filing Date
EP23726537.6A Pending EP4529515A1 (fr) 2022-05-23 2023-05-22 Procédé et ensemble de détection d'une séquence de voitures dans un train et train pourvu d'un ensemble de ce type

Country Status (2)

Country Link
EP (1) EP4529515A1 (fr)
WO (1) WO2023227524A1 (fr)

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61214702A (ja) 1985-03-20 1986-09-24 Mitsubishi Electric Corp 車両順序選択装置
DE10245973B4 (de) * 2002-09-30 2007-11-15 Deutsche Bahn Regio Ag Buskopplung
DE102007035131B4 (de) * 2007-07-25 2014-06-26 Hbh Microwave Gmbh Vorrichtung zum Bestimmen einer Zugreihung
ES2892648T3 (es) * 2016-07-15 2022-02-04 Bombardier Transp Gmbh Método para determinar la orientación de un vehículo ferroviario en un conjunto de tren

Also Published As

Publication number Publication date
WO2023227524A1 (fr) 2023-11-30

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