MXPA99006999A - A method and apparatus for determining the order of railroad wagons of a train - Google Patents

Abstract

Se presentan un método y un aparato para determinar el orden de los vagones en un tren equipado con ECP, que incluye el retardo de propagación inherente de la propagación de la señal neumática en una línea de aire de frenos, según lo mide en cada vagón y se utiliza para determinar el orden del vagón en el tren.

Description

METHOD AND DEVICE FOR DETERMINING THE ORDER OF RAILWAYS OF A TRAIN FIELD OF THE INVENTION The present invention relates in general to control systems for trains and, more particularly, relates to control systems for trains that include both an intra-rail electronic communication system, which may be a power line electrical or an RF link as a braking air line that extends along the train and, even more particularly, is related to control systems that use these two lines.

BACKGROUND OF THE INVENTION In the past, railroad companies have typically operated trains that have only a single line of air extending along the train. This air line was used both to supply a source of compressed air and a means to propagate the braking signals. While this system has been widely used in the past, it has several disadvantages. The sending of signals by air pressure messages that propagate through the air line has a limited propagation speed. For example, for a 150-car freight train, they may be needed P1429 / 99 X fifteen seconds or more for a braking message to reach the car 150 °, thereby delaying the full application of the railcar brakes and, consequently, extending or increasing the distance required to stop the train. In recent years, the American Association of Railroads (AAR) and individual railroad companies have investigated the use of electronically controlled pneumatic brake systems (ECP). These systems normally use electronic messages in a line of energy that extends along the train to activate the brakes in each car, because the speed of propagation of the electronic signal is theoretically limited only by the speed of light or, of approximately 983,571,056 feet per second in a free space environment. However, in a cable, the propagation speed of the electronic signal can be slowed down to 60 percent of the speed of light in a vacuum, which would still be about 590,000,000 feet per second. For a typical freight train consisting of 150 wagons, each approximately 60 feet long, the length of the train could be approximately 9,000 feet. An electronic signal on a cable will travel the length of the train only in approximately 15 microseconds, while a pneumatic signal is limited to the speed of sound in the air or approximately 1,130 feet per second.

P1429 / 99MX second. However, in a tube with numerous couplings, turns and other restrictions, the propagation of the pneumatic signal can be slowed down to between 600 and 900 feet per second. At 600 feet per second, this pneumatic signal will require approximately 100 milliseconds to propagate through each car or about fifteen seconds to propagate along the train. The ECP braking system allows the almost instantaneous activation of the railway car brakes along the entire length of the train. These ECP systems have been tested in the field and are currently being considered for definition in an AAR specification. Those skilled in the art are aware of the current efforts of AAR and the numerous ECP and ECP-type field tests that have been performed. In the past, trains equipped with ECP brake systems have had the need to determine the order of the train wagons. Since each railway car on a train equipped with ECP has a unique identity and can be individually located on the electronic power line, it has become desirable to know the precise order of the wagons on the train. In the past, the order of the wagons, if any, was done manually by inspecting the wagon numbers on the train side. For trains thatP1429 / 99MX some situations extend more than a mile and a half long, this can be a significant task that requires a considerable amount of time, which can delay the departure of the train. Consequently, there is a need for improved methods and apparatus for determining the order of wagons in a train.

SUMMARY OF THE INVENTION It is an object of the present invention to provide expedited methods for determining the order of wagons in a train. It is a particular feature of the present invention to use the onboard computer processing and communication equipment to determine the order of the wagons. It is an advantage of the present invention to eliminate the need for a railway worker to travel the length of the train, making a list of the order of the wagons. It is another object of the present invention to provide an economical method and apparatus for determining the order of wagons in a train. It is another feature of the present invention to use the onboard processing and communication hardware in trains equipped with ECP. It is another feature of the present invention to avoid the need for expensive hardware Additional P1429 / 99MX to carry out the order determination of the wagons. It is another object of the present invention to provide a reliable method and apparatus for determining the order of wagons. It is another feature of the present invention to use reliable components that are already on the train for use in an ECP braking system. It is another advantage of the present invention to eliminate the error associated with the human errors that can occur in the measure that a railroad worker generates the list of the order of the wagons while traversing the length of the train. The present invention is a method and an apparatus for determining the order of wagons in a train, which is designed to meet the aforementioned needs, provide the previously declared objects, include the features listed above and achieve the aforementioned advantages. In the present invention, the time, cost and reliability problems associated with the manual preparation of a wagon order list have been reduced significantly. In accordance with the above, the present invention is a method and an apparatus for determining the order of wagons in a train, which uses the inherent differences in the speed of propagation P1429 / 99MX of electronic signals and pneumatic signals to determine the order of wagons in a train.

BRIEF DESCRIPTION OF THE DRAWINGS The invention can be more fully understood upon reading the following description of the preferred embodiments of the invention, together with the accompanying drawings, wherein: Figure 1 is a simplified schematic diagram of a train, including a Guide or conductive locomotive followed by numerous traction cars, where the solid dark line represents a line of electrical energy that extends along the train and the two parallel lines that extend along the train are used to represent a line of brake air that extends along the train. Figure 2 is a simplified schematic diagram of a typical rail car of the prior art of Figure 1. Figure 3 is a flow diagram of the steps of the method of the present invention. Figure 4 is a flowchart of an alternate method of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED MODALITY Referring now to the drawings, where in the reference numbers are used so P1429 / 99MX consisting, more particularly, of Figure 1, shows a train equipped with ECP, of the prior art designated generally as 100, including a locomotive 102, a rail car 104, a rail car 106, a rail car 108, a rail car 110 and a rail car 112. The brake air pipe 120 extends along the train 100, which is shown by two parallel but closely spaced parallel lines extending along the train and having a discontinuous section 122 located between the rail car 108 and the rail car 110 to signify the position of the insertion therebetween numerous other wagons The electronic power line 130 extends along the train 100, which is shown by a solid black line having a discontinuous section 132 located between the rail car 108 and 110 to signify the inclusion position of numerous other wagons located between these. It should be noted that the method of the present invention could be achieved by using another form of electronic communication, between the wagons and the locomotive, such as RF links or other electronic communication means. It is intended that the train of Figure 1 graphically represent some of the key components of a train equipped with ECP, the train is known in the art. One more representation P1429 / 99MX detailed components of a typical ECP system for a normal rail car, shown in Figure 2. End Unit HEU 140, located in the locomotive can be coupled to both line 130 and tube 120 The HEUs are well known in the art. Referring now to Figure 2, a detailed representation of the typical components of a prior art rail car equipped with an ECP system is shown. It is shown that a system, generally designated 200, has a brake line 120 and a train line 130, which is an electrical power line and which can be 230 volts. The train line can also be an electronic communication line. Coupled to the brake line 120 is an air reservoir 220, a brake cylinder 222, and electronically controlled electronic pressure / valve detectors and pneumatically controlled valves 224, all of which are well known in the art. Accurate pneumatic configuration will be a matter of industry standards and individual designer's choice. Coupled to the detectors and valves 224 is a communications interface / processor 240 which can be of any type of communication interface or microprocessor. The precise communications interface and microprocessor will be P1429 / 99MX matter of an industrial standard and the choice of the individual designer. The interface / processor 240 is energized by a power source 250, which preferably has some battery components thereof and which, in an optional embodiment would include a generator 260 mounted on the shaft, coupled thereto. The wagon control device (CCD) designated 210 may be coupled to other detectors and electronic equipment located in a rail car (not shown) by an intelligent wagon line 270, which is an intra-wagon communication line. Referring now to Figure 3, there is shown a flow chart of portions of the process of the present invention generally designated as 300, having a first step 302 that includes the end head unit (HEU) 140 in the locomotive that it sends a wagon order start packet at time tO. The steps 302-322 are performed by the HEU 140 while the CCD 210 performs steps 332-346 in each of the railway wagons. This wagon order start packet can be transmitted on the electric power line 130 to each CCD 210. The process of sending the wagon order start packet to all the CCDs 210 is represented as the dotted line 302A. The HEU 140 then waits a second, in accordance with step 304. This one second time is provided P1429 / 99MX to ensure that the wagon order start packet is received by each wagon control device 210 and steps 332 and 334, described below, can be performed by the various CCDs 210 during this time interval of a second. Next, step 306 is a warning to the machinist to perform pneumatic reduction in a predetermined amount, which may be 10 pounds (Note: pneumatic reduction can be automated in a preferred embodiment.) The magnitude of the reduction can be changed in one embodiment alternate). After pneumatic reduction, step 308 includes starting a timer during a predetermined interval, which may be 45 seconds. The forty-five (45) seconds may be used, if it is considered that there is sufficient time for all steps 332-346 to be performed on each of the CCDs 210. Once the timer has been started for 45 seconds, the Endhead unit 140 waits to receive the reduction time response packet from the various wagon control devices 210. Essentially, instantaneously to step 302 is step 332, in which each wagon control device 210 receives the wagon order start packet at time tO. As shown in step 334, as soon as the wagon order start packet is received by the devices of P1429 / 99MX wagon control 210, the wagon control devices 210 immediately register the pressure in the start brake tube, which is recorded by the wagon control devices 210. In accordance with step 336, the Wagon control 210 begins to measure the pressure in the brake tube at predetermined intervals, as suggested in step 338, which may be .025 seconds. If the pressure in the brake tube at time t is less than the pressure at the start brake tube measured during step 334, less than a certain predetermined amount (in this example, five pounds, however, any difference can be used). pressure in the brake tube but, in some situations, it may be preferred to use a relatively small brake tube difference, such as 0.1 PSI or within a range of 0.03 PSI to 1.0 PSI), then the Wagon control 210 moves to step 342. If the pressure in the brake tube at time t is greater than the pressure in the start brake tube minus the predetermined amount, then the measurement process is repeated on return to step 336 and then to step 338. This process is repeated until the pressure in the brake tube at time t is less than the pressure in the start brake tube minus the predetermined amount. Once this occurs, the control device, wagon 210 P1429 / 99MX then calculates the precise time required for the pressure in the brake tube to reach the predetermined limit established in step 340. The precise time to reach this predetermined limit of step 340 is calculated using some formulas which (depending on the time) exact set in step 338) can be assumed to be linear response. Once the precise time to reach the limit of step 340 has been calculated, that data or time figure is then supplied in accordance with step 346 to the end head unit 140 in a reduction time response packet. Additionally, the packet can be retransmitted to the end head unit 140 in accordance with the request for said packet, received from the end head unit 140, in accordance with step 344. Now returning to the operation of the end head unit 140 , in step 310, it is shown that the end head unit 140 receives time responses from the car control device 210. After receiving these responses, the end head unit 140, in accordance with step 312, determines whether The timer time of step 308 is terminated. If the timer time has not expired, then, in accordance with step 314, the end head unit 140 determines whether more wagon control devices 210 still have to respond. they have P1429 / 99 X to answer more wagon control devices 210, then the process of steps 310 and 312 is repeated until the timer time of 45 seconds has expired or it is determined that all wagon control devices have responded 210. If step 314 determines that all of the wagon control devices 210 have already responded, then the next step is to warn the machinist to perform the pneumatic release, which is performed for the purpose of reloading the brake line. If the timer time of 45 seconds has elapsed, then step 316 requires the determination of whether more CCDs are required to respond or whether all the CCDs have responded. If all the CCDs have already responded, then step 318 warns the driver of pneumatic release. However, if the 45 second timer time of step 312 has elapsed and still more CCDs will respond, then step 320 requires the sending of a time request for the wagon control device 210 that does not respond, through the power line 130. The time request is shown as a dotted line 320A. Once the time request is received, step 344 will cause step 346 to send a time packet to endhead unit 140, as shown by dotted line 346A. Step 310 will then receive this time response. Step P1429 / 99MX 312 will determine that the time has expired and will repeat the process until step 316 determines that no more CCDs will respond, at which time the machinist is notified of the pneumatic release and the end head unit 140 performs the function to classify or order the answers in ascending order, based on the time intervals provided in the numerous packages. It should be understood that each wagon of the train will perform functions 332-346 and that included in the time response packet issued in accordance with step 346, is a unique ID of each particular wagon that responded. The process of classifying step 322 based on the ascending order of time responses will correspond to the actual order of the train cars. Various initial conditions and assumptions are made in relation to the process described above to determine the order of the wagons. It was assumed that the pressure in the brake tube was initially at the set point, as established by the engineer. The energy in the train line must be on. All train CCDs must have been identified using the normal ECP communication protocol and the train must stop. The train's electric brakes must be applied and the air tanks of each car must be fully charged. Assumptions Additional P14 9 / 99MX include that the end cap unit (HEU) 140 should not order any change in the application of the brakes during the ordering process of the wagons. Similarly, wagon control devices (CCD) 210 should not change their brake application during the wagon ordering process. The deposits must be fully loaded. To avoid local changes (in the wagon) in the brake hose pressure that could reduce the accuracy of the wagon ordering process, no change in the application of the brakes should occur. The reduction in pneumatic pressure of step 306 must be performed at a predetermined speed or service rate. By "operating speed or speed" reference is made to the rate or speed of change of pressure in the brake hose. Reductions in the "speed or service" do not cause the emergency ventilation valves of the wagons to activate. The reductions in the "emergency speed" are undesirable for the ordering of the wagons, because the emergency reductions cause the wagons to individually ventilate the brake tube, thus reducing the precision in the ordering of the wagons. . Reductions in the "emergency speed" may also cause some types of ECP wagons to apply P1429 / 99MX the brakes, in addition to reducing the accuracy. Emergency brake applications use a large amount of air, which greatly increases the recovery time. A simplified variant of the approach to Figure 3 could eliminate the steps of calculating in the railway wagon, the precise time to reach the predetermined limit established in step 340 and transmit only one ID signal (without any calculated time interval) to the HEU 140, which uses the order of reception of the reduction time response packages to determine the order of the wagons. Referring now to Figure 4, a flowchart of portions of an alternate method of the present invention, designated generally 400, is shown in which one of the major differences is that the HEU 140 groups the CCDs 210 instead of allow each CCD 210 to respond after it detects the signal. The method includes a first step 302 which involves the end head unit 140 of a locomotive that sends a wagon order start packet at time tO. This wagon order start packet is transmitted on the electric power line 130 to the wagon control device 210. The process of sending the wagon order start pack to the wagon control device 210 is represented as a line P1429 / 99MX dotted 302A. The end head unit 140 then waits for a second, in accordance with step 304. The time of one second is provided to ensure that the wagon order start packet is received by each wagon control device 210 and so that they can be received by each wagon control device 210. steps 332 and 334 described above and below are carried out during the interval of one second. The next step 306 is a warning to the machinist to perform pneumatic reduction in a predetermined amount, which may be ten pounds. (Note: In a preferred embodiment, this step may be automated.) After pneumatic reduction, the next step is to wait 45 seconds, in accordance with step 402. Forty-five (45) seconds may be used if it is considered that is enough time for all steps 332-342 to occur. At the end of the 45 second wait, step 318 indicates that the machinist was notified to perform the pneumatic release. After pneumatic release, step 404 dictates a wait of one second after which step 406 describes the sending of a reduction time request packet to the wagon control devices. Referring now to steps 332-342, 432 and 434, at time tO, wagon control devices 210 (which involve almost instantaneous reception of the wagon order start package) P1429 / 99MX receives in the wagon order start package, in accordance with step 332. As shown in step 334, as soon as the wagon order start packet is received by the wagon control device 210 , the wagon control device 210 diately registers the initial pressure in the brake tube, which is recorded by the wagon control device 210. In accordance with step 336, the wagon control device 210 initiates the measurement of the pressure in the brake tube at predetermined intervals, as suggested in step 338, which may be 0.025 seconds. If the pressure in the brake hose at time t is less than the pressure in the brake hose at the start, measured during step 334, minus a certain predetermined amount (in this example, five pounds), the wagon control device passes. to step 342. If the pressure in the brake tube at time t is greater than the pressure in the start brake tube minus the predetermined amount, then the measurement process is repeated upon returning to step 336 and then step 338. The process is repeated until the pressure in the brake pipe at time t is less than the pressure in the starting brake pipe minus the predetermined amount. Once this occurs, the wagon control device 210 then calculates the time required for the pressure in the brake tube to reach the predetermined level P1429 / 99MX set in step 340. The precise time to reach this predetermined limit level of step 340 is preferably calculated by assuming a linear response during the intervals, as dictated by step 338. Once the time was calculated In order to reach the limit of step 340, the time data is then withheld until the receipt of the reduction time request from the end head unit is presented, in accordance with step 432. Upon receipt of this request of reduction time, in accordance with step 434, the wagon control device 210 sends a reduction time response packet to the end head unit, as shown by dotted line 434A. Returning now to the activity in the end head unit 140, in accordance with step 408, the reduction time response is received and, then, in accordance with step 410, a determination is made if more time responses need to be received. reduction from other wagon control devices. If it is determined that more CCDs 210 need to respond, then the process is repeated through steps 404, 406, which interrogate another rail control device 210, which in turn, in accordance with step 434, will respond with a time reduction response packet to the end 140 head unit. This process is P1429 / 99MX repeats until all the wagon control devices 210 have been grouped and all reduction time responses have been received from each wagon control device 210 of the train. Once step 410 determines that no more wagon control devices 210 need to be grouped together, then, in accordance with step 322, responses are sorted in ascending order. Alternate modes can use different combinations of pressure reduction in the brake tube and detection pressures of the CCD. An alternate mode can cause the CCDs to make the time measurements in the ascent instead of the fall in the pressure of the brake tube. An alternate mode can cause the CCD to measure both the start and end pressure in the brake tube and use a precise percentage time threshold between these points. It is considered that the method and apparatus of the present invention will be understood from the foregoing description and that it will be evident that various changes may be made in the form, construction, steps and arrangement of the parts and steps thereof, without deviating from the spirit and scope of the invention or without sacrificing all its material advantages. The form described herein is a preferred or exemplary embodiment thereof.

P1429 / 99MX

Claims (29)

1. NOVELTY OF THE INVENTION Having described the present invention, it is considered as a novelty and, therefore, the content of the following CLAIMS is claimed as property; A method for determining the order of a plurality of wagons in a train of the type in which these wagons are linked to a locomotive by means of a pressurized air line and, additionally, are linked to the locomotive by means of some electronic means of communication, in where the method includes the steps of: sending an electromagnetic signal to each car of the plurality of wagons to initialize the recording of the pressure in the air line of each of the wagons and generate the air pressure record of the line of reference for each of the wagons; sending a predetermined pneumatic signal through the air line to the plurality of wagons; sending a plurality of responses, one from each car of the plurality of wagons, which is representative of a characteristic time of reception of the predetermined pneumatic signal by each car of the plurality of wagons; the reception time characteristic is measured by detecting a pressure in the line P1429 / 99MX of air in each car of the plurality of wagons, which is different in a predetermined threshold of the air pressure record of the reference line for each of the wagons; and classify the plurality of responses based on the time characteristic.
2. 2. A method according to claim 1, wherein the electronic communication means is an energy line that extends through the train.
3. 3. A method according to claim 1, wherein the electronic communication means uses an RF communication link.
4. 4. A method according to claim 2, wherein the step of sending a plurality of responses includes responses that include a calculated time that is related to the propagation delay of the pneumatic signal.
5. 5. A method according to claim 4, wherein the responses further include identification of a wagon of the plurality of wagons.
6. 6. A method according to claim 2, wherein the responses include the identification of a wagon of the plurality of wagons.
7. 7. A method according to claim 5, wherein each wagon of the plurality of wagons responds only after the locomotive has sent a message to it.
8. 8. A method according to claim 5, in P1429 / 99MX where each wagon of the plurality of wagons responds without receiving the response request from the locomotive.
9. 9. A method according to claim 6, wherein the predetermined threshold is within the range of 0.03 to 1.0 PSI.
10. 10. A method according to claim 9, wherein the predetermined threshold is practically 0.1 PSI.
11. 11. An apparatus for determining the order of railway wagons in a train, the apparatus comprising: a means for electronic communication between a locomotive and a plurality of railway wagons; the means for electronic communication provides an instruction to each of the wagons to take the reading of the air pressure of the reference line; a means for pneumatic communication between a locomotive and a plurality of railway wagons; and means for using the known difference in the propagation speeds of the electronic communication medium and the pneumatic communication means, so that the order of the train can be determined.
12. 12. An apparatus according to claim 11, P1429 / 99MX wherein the means for electronic communication comprises an RF link.
13. 13. An apparatus according to claim 11, wherein the means for electronic communication is an energy line that extends along the train.
14. 14. An apparatus according to claim 13, wherein the means for pneumatic communication between a locomotive and a plurality of railway wagons is a brake line.
15. 15. An apparatus according to claim 14, wherein the means for using the known difference includes a detector in each railway car to detect the reception of a pneumatic signal.
16. 16. An apparatus according to claim 15, further including a timer for detecting the time characteristic corresponding to the reception of a predetermined pneumatic signal.
17. 17. An apparatus according to claim 16, wherein the means for using the known difference includes a processor for ordering responses from various wagons, based on the time characteristic.; wherein the means for use uses the information based on the order of receipt of the messages from the various wagons to determine the order of the wagons in the train. P1429 / 99MX
18. 18. An apparatus comprising: an end head unit located in a locomotive for coupling with a line of air brakes and for generating a predetermined pneumatic signal that will be propagated along the line of air brakes; a plurality of rail car air brake signal detectors coupled to the pneumatic brake line and located in a plurality of rail cars, where each of the air brake signal detectors of the rail car takes a reading of reference line air pressure in response to an initialization signal and generates an electronic signal in response to the reception of the pneumatic signal; and a communication link that couples the air brake signal detectors of the rail car with the end head unit.
19. An apparatus according to claim 18, wherein the electronic signal includes a time characteristic related to the delay between the transmission of the pneumatic signal by the end head unit and the reception of the pneumatic signal by at least one of the detectors of the air brake signal of the railway car.
20. 20. An apparatus according to claim 18, wherein the end head unit determines the P1429 / 99MX time characteristic corresponding to the delay of the reception of the pneumatic signal by the air brake signal detector of the railway car in which the electronic signal does not include the calculated time data portion.
21. An apparatus according to claim 18, wherein, in an order corresponding to the increase in distance from the end head unit, the end head unit receives, from each of the plurality of air brake signal detectors. of the railway car, an electronic message that contains a unique ID for each of the wagons.
22. 22. An apparatus according to claim 18, wherein the end head unit generates an electronic signal on the communication link that initializes each of the plurality of detectors of the air brake signal of the rail car and activates a timer in each of the plurality of air brake signal detectors of the rail car, so that the delayed pneumatic signal can be detected in each of the plurality of air brake signal detectors of the rail car and compared therewith with a common time reference.
23. 23. An apparatus according to claim 18, wherein the pneumatic signal is a reduction in the pressure in the air tube. P1429 / 99MX
24. 24. An apparatus according to claim 18, wherein the pneumatic signal is an increase in the pressure of the air tube.
25. 25. An apparatus according to claim 18, wherein the pneumatic signal is a disturbance having a predetermined frequency characteristic.
26. 26. An apparatus according to claim 18, wherein the air brake signal detectors generate an electronic signal in response to a change in air pressure that exceeds a predetermined threshold.
27. 27. An apparatus according to claim 26, wherein the predetermined threshold is in the range of 0.03 to 2.0 PSI.
28. 28. An apparatus according to claim 27, wherein the predetermined threshold is practically 0.1 SI.
29. 29. A method for determining the order of a plurality of railway wagons in a train, of the type in which wagons are linked to a locomotive by a pressurized air line and are additionally linked to the locomotive by means of some electronic means of communication, wherein the method includes the steps of: sending a predetermined pneumatic signal through the air line to the plurality of wagons; P1429 / 99MX send a plurality of responses, one from each car of the plurality of wagons, where the time of sending each response is representative of a time characteristic of the reception of the predetermined pneumatic signal by each wagon of the plurality of wagons; and classify the plurality of responses based on the time of submission. P1429 / 99MX