AU702064B2 - Method for checking prior notification data records relating to the composition of a group of vehicles - Google Patents

Description

2 DE-Al-29 31 085 describes a device for determining the number of axles of vehicles which are not equipped with an effective identification feature in a group with other vehicles which are equipped with effective identification features. Determining the number of axles in a group of vehicles is a first essential criterion for identification of a group of vehicles. However, this method on its own allows only limited identification, so that there is a considerable remaining risk of incorrect identification. Incorrectly identified groups can, however, be assigned a prior notification data record which is not applicable, and then causes incorrect splitting up. The correction which is then necessary involves considerable cost and time penalties.

DD-Al-229 657 discloses a method for determining the number of vehicles, the distances between the axles, the individual vehicle lengths and the total length of a group of vehicles. In this case, two rail switching devices, which are arranged at a shorter distance apart than the minimum distance between the axles of a bogie are used to determine the distances between the axles, based on the mean axle speeds and the time intervals between passing the rail switching devices. The distances between axles determined in this way are compared with pre-determined, type-specific reference values in order to determine the vehicle type.

433 756 discloses a system for checking and monitoring goods wagons, each individual goods wagon being equipped with an individual identification feature.

Although this system allows unique identification of the smallest sub-unit (individual vehicle) and thus a very high identification probability, equipping all the vehicles in an existing wagon depot with suitable individual identification features is not economically acceptable, and is also not possible at short notice.

The object of the invention is thus to provide a method for checking prior notification data records whose association reliability of relevant prior notification data for the respectively considered group of vehicles is -3considerably improved and which is practicable with a small number of individual vehicles which can be identified individually in particular during an introduction and a transition phase to individual identification features or in the event of frequent failure of other suitable identification methods. The method should also allow prior notification data records to be checked.

This object according to the invention is achieved by a method for checking prior notification data records (VM) relating to the composition of a group of vehicles (VB) having at least one individual vehicle (EF) which is identified individually, said method comprising the steps of: determining a configuration (AKON) of a currently monitored group of vehicles (VBx) and checking for correspondence with the respective configuration in accordance with relevant prior notification data records (VM); assigning a data record to the monitored group of vehicles (VNx) if there is a match of said data record with precisely one prior notification data record, and S 15 generating an error message (FEH2) if the prior notification data record assigned on the :i basis of precisely one match does not comprise the individually identified individual vehicle (Efx); and o assigning that prior notification data record (VM4) which comprises the individually identified individual vehicle (Efx) to the monitored group of vehicles S 20 (VBx), if there is more than one match or there is no match of said data record, and generating an error message (FEH1) if no assignment is possible.

A major advantage of the method according to the invention is that the determined configuration of the currently monitored group of vehicles is used, as a result of the additional identification of at least an individual vehicle in the group of vehicles, both for checking and/or retrospective correction if the prior notification data record has already been assigned, as well as for decision-making if there are two or more [n:\libpp]Ol 120:IAD 4 assignment options. The method according to the invention thus allows step-by-step introduction of individual identification, even a low equipment level allowing a considerable improvement in the confidence of identification of a group of vehicles. It also allows the introduction of methods for identification of individual vehicles, whose typical error rate precludes general application. The individual vehicles are preferably equipped with individual identification features, and can be identified automatically.

One particularly advantageous option for configuration determination is to determine the configuration on the basis of the number of axles and distances between the axles. The identification criteria which can be derived from this can thus be improved further according to an advantageous refinement of the invention by additionally determining and using the wagon sequence.

Particularly robust and reliable identification of individual vehicles is possible according to an advantageous development of the invention in that a surface acoustic wave reflector is used as a vehiclespecific identification feature, as is known, per se, from the article "DER INTELLIGENTE GUTERWAGEN" (The Intelligent Goods Wagon), R. Grolms and M. Jung in Transport- und Umschlag-technik (Transport and Packaging Technology), 54-1994. An alternative identification principle is video identification of the individual wagon numbers it being advantageous that it is sufficient just to be able to identify a comparatively small number of individual vehicles for example because the wagon numbers are covered in dirt). In consequence, even video identification methods (which are known per se) with error rates of about 50% can be used which would be unsuitable for general use for reliable identification of a group of vehicles.

The invention will be explained in more detail in the following text with reference to a drawing, in which: Figure 1 shows a shunting yard operated in accordance with the method according to the invention, 5 Figure 2 shows the comparison of a current group of vehicles with relevant prior notification data records, and Figure 3 shows a schematic flowchart.

Figure 1 shows a large number of groups of vehicles VBI, VB2, VB3, VB4 to VBn whose configurations in groups have been determined in advance and are each represented in the form of prior notification data records VM1, VM2, VM3, VM4 to VMn. The configurations can be obtained from the original formation of the groups of vehicles and can be passed on from station to station on the basis of the routing of the groups of vehicles or, for example, can be received at a receiving station, which is reached before a shunting yard RA. Each group of vehicles VBI to VBn contains, at some point, at least one individual vehicle EFI, EF2, EF3, EF4 to EFn which can be identified individually by an individual identification feature IKl to IKn. The identification feature (for example IKl) includes details of the wagon type and the wagon number, so that each individual vehicle EF is specified uniquely. In addition, the identification feature may include other details, for example relating to the contents, the starting point and the destination of the individual vehicle (for example EFl) or of its group of vehicles (for example VBl).

The prior notification data records VMl to VMn include details relating to the distance between the axles AA. These details are indicated in simplified form as dimensioned numbers in Figure i, which indicate the respective relative distance between adjacent axles. For example, the distance between the first axles All, A12 of the first vehicle FlI in the group of vehicles VBl is and the distance between the last axle A12 of the first vehicle and first axle A13 of the following vehicle F12 is The distances between the other axles in the group of vehicles VBl and in all other groups of vehicles are determined in a corresponding manner. In addition, the wagon ends WE (wagon sequence) in the direction of travel A are determined, and are indicated in the respec- 6 tive set of prior notification data. This is illustrated in simplified form in Figure 1 by in each case underlining the distances between those axles which are axles at the end of wagons. Accordingly, for example, the distance between axles between the axles A12, A13 of the group of vehicles VBI is underlined. Alternatively, if sequential axle numbering is used, those axles which are axles at the end of wagons can also in each case be identified per se. In addition, the prior notification data records VMn each contain the total number E of axles in the respective group of vehicles. The axle configurations are determined in advance as the groups of vehicles move past a recording unit AE on the arrivals side, for example according to DD-A1-229 657, as indicated for the group of vehicles VMn.

The prior notification data VMn are passed to the shunting yard RA, which has an evaluation and comparison unit AV. The evaluation unit determines, in a corresponding manner the axle configuration for a group of vehicles VBx currently being considered in that the total number of axles, the distances between the axles AA and the respective axles at the wagon ends are in each case determined. In this case, the current configuration may be 3215123214123 designated AKON in Figure 1 (total number E: 14). In addition, an identification device EK is provided for the individual identification features IK.

As Figure 2 shows, the current configuration AKON is then in each case compared with relevant prior notification data VM, in the comparison device AV (Figure 1) Although, in comparison with the total number E of axles, this results in a match (in each case 14 axles) between the current configuration AKON of the group of vehicles VBx and the first set of prior notification data VM1, the current configuration differs considerably from the prior notification data VM1 in terms of the distances between the axles and the wagon ends (wagon sequence). The prior notification data VMI are thus rejected as being inapplicable to the group of vehicles VBx. The comparison of ,4

W

:jUM i.~iii0- 7 the prior notification data VMn with the current configuration (not illustrated explicitly in Figure 2) also results in a considerable discrepancy in terms of the total number (12/14) of axles. Figure 2 illustrates only the two prior notification data records VM2 and VM4 which both provide a complete match with the current configuration AKON in terms of the total number of axles, the distances between the axles and the wagon ends. If only the configuration of the currently monitored group of vehicles were available, it would now be necessary to confirm personally on site which of the groups of vehicles VM2 or VM4 is actually present. Additional evaluation of the identification feature IKx of the first wagon EF in the monitored group of vehicles VBx not only results in the first wagon being identified individually, but also makes it possible to deduce the entire group of vehicles VBx. Specifically, on the basis of the uniquely identified wagon number and wagon position, the individual vehicle EF4 (Figure 1) allows the conclusion to be drawn that this can be only the group of vehicles VB4 according to the prior notification data record VM4.

Specifically, only this group of vehicles VM4 has in its first position the individual vehicle EF4, which corresponds with the first vehicle EFx in the group of vehicles VBx not only in terms of its axle configuration but also in terms of its wagon number. Surface acoustic wave reflectors, which are known per se, may be used as identification features IK for individual identification.

Alternatively, video identification may be provided for optical scanning and identification of the individual wagon numbers.

In the case of an alternative situation, which is included in the following text to provide further explanation, the prior notification data records are assumed not to include the prior notification data VM4. In this case, the prior notification data record VM2 would be assigned to the group of vehicles VBx on the basis of the comparison described in conjunction with Figure 2 (for the lack of any alternative), since this data record 8 corresponds, in terms of the axle configuration and the total number of axles, to the current configuration AKON.

However, if the identification feature IKx were to be checked, it would be evident that a different individual vehicle EFx had been identified in the group of vehicles VBx rather than the individual vehicle EF2. Accordingly, an error message FEH2 would be generated, which makes the incorrect identification evident and thus prevents subsequent incorrect handling of the group of vehicles VBx.

The relationships described above are summarized schematically once again in a flowchart in Figure 3. In a first method step, the respective currently determined configuration AKON of the current group of vehicles VBx (shown as AKON(VBx)) is compared with relevant prior notification data VMI to VMn reported in advance. If this comparison results in precisely one match the group of vehicles VBx is initially assigned the corresponding prior notification data record VMi (AKON(VBx) VMi). If, on the other hand, no match is found whatsoever or a number of matches are found [(AKON(VBx)) o VM1 to VMn or AKON(VBx) VM2 and VM4], the prior notification to be assigned to the monitored group of vehicles VBx is determined by individual identification of an individual vehicle. If no assignment were possible owing to the identified individual vehicle EFx not being contained in any of the relevant prior notification data records VM2 and VM4, an error message FEHI is generated in the same way as if there were no match According to the case illustrated in Figure 2, the prior notification data record VM4 is assigned to the group of vehicles VBx. If a unique match is found, an additional check is carried out to determine whether the individual vehicle EFi to be expected in the group of vehicles VBx on the basis of the identification feature IKx is also actually included in the group of vehicles VBx. If this is the case it is possible to deduce with a surprisingly high level of confidence that the current group of vehicles has been identified correctly and the assignment of the prior

CO

\3-A ST.(/1 9 notification data is correspondingly correct If not an error message FEH2 is output, which prevents the group of vehicles VBx from being split up incorrectly, or allows this splitting to be detected subsequently and to be corrected retrospectively.

The claims defining the invention are as follows: 1. A method for checking prior notification data records (VM) relating to the composition of a group of vehicles (VB) having at least one individual vehicle (EF) which is identified individually, said method comprising the steps of: determining a configuration (AKON) of a currently monitored group of vehicles (VBx) and checking for correspondence with the respective configuration in accordance with relevant prior notification data records (VM); assigning a data record to the monitored group of vehicles (VNx) if there is a match of said data record with precisely one prior notification data record, and generating an error message (FEH2) if the prior notification data record assigned on the basis of precisely one match does not comprise the individually identified individual vehicle (Efx); and assigning that prior notification data record (VM4) which comprises the individually identified individual vehicle (Efx) to the monitored group of vehicles 15 (VBx), if there is more than one match or there is no match of said data record, and generating an error message (FEH1) if no assignment is possible.

2. Method according to claim 1, wherein the number of axles and the distances between axles (AA) are determined in order to form the prior notification data 20 records (VM) and in order to determine the configuration (AKON).

3. Method according to claim 2, wherein the wagon sequence (WE) is also determined.

4. Method according to one of the preceding claims, wherein a surface acoustic wave reflector is used as a vehicle-specific identification feature (IK).

[n:\libpp]O 1120:IAD

Claims (1)

1. 6. A method for checking prior notification data records relating to the composition of a group of vehicles, substantially as described herein with reference to Figs. 1 to 3. DATED this Tenth Day of December 1998 Siemens Aktiengesellschaft Patent Attorneys for the Applicant SPRUSON FERGUSON e Se *e e [n:\libpp]01 120:IAD 12 Abstract Method for checking prior notification data records relating to the composition of a group of vehicles The group of vehicles (VB) contains at least one individual vehicle which can be identified indivi- dually. The configuration (AKON) of a currently monitored group of vehicles (VBx) is determined and is checked for a match with relevant prior notification data records If there is a match with precisely one prior notification data record, this data record is assigned to the group of vehicles (VBx). If there is more than one match, or no match, the prior notification data record (VM4) to be assigned to the group of vehicles (VBx) is determined by identification of the individual vehicle (EF4). FIG 1