CA2461066A1 - Method and device for identifying the sequence of wheel sets - Google Patents
Method and device for identifying the sequence of wheel sets Download PDFInfo
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- CA2461066A1 CA2461066A1 CA 2461066 CA2461066A CA2461066A1 CA 2461066 A1 CA2461066 A1 CA 2461066A1 CA 2461066 CA2461066 CA 2461066 CA 2461066 A CA2461066 A CA 2461066A CA 2461066 A1 CA2461066 A1 CA 2461066A1
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- 238000000034 method Methods 0.000 title claims abstract description 19
- 230000005540 biological transmission Effects 0.000 claims description 10
- 230000002457 bidirectional effect Effects 0.000 claims description 2
- 238000005259 measurement Methods 0.000 claims 1
- 230000003287 optical effect Effects 0.000 claims 1
- 230000003137 locomotive effect Effects 0.000 description 6
- 230000008878 coupling Effects 0.000 description 2
- 238000010168 coupling process Methods 0.000 description 2
- 238000005859 coupling reaction Methods 0.000 description 2
- 238000011161 development Methods 0.000 description 2
- 230000018109 developmental process Effects 0.000 description 2
- RYGMFSIKBFXOCR-UHFFFAOYSA-N Copper Chemical compound [Cu] RYGMFSIKBFXOCR-UHFFFAOYSA-N 0.000 description 1
- 230000003190 augmentative effect Effects 0.000 description 1
- 239000010949 copper Substances 0.000 description 1
- 229910052802 copper Inorganic materials 0.000 description 1
- 230000002950 deficient Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000013307 optical fiber Substances 0.000 description 1
- 238000001228 spectrum Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
- B61K9/12—Measuring or surveying wheel-rims
-
- 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
-
- 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
- B61L15/0081—On-board diagnosis or maintenance
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L67/00—Network arrangements or protocols for supporting network services or applications
- H04L67/01—Protocols
- H04L67/12—Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L69/00—Network arrangements, protocols or services independent of the application payload and not provided for in the other groups of this subclass
- H04L69/30—Definitions, standards or architectural aspects of layered protocol stacks
- H04L69/32—Architecture of open systems interconnection [OSI] 7-layer type protocol stacks, e.g. the interfaces between the data link level and the physical level
- H04L69/322—Intralayer communication protocols among peer entities or protocol data unit [PDU] definitions
- H04L69/329—Intralayer communication protocols among peer entities or protocol data unit [PDU] definitions in the application layer [OSI layer 7]
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Health & Medical Sciences (AREA)
- General Health & Medical Sciences (AREA)
- Biomedical Technology (AREA)
- Computing Systems (AREA)
- Medical Informatics (AREA)
- Computer Networks & Wireless Communication (AREA)
- Signal Processing (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Described is method and a device for identifying the sequence of wheel sets within a railroad train (10)that is made up of individual cars (12), each of which has at least two wheel sets (14, 15), that can be coupled together in any order.
An identification mark is assigned to each wheel set (14, 15) of a car (12).
The identification mark of the wheel set (14, 15) is added in sequence to a data telegram received from the preceding wheel set (15, 14) by the wheel sets (14, 15) and this data telegram is then passed to the next wheel set (14, 15). The original data telegram is passed from a central facility (26) to the first wheel set (14, 15) in the train (10) and the data telegram that has had all the identification marks of all the wheel sets (14, 15) added to it is sent back from the last wheel set (15) in the train to the central facility (26).
An identification mark is assigned to each wheel set (14, 15) of a car (12).
The identification mark of the wheel set (14, 15) is added in sequence to a data telegram received from the preceding wheel set (15, 14) by the wheel sets (14, 15) and this data telegram is then passed to the next wheel set (14, 15). The original data telegram is passed from a central facility (26) to the first wheel set (14, 15) in the train (10) and the data telegram that has had all the identification marks of all the wheel sets (14, 15) added to it is sent back from the last wheel set (15) in the train to the central facility (26).
Description
Method and Device for Identifying the Sequence Of Wheel Sets The present invention relates to a method and a device for identifying the sequence of wheel sets within a railroad train that is made up a number of individual railroad cars that can be coupled to one another in any sequence, each such car having at least two wheel sets.
In this context, a wheel set is understood to refer to a combination of a plurality of wheels to form a module that can have one or several axles. Multiaxle modules, preferably two-axle modules, are usually integrated into a so-called bogie and are installed on the car in this so as to be able to pivot. For such a case, the expression "wheel set" is used as a synonym for "bogie."
In order to ensure the safety of rail traffic it is essential that damage or failures that could result in major disruptions of service or even to accidents involving personal endangerment be identified promptly. Such damage can occur on the train, in the individual wheel sets, or in the bogies that support the wheel sets in the cars and the locomotive, as well as in the track, for example the track itself or the road bed.
In a known method for identifying damage in railroad traffic, in particular in high-speed trains (DE 198 52 220 A1 ), in which the running gear of a car has at least two bogies, each of which has a multi-axle wheel set, an acoustic model for each bogie is generated from the output signals from a plurality of acoustic pickups that are associated with each bogie; the sound or its frequency spectrum is plotted as a function of time in each such acoustic model. Each bogie sound is monitored for changes over time, and the changes over time are recorded in a number of bogie acoustic patterns that are associated with the bogies that follow one another in sequence in the train, are compared with each other and evaluated. Based on this analysis of the patterns, conclusions are reached with respect to the type and severity of damage that is occurring to the train or the track, and then stored in a fault index, associated with either the particular stretch of track or the damaged bogie. When this is done, steps are also taken to identify the wheel of the defective bogie that is damaged.
Use of this method requires that the sequence of the bogies in the train be known. For all intents and purposes, this poses no problem in the case of trains that always have the cars configured in the same sequence and only the direction in which they move is changed, since the bogies or the wheel sets are always arranged in the same sequence and the sequence need be changed only when the direction of travel changes. In the case of railroad trains that are frequently reassembled and in which the individual cars can be coupled to each other in any order after shunting, the bogies or the wheel sets are placed in a completely different arrangement within the train.
It is the objective of the present invention to describe a method and a device with which the sequence of the wheel sets within a railroad train can be dependably identified once the cars have been assembled, regardless of the order in which this has been done.
According to the present invention, this objective has been achieved with the features set out in Patent Claim 1 and Patent Claim 8.
The method and the device according to the present invention entail the advantage that its place number in the individually assembled train is assigned to each wheel set or bogie, and this place number can be called up when the bogie acoustic pattern and the train acoustic pattern are being evaluated.
Because of this, it is possible-on the one hand-to identify whether or not anomalies in the sound pattern can be attributed to damage in the wheel sets or to damage to the permanent way and-on the other hand- damage to the wheel sets can be assigned to the correct wheel sets or bogies and then filed with the correct assignment in the fault index.
Practical embodiments of the method according to the present invention, with advantageous developments and configurations of the present invention, are set out in Patent Claims 2 to 7. Practical embodiments of the device according to the present invention, with advantageous developments and configurations of the present invention, are set out in Claims 9 to 15.
The present invention is described in greater detail below the basis of the drawings appended hereto. These drawings show the following:
Figure 1: Sections of a railroad train that is made up of cars that are coupled to one another;
Figure 2: An exemplary embodiment for the connection point ll shown in Figure 1;
Figure 3: A further embodiment for the connection point II in Figure 1;
Figure 4: A diagram showing a train with four cars coupled to one another;
Figure 5: The same train with the same four cars coupled together, but out of order after shunting;
Figure 6: A correspondence table compiled in a central facility, showing the sequence of the wheel sets in the train.
The railroad train 10 shown in Figure 1, which runs on a track 11, is made up of a plurality of cars 12 that are coupled to one another, the foremost car 12 being coupled to an electric or diesel locomotive 13. The embodiment shown in Figure 1 has two cars 12 and the locomotive 13, the latter shown only in part. The running gear of each car 12 has two wheel sets 14 and 15. Each wheel set 14, 15 has two wheel axles and thus a total of four wheels. A two-axle wheel set or 15 is usually arranged in a bogie 17. A wheel set 14 can also have a plurality of wheel axles or even only one axle. In the latter case, the bogie is eliminated.
The cars 12 are coupled to each other in the usual way, by mechanical couplings 18.
In this context, a wheel set is understood to refer to a combination of a plurality of wheels to form a module that can have one or several axles. Multiaxle modules, preferably two-axle modules, are usually integrated into a so-called bogie and are installed on the car in this so as to be able to pivot. For such a case, the expression "wheel set" is used as a synonym for "bogie."
In order to ensure the safety of rail traffic it is essential that damage or failures that could result in major disruptions of service or even to accidents involving personal endangerment be identified promptly. Such damage can occur on the train, in the individual wheel sets, or in the bogies that support the wheel sets in the cars and the locomotive, as well as in the track, for example the track itself or the road bed.
In a known method for identifying damage in railroad traffic, in particular in high-speed trains (DE 198 52 220 A1 ), in which the running gear of a car has at least two bogies, each of which has a multi-axle wheel set, an acoustic model for each bogie is generated from the output signals from a plurality of acoustic pickups that are associated with each bogie; the sound or its frequency spectrum is plotted as a function of time in each such acoustic model. Each bogie sound is monitored for changes over time, and the changes over time are recorded in a number of bogie acoustic patterns that are associated with the bogies that follow one another in sequence in the train, are compared with each other and evaluated. Based on this analysis of the patterns, conclusions are reached with respect to the type and severity of damage that is occurring to the train or the track, and then stored in a fault index, associated with either the particular stretch of track or the damaged bogie. When this is done, steps are also taken to identify the wheel of the defective bogie that is damaged.
Use of this method requires that the sequence of the bogies in the train be known. For all intents and purposes, this poses no problem in the case of trains that always have the cars configured in the same sequence and only the direction in which they move is changed, since the bogies or the wheel sets are always arranged in the same sequence and the sequence need be changed only when the direction of travel changes. In the case of railroad trains that are frequently reassembled and in which the individual cars can be coupled to each other in any order after shunting, the bogies or the wheel sets are placed in a completely different arrangement within the train.
It is the objective of the present invention to describe a method and a device with which the sequence of the wheel sets within a railroad train can be dependably identified once the cars have been assembled, regardless of the order in which this has been done.
According to the present invention, this objective has been achieved with the features set out in Patent Claim 1 and Patent Claim 8.
The method and the device according to the present invention entail the advantage that its place number in the individually assembled train is assigned to each wheel set or bogie, and this place number can be called up when the bogie acoustic pattern and the train acoustic pattern are being evaluated.
Because of this, it is possible-on the one hand-to identify whether or not anomalies in the sound pattern can be attributed to damage in the wheel sets or to damage to the permanent way and-on the other hand- damage to the wheel sets can be assigned to the correct wheel sets or bogies and then filed with the correct assignment in the fault index.
Practical embodiments of the method according to the present invention, with advantageous developments and configurations of the present invention, are set out in Patent Claims 2 to 7. Practical embodiments of the device according to the present invention, with advantageous developments and configurations of the present invention, are set out in Claims 9 to 15.
The present invention is described in greater detail below the basis of the drawings appended hereto. These drawings show the following:
Figure 1: Sections of a railroad train that is made up of cars that are coupled to one another;
Figure 2: An exemplary embodiment for the connection point ll shown in Figure 1;
Figure 3: A further embodiment for the connection point II in Figure 1;
Figure 4: A diagram showing a train with four cars coupled to one another;
Figure 5: The same train with the same four cars coupled together, but out of order after shunting;
Figure 6: A correspondence table compiled in a central facility, showing the sequence of the wheel sets in the train.
The railroad train 10 shown in Figure 1, which runs on a track 11, is made up of a plurality of cars 12 that are coupled to one another, the foremost car 12 being coupled to an electric or diesel locomotive 13. The embodiment shown in Figure 1 has two cars 12 and the locomotive 13, the latter shown only in part. The running gear of each car 12 has two wheel sets 14 and 15. Each wheel set 14, 15 has two wheel axles and thus a total of four wheels. A two-axle wheel set or 15 is usually arranged in a bogie 17. A wheel set 14 can also have a plurality of wheel axles or even only one axle. In the latter case, the bogie is eliminated.
The cars 12 are coupled to each other in the usual way, by mechanical couplings 18.
Within a car 12, there is a microcomputer 20 associated with each wheel set 14 or 15, and an identification mark (hereinafter referred to as an identification number) that identifies the wheel set 14, 15, is assigned to each microcomputer.
All of the microcomputers 20 within the train 10 communicate with each other by way of data-transfer channels. In the embodiment shown in Figure 1, the data-transfer channels are in the form of copper or optical fibre data lines 21, that are hard wired between the microcomputers 20 arranged within a car 12 and can be separated at an interface 22 that is located between the cars 12 that are coupled to one another. The interface 22 can be in the form of a connecting plug 23, as is shown diagrammatically in Figure 3. An identical connector half 231 of each connecting plug 23 is arranged at the end of the car 12. Once two cars 12 have been coupled together, the two halves 231, 232 of the connector that are facing each other are joined to each other. Before a car is uncoupled, the connector halves 231, 232 are separated.
In order to avoid the manual coupling and uncoupling of the data lines 21 between the cars at the interfaces 22, the data transfer channels between the cars 12 are configured as wireless data links. To this end, at each end of a car 12 there is a transmitter/receiver unit 24, which is shown diagrammatically in Figure 2; this unit comprises a transmitter 241 and a receiver 242. Each transmitter/receiver unit 24 is connected by a fixed data line 21 to a microcomputer 20. In the case of cars that are coupled together, the transmitter/receiver units 24 of the cars 1 face each other so that data can be transmitted between the cars 12.
A central computer is installed in the locomotive 13, and this is connected to the car connected to the locomotive by way of a data transmission link that contains the interface II. The data transmission link is once again configured as a wireless data link with transmitter/receiver unit 24 or as a data line 21 with the connector 23. By appropriate arrangement of the data lines 2 in the individual cars 12, the first microcomputer 20 that is associated with the foremost wheel set 14 of the first car 12 in the train 10 is connected to the central computer 25, each following microcomputer 20 is connected with the preceding microcomputer 20, and the last microcomputer 20 that is associated with the last wheel set 15 in the train 10 is in its turn connected to the central computer 25.
The central computer 25 is a central facility 26 in the train 10 to which all information is passed and in which all such information is evaluated in the appropriate manner.
As described heretofore, for a method for identifying damage to the wheel sets 14 and 15 that occurs when the train 10 is moving, or for identifying damage to the track that is being travelled over at any particular moment, it is essential that the sequence of the wheel sets 14, 15 on the individual cars in a train 10 be known in the central facility 26, which is to say in the central computer 25, so that the damage can be identified, analyzed, associated with the individual wheel sets 14, 15 or the section of track that is travelled over, and appropriate steps taken. For this reason, after the individual cars 12 have been assembled to form a train, and the first trip started, the sequence of the cars 12 that are coupled together in the train is established as follows:
Within the central facility 26, the central computer 25 generates a data telegram that is passed to the first wheel set 14 in the following car by way of the data transfer channels (over the data lines 21 and/or the transmitter/receiver units 24.
The microcomputer that is associated with this wheel set 14 receives this data telegram and on the basis of a control command that is contained in the data telegram it adds its identification number to the data telegram. The data telegram, supplemented by the identification number is transmitted to the following wheel set 15, where the identification number of wheel set 15 is added to it by the microcomputer 20 that is associated with wheel set 15. The data telegram, which now contains two identification numbers in the sequence that corresponds to the order that corresponds to that of the wheel sets 14, is now transmitted to the following wheel set 14 in the next car 12 that is coupled on.
The microcomputer 20 that is associated with this wheel set 14 again adds its identification number to the data telegram and then transmits the data telegram to the microcomputer 20 of the following wheel set 15. This process is repeated until such time as the data telegram has had all the identification numbers of the wheel sets 14, 15 in the train added to it. This completely augmented data telegram is now transmitted from the last wheel set 15 in the train 10, or more precisely by the microcomputer 20 that is associated with this wheel set, to the central computer 25 in the central facility 26. After the train 10 has been made, up, the number of cars 12 and the type of each car have been input into the central computer 25 so that the total number of wheel sets 14, 15 in the train.
The central computer now compares the total number of wheel sets 14, 15 with the number of identification numbers contained in the data telegram. If the two number do not agree, an error message is output. If the numbers agree, the central computer 25 compiles a correspondence table 28 (Figure 6) in which the identification numbers are arranged in the order of the wheel sets 14, 15 in the train 10, as determined by the direction of travel. The central computer determines the direction of travel with the help of a bidirectional accelerometer 27 that is installed in the longitudinal direction, e.g., in the locomotive 13.. The direction of travel that has been identified is verified in that it is established whether or not there is any moving-vehicle noise emission. If the presence of moving-vehicle noise emission is measured over several seconds away, then the direction of travel-as determined-is fixed.
Figure 4 shows an example of a railroad train 10 made up of four cars 12, the cars 12 being coupled to one another in order. The cars 12 are identified, for example, by the letters A, B, C, and D. Each car 12 has a front wheel set 14 and a rear wheel set 15. In the example shown in Figure 4, each wheel set 14, 15 has only one wheel axle. The identification number "v" for the front wheel set 14 and "h" for the rear wheel set of a car is assigned to each wheel set 14, 15 or to the microcomputer 20 that is associated with the wheel set. Thus, in the example shown in Figure 4, the first wheel set 14 in the train has the identification number Av, the second wheel set 15 has the identification number Ah, the third wheel set has the identification number Bv, the fourth wheel set has the identification number Bh, and so on. The last wheel set 15 of car D has the identification number Dh.
Figure 5 shows the same railroad train 10 that has been assembled after shunting has been completed and the cars 12 could not be coupled together in the order shown in Figure 4. According to the procedure as described, the data telegram transmitted from the central facility 26 to the first wheel set of the train 10 has the identification number Av of this wheel set added to it by the microcomputer 20 that is associated with this wheel set, and is then passed on to the second wheel set in the sequence, where the identification number Ah is added to it; it is then passed to the third wheel set, where the identification number Cv is added to it. The amended data telegram is then passed to the fourth wheel set, where the identification number Ch is added to it. It is them passed to the fifth wheel set, where the identification number Dh is added to it, and then to the sixth wheel set, where the identification number Dv is added to it.
It is next passed to the seventh wheel set in the train 10, where the identification number Bh is added to it. Finally, it is passed on to the last, eighth wheel set, where the identification number Bv of this wheel set is added to it. The data telegram with the total of eight identification numbers that have been added to it is then transmitted by way of the data line 21 to the central computer 25 in the central facility 26. The central computer compiles the correspondence table 28 that is shown in Figure 6, in which the wheel sets are numbered according to their sequence in the train 10. The identification numbers are read into this correspondence table 28 in the same order in which they were appended to the data telegram, so that the position of any one wheel set within the train 10 is known in the central facility 26. If the train 10 changes its direction of travel, all that needs to be done is to change the sequence of the position numbers, when the wheel set with the identification number Bv will occupy position No. 1 in the train 10, and the wheel set with the identification number Av will be in the last position (position No. 8) in the train 10.
All of the microcomputers 20 within the train 10 communicate with each other by way of data-transfer channels. In the embodiment shown in Figure 1, the data-transfer channels are in the form of copper or optical fibre data lines 21, that are hard wired between the microcomputers 20 arranged within a car 12 and can be separated at an interface 22 that is located between the cars 12 that are coupled to one another. The interface 22 can be in the form of a connecting plug 23, as is shown diagrammatically in Figure 3. An identical connector half 231 of each connecting plug 23 is arranged at the end of the car 12. Once two cars 12 have been coupled together, the two halves 231, 232 of the connector that are facing each other are joined to each other. Before a car is uncoupled, the connector halves 231, 232 are separated.
In order to avoid the manual coupling and uncoupling of the data lines 21 between the cars at the interfaces 22, the data transfer channels between the cars 12 are configured as wireless data links. To this end, at each end of a car 12 there is a transmitter/receiver unit 24, which is shown diagrammatically in Figure 2; this unit comprises a transmitter 241 and a receiver 242. Each transmitter/receiver unit 24 is connected by a fixed data line 21 to a microcomputer 20. In the case of cars that are coupled together, the transmitter/receiver units 24 of the cars 1 face each other so that data can be transmitted between the cars 12.
A central computer is installed in the locomotive 13, and this is connected to the car connected to the locomotive by way of a data transmission link that contains the interface II. The data transmission link is once again configured as a wireless data link with transmitter/receiver unit 24 or as a data line 21 with the connector 23. By appropriate arrangement of the data lines 2 in the individual cars 12, the first microcomputer 20 that is associated with the foremost wheel set 14 of the first car 12 in the train 10 is connected to the central computer 25, each following microcomputer 20 is connected with the preceding microcomputer 20, and the last microcomputer 20 that is associated with the last wheel set 15 in the train 10 is in its turn connected to the central computer 25.
The central computer 25 is a central facility 26 in the train 10 to which all information is passed and in which all such information is evaluated in the appropriate manner.
As described heretofore, for a method for identifying damage to the wheel sets 14 and 15 that occurs when the train 10 is moving, or for identifying damage to the track that is being travelled over at any particular moment, it is essential that the sequence of the wheel sets 14, 15 on the individual cars in a train 10 be known in the central facility 26, which is to say in the central computer 25, so that the damage can be identified, analyzed, associated with the individual wheel sets 14, 15 or the section of track that is travelled over, and appropriate steps taken. For this reason, after the individual cars 12 have been assembled to form a train, and the first trip started, the sequence of the cars 12 that are coupled together in the train is established as follows:
Within the central facility 26, the central computer 25 generates a data telegram that is passed to the first wheel set 14 in the following car by way of the data transfer channels (over the data lines 21 and/or the transmitter/receiver units 24.
The microcomputer that is associated with this wheel set 14 receives this data telegram and on the basis of a control command that is contained in the data telegram it adds its identification number to the data telegram. The data telegram, supplemented by the identification number is transmitted to the following wheel set 15, where the identification number of wheel set 15 is added to it by the microcomputer 20 that is associated with wheel set 15. The data telegram, which now contains two identification numbers in the sequence that corresponds to the order that corresponds to that of the wheel sets 14, is now transmitted to the following wheel set 14 in the next car 12 that is coupled on.
The microcomputer 20 that is associated with this wheel set 14 again adds its identification number to the data telegram and then transmits the data telegram to the microcomputer 20 of the following wheel set 15. This process is repeated until such time as the data telegram has had all the identification numbers of the wheel sets 14, 15 in the train added to it. This completely augmented data telegram is now transmitted from the last wheel set 15 in the train 10, or more precisely by the microcomputer 20 that is associated with this wheel set, to the central computer 25 in the central facility 26. After the train 10 has been made, up, the number of cars 12 and the type of each car have been input into the central computer 25 so that the total number of wheel sets 14, 15 in the train.
The central computer now compares the total number of wheel sets 14, 15 with the number of identification numbers contained in the data telegram. If the two number do not agree, an error message is output. If the numbers agree, the central computer 25 compiles a correspondence table 28 (Figure 6) in which the identification numbers are arranged in the order of the wheel sets 14, 15 in the train 10, as determined by the direction of travel. The central computer determines the direction of travel with the help of a bidirectional accelerometer 27 that is installed in the longitudinal direction, e.g., in the locomotive 13.. The direction of travel that has been identified is verified in that it is established whether or not there is any moving-vehicle noise emission. If the presence of moving-vehicle noise emission is measured over several seconds away, then the direction of travel-as determined-is fixed.
Figure 4 shows an example of a railroad train 10 made up of four cars 12, the cars 12 being coupled to one another in order. The cars 12 are identified, for example, by the letters A, B, C, and D. Each car 12 has a front wheel set 14 and a rear wheel set 15. In the example shown in Figure 4, each wheel set 14, 15 has only one wheel axle. The identification number "v" for the front wheel set 14 and "h" for the rear wheel set of a car is assigned to each wheel set 14, 15 or to the microcomputer 20 that is associated with the wheel set. Thus, in the example shown in Figure 4, the first wheel set 14 in the train has the identification number Av, the second wheel set 15 has the identification number Ah, the third wheel set has the identification number Bv, the fourth wheel set has the identification number Bh, and so on. The last wheel set 15 of car D has the identification number Dh.
Figure 5 shows the same railroad train 10 that has been assembled after shunting has been completed and the cars 12 could not be coupled together in the order shown in Figure 4. According to the procedure as described, the data telegram transmitted from the central facility 26 to the first wheel set of the train 10 has the identification number Av of this wheel set added to it by the microcomputer 20 that is associated with this wheel set, and is then passed on to the second wheel set in the sequence, where the identification number Ah is added to it; it is then passed to the third wheel set, where the identification number Cv is added to it. The amended data telegram is then passed to the fourth wheel set, where the identification number Ch is added to it. It is them passed to the fifth wheel set, where the identification number Dh is added to it, and then to the sixth wheel set, where the identification number Dv is added to it.
It is next passed to the seventh wheel set in the train 10, where the identification number Bh is added to it. Finally, it is passed on to the last, eighth wheel set, where the identification number Bv of this wheel set is added to it. The data telegram with the total of eight identification numbers that have been added to it is then transmitted by way of the data line 21 to the central computer 25 in the central facility 26. The central computer compiles the correspondence table 28 that is shown in Figure 6, in which the wheel sets are numbered according to their sequence in the train 10. The identification numbers are read into this correspondence table 28 in the same order in which they were appended to the data telegram, so that the position of any one wheel set within the train 10 is known in the central facility 26. If the train 10 changes its direction of travel, all that needs to be done is to change the sequence of the position numbers, when the wheel set with the identification number Bv will occupy position No. 1 in the train 10, and the wheel set with the identification number Av will be in the last position (position No. 8) in the train 10.
Using the correspondence table 28, the damage identified in the central facility 26 from the analysis of the wheel set sound pattern can be correctly associated with the stretch of track 11 or the wheel sets 14, 15 and, if it belongs to the wheel sets 14, 15, to the correct wheel set 14, 15. If, for example, damage is identified in the bogie acoustic pattern of the wheel set at position 4 in the train 10, this damage is also correctly associated with the wheel set that bears the identification number Ch. Since in the central computer 25 the damage on the individual wheel sets has been identified during previous train operations with differently assembled cars 12, printed out, and stored in the fault index, it can be ascertained whether this is previously identified damage or new damage to a previously undamaged wheel set.
Claims (15)
1. ~Method for identifying the sequence of wheel sets within a railroad train (10) that is made up a number of individual railroad cars (12) that can be coupled to one another in any sequence, each such car having at least two wheel sets (14,15), characterized in that an identification mark is assigned to each wheel set (14, 15) of a car (12); in that for each wheel set (14,15) in sequence, a data telegram that emanates from a preceding wheel set (14) in the sequence is supplemented by the identification of the wheel set (14) and then passed on to the next wheel set (15) in the sequence; and in that the data telegram is passed from a central facility (26) to the first wheel set (14) in the sequence and from the last wheel set (15) in the sequence, and the data telegram, to which all the identification marks of the preceding wheel sets (14, 15) have been added is passed to the central facility (26).
2. ~Method as defined in Claim 1, characterized in that the sequence of the wheel sets (14, 15) is determined by the direction of travel of the train (10) such that the first wheel set (14) in the sequence is the foremost wheel set (14) in the train (10).
3. ~Method as defined in Claim 2, characterized in that the direction of travel is measured by a bidirectional accelerometer (27).
4. ~Method as defined in Claim 3, characterized in that the direction of travel is verified by comparison with measurement of running noise.
5. ~Method as defined in one of the claims 2 to 4, characterized in that a correspondence table~in which the identification marks are arranged in the sequence of the wheel sets in the train (10) as determined by the direction of travel~is compiled in the central facility (26).
6. ~Method as defined in Claim 5, characterized in that when the direction of travel of the unchanged train (10) is changed, the sequence in the correspondence table (28) is reversed.
7. Method as defined in one of the Claims 1 to 6, characterized in that the number of cars (12) making up the train (10) and their wheel sets (14, 15) is passed to the central facility (26); and in that, within the central facility, the total number of wheel sets (14, 15) in the train (10) is compared with the number of identification marks in the data telegram received from the last wheel set (15) in the train (10), an error message being generated if these numbers do not agree.
8. Device for identifying the sequence of the wheel sets with a railroad train (10) that is made up of individual cars (10) that can be coupled to one another in any order, each such car having at least two wheel sets (14, 15), characterized in that a microcomputer (20) with an identification mark is associated with each wheel set (14, 15) and the microcomputers (20) are connected to each other by data transmission lines (21); in that each microcomputer is so set up that it appends its identification mark to a data telegram that is received by way of a data transmission line (21), and the data telegram that has had the identification mark added to it is passed by way of a data transmission line (21) to the next microcomputer (20) in the sequence; and in that the first microcomputer (20) that is associated with the first wheel set (14) and the last microcomputer (20) that is associated with the last wheel set (15) are in each instance connected to a central computer (25) by way of a data transmission line (21).
9. Device as defined in Claim 8, characterized in that the central computer (25) generates the data telegram and passes this to the first microcomputer (20) in the train (10) and, from the data telegram received from the last microcomputer (20) with all of the identification marks appended to it in the correct sequence, compiles a correspondence table (28) in which the identification marks are arranged in the sequence of the wheel sets (14, 15) in the train (10) as determined by the direction of travel of the train (10).
10. Device as defined in Claim 8 or Claim 9, characterized in that the data transmission links between the microcomputers (20) associated with the wheel set (14, 15) of a car are configured as fixed data lines (21).
11. Device as defined in one of the Claims 8 to 10, characterized in that the data transmission links between microcomputers (20), the wheel sets (14, 15) assigned to different cars (12) are configured as data lines that can be connected by connectors (23).
12. Device as defined in one of the Claims 8 to 10, characterized in that the data transmission channels between microcomputers (20), the wheel sets (14, 15) assigned to different cars (12) are configured as wireless data transmission links.
13. Device as defined in Claims 1, characterized in that a transmitter/receiver unit (24) is arranged on each end face of the cars (12); and in that the two transmitter/receiver units (24) are connected by way of data lines (21) to the microcomputers that are arranged with the cars (12).
14. Device as defined in Claim 13, characterized in that each transmitter/receiver unit (24) incorporates a transmitter (241) and a receiver (242).
15. Device as defined in one of the Claims 10 to 14, characterized in that the data lines (21) are configured as electrical cables or optical fibres.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE2003114316 DE10314316B3 (en) | 2003-03-29 | 2003-03-29 | Detecting of a wheel set or bogie sequence in a train so that noise and or frequency analysis can be implemented by transmission along the train and formation of a data packet with a sequence of unique wheel set identifiers |
| DE10314316.5 | 2003-03-29 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2461066A1 true CA2461066A1 (en) | 2004-09-29 |
Family
ID=32798164
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2461066 Abandoned CA2461066A1 (en) | 2003-03-29 | 2004-03-15 | Method and device for identifying the sequence of wheel sets |
Country Status (3)
| Country | Link |
|---|---|
| EP (1) | EP1462333A1 (en) |
| CA (1) | CA2461066A1 (en) |
| DE (1) | DE10314316B3 (en) |
Cited By (6)
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|---|---|---|---|---|
| GB2461386A (en) * | 2007-12-21 | 2010-01-06 | Nomad Spectrum Ltd | Transmission of information between vehicle components |
| GB2455976B (en) * | 2007-12-21 | 2010-06-02 | Nomad Digital Ltd | Component vehicles |
| CN102939233A (en) * | 2010-04-07 | 2013-02-20 | 西门子公司 | Method and device for determining the train length of a plurality of coupled railway traction vehicles |
| CN103661493A (en) * | 2013-12-12 | 2014-03-26 | 合肥工大高科信息科技股份有限公司 | Railway vehicle picking and hanging work electronic sensor and automatic sensing method thereof |
| RU168729U1 (en) * | 2016-04-14 | 2017-02-17 | Александр Олегович Ладыченко | RAILWAY WHEEL WITH RADIO FREQUENCY IDENTIFICATION |
| AU2015268770B2 (en) * | 2008-11-19 | 2017-06-29 | Siemens Mobility GmbH | Device and Method for a Rail Vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN100474832C (en) * | 2004-10-19 | 2009-04-01 | 株式会社东芝 | Data transmission system for railway vehicles, and railway vehicle using the same |
| JP4989194B2 (en) * | 2006-11-16 | 2012-08-01 | 株式会社東芝 | A railway vehicle transmission system, a railway vehicle using the same, and an address setting method for a transmission apparatus in the system. |
| GB2487365A (en) * | 2011-01-18 | 2012-07-25 | John Ritchie Kinghorn | Vehicle Identification System for Trains with Flexible Formations |
| DE102012220603A1 (en) * | 2012-11-13 | 2014-05-15 | Siemens Aktiengesellschaft | Position detecting device for a transport unit of a bandage |
| CN106679999B (en) * | 2016-12-26 | 2018-11-23 | 合肥工大高科信息科技股份有限公司 | A kind of built-in online fault detection means of bullet train running part in compartment |
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Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5986577A (en) * | 1996-05-24 | 1999-11-16 | Westinghouse Air Brake Company | Method of determining car position |
| US5777547A (en) * | 1996-11-05 | 1998-07-07 | Zeftron, Inc. | Car identification and ordering system |
| DE19852220C2 (en) * | 1998-11-12 | 2001-07-26 | Stn Atlas Elektronik Gmbh | Process for the detection of damage in rail traffic |
| DE19858922C1 (en) * | 1998-12-19 | 2000-07-06 | Deutsche Bahn Ag | Method for determining the physical order of vehicles of an assembled train and arrangement for carrying out the method |
| DE10046312B4 (en) * | 2000-09-19 | 2004-02-26 | Siemens Ag | Procedure for determining network topologies |
-
2003
- 2003-03-29 DE DE2003114316 patent/DE10314316B3/en not_active Expired - Fee Related
-
2004
- 2004-02-05 EP EP04002528A patent/EP1462333A1/en not_active Withdrawn
- 2004-03-15 CA CA 2461066 patent/CA2461066A1/en not_active Abandoned
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| Publication number | Priority date | Publication date | Assignee | Title |
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| GB2455976B (en) * | 2007-12-21 | 2010-06-02 | Nomad Digital Ltd | Component vehicles |
| GB2461386B (en) * | 2007-12-21 | 2010-06-09 | Nomad Spectrum Ltd | Establishing a wireless connection between component vehicles where order/orientation information is used to issue instructions to components |
| US20110224850A1 (en) * | 2007-12-21 | 2011-09-15 | Nomad Spectrum Limited | Component Vehicle |
| US8185264B2 (en) | 2007-12-21 | 2012-05-22 | Nomad Spectrum Limited | Component vehicle |
| US8200381B2 (en) * | 2007-12-21 | 2012-06-12 | Nomad Spectrum Limited | Component vehicle |
| GB2461386A (en) * | 2007-12-21 | 2010-01-06 | Nomad Spectrum Ltd | Transmission of information between vehicle components |
| AU2015268770B2 (en) * | 2008-11-19 | 2017-06-29 | Siemens Mobility GmbH | Device and Method for a Rail Vehicle |
| CN102939233A (en) * | 2010-04-07 | 2013-02-20 | 西门子公司 | Method and device for determining the train length of a plurality of coupled railway traction vehicles |
| CN102939233B (en) * | 2010-04-07 | 2015-06-24 | 西门子公司 | Method and device for determining the train length of a plurality of coupled railway traction vehicles |
| US9254854B2 (en) | 2010-04-07 | 2016-02-09 | Siemens Aktiengesellschaft | Method and device for determining the train length of a plurality of coupled railway traction vehicles |
| CN103661493B (en) * | 2013-12-12 | 2015-07-22 | 合肥工大高科信息科技股份有限公司 | Railway vehicle picking and hanging work electronic sensor and automatic sensing method thereof |
| CN103661493A (en) * | 2013-12-12 | 2014-03-26 | 合肥工大高科信息科技股份有限公司 | Railway vehicle picking and hanging work electronic sensor and automatic sensing method thereof |
| RU168729U1 (en) * | 2016-04-14 | 2017-02-17 | Александр Олегович Ладыченко | RAILWAY WHEEL WITH RADIO FREQUENCY IDENTIFICATION |
Also Published As
| Publication number | Publication date |
|---|---|
| EP1462333A1 (en) | 2004-09-29 |
| DE10314316B3 (en) | 2004-09-16 |
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