EP0678437A2 - Appareil pour le contrôle interne de l'arrière de train - Google Patents

Appareil pour le contrôle interne de l'arrière de train Download PDF

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Publication number
EP0678437A2
EP0678437A2 EP95105689A EP95105689A EP0678437A2 EP 0678437 A2 EP0678437 A2 EP 0678437A2 EP 95105689 A EP95105689 A EP 95105689A EP 95105689 A EP95105689 A EP 95105689A EP 0678437 A2 EP0678437 A2 EP 0678437A2
Authority
EP
European Patent Office
Prior art keywords
train
speed
locomotive
control
car
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP95105689A
Other languages
German (de)
English (en)
Other versions
EP0678437A3 (fr
Inventor
Werner Dipl.-Ing. Niemeyer-Stein
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
NIEMEYER-STEIN, WERNER, DIPL.-ING.
Original Assignee
STN Atlas Elektronik GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by STN Atlas Elektronik GmbH filed Critical STN Atlas Elektronik GmbH
Publication of EP0678437A2 publication Critical patent/EP0678437A2/fr
Publication of EP0678437A3 publication Critical patent/EP0678437A3/fr
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/021—Measuring and recording of train speed
    • 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
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • 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
    • B61L15/0054—Train integrity supervision, e.g. end-of-train [EOT] devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/34—Control, warning or like safety means along the route or between vehicles or trains for indicating the distance between vehicles or trains by the transmission of signals therebetween
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/04—Satellite based navigation systems, e.g. global positioning system [GPS]

Definitions

  • the invention relates to a device for internal train closure control for a locomotive-covered train, in particular freight train, with a variable wagon composition.
  • the invention has for its object to provide a technically simple and reliable device for internal train control of locomotive-covered train with variable wagon composition, so that these trains without "track free” signaling systems operated on routes or sections of line and without safety risk in the mode of operation "driving can be driven from an electrical point of view.
  • the inventive device for internal train termination control has the advantage that it can be used in trains of any configuration.
  • the train terminating device is simply attached to the end car of the train and switched on, switched off again at the destination station and removed from the end car and possibly used again for the end car of another train.
  • An additional wiring in the end car or even a continuous wiring of the train is not necessary.
  • the control device in the driver's cab of the locomotive (here called locomotive for short) can partially use existing electronic and signaling components in the driver's cab, which are available due to the driver's cab signaling in connection with the "driving from an electrical point of view" mode of operation.
  • the transmitting device in the train terminating device and the receiving device in the control device are part of a communication link between the train terminating device and the control device, which are each equipped with a transmitting and receiving device for mutual data transmission.
  • a comparison unit for determining the difference between the end car and locomotive speed and an evaluation unit are provided in the train connection device, which generates a control signal for sending warning signals when the speed difference exceeds a predetermined amount depending on the braking and acceleration processes of the locomotive.
  • the train connection device is able to immediately send a radio warning to the environment when the trailer or a section of the trailer connected to the trailer is separated from the rest of the train, so that a subsequent train can initiate appropriate braking maneuvers based on this warning signal can.
  • the train termination device thus also works autonomously and - regardless of the control device in the driver's cab of the locomotive - gives safety-related information to the following train.
  • the measuring device for measuring the speed of the trailer has an inertial sensor with accelerometers and gyroscopes for detecting the translational and rotational movement of the trailer in three orthogonal body axes, based on a fixed coordinate system, and a computer for calculating the speed of the trailer from the output data of the Inertial sensor.
  • a receiving unit for the GNSS Global Navigation Satellite System
  • GNSS Global Navigation Satellite System
  • the latter In conjunction with a power supply designed as a battery or solar cells for the components of the train termination device, the latter is a complete, independent structural unit which can only be fastened mechanically to the trailer. Any electrical connection or other additional sensors are dispensed with, so that the set-up times for attaching the train terminating device to the end car or for releasing it from the end car are extremely short. Due to the rigid attachment of the train end device to the end car, the transmission of the movement of the end car to the inertial sensor is ensured without loss of dynamics.
  • the train connection device is attached to the buffer of the trailer and for this purpose has a holder which is placed around the buffer and, for example by means of a quick-release fastener, is non-rotatably attached to the buffer.
  • a selective radio connection is selected as the communication connection between the control device and the train connection device, which can be established alternately or simultaneously directly between the units involved or indirectly via fixed radio stations of a mobile radio network.
  • the warning signals when the trailer is separated can also be transmitted non-selectively to subsequent trains.
  • the device shown in the block diagram in FIG. 1 for internal train closure control for a locomotive-covered railway train with variable wagon composition, for example for a freight or a passenger train has a train termination device 11 and a control device 12.
  • the train termination device 11 is a separate unit and is housed in a housing 13 which is rigidly but releasably attached to the end carriage of a train.
  • the train connection device 11 is placed on a buffer 10 of the trailer and rigidly connected to the latter by means of a holder 14 encompassing the buffer 10, for example by a screw connection indicated by 15.
  • the screw connection 15 is equipped with a quick-closing lever, which cannot be seen here, so that the fitting and removal of the traction device 11 onto the buffer 10 or from the buffer 10 of the trailer can be carried out in a time-saving manner.
  • An additional lock can prevent the unauthorized removal of the holder 14 from the buffer 10.
  • the control device 12 is installed in the driver's cab of the locomotive (called the locomotive for short).
  • the train termination device 11 has a measuring device 16 for measuring the driving speed of the trailer.
  • This Measuring device 16 consists of an inertial sensor 17 with three accelerometers for detecting the translational acceleration and three gyroscopes for detecting the rotational or angular velocity of the trailer in three mutually perpendicular axes, and a microprocessor 18 for calculating the trailer speed from the output data of the inertial sensor 17 and the mode of operation of such an inertial sensor is known and is described, for example, in [1] or [2].
  • the train termination device 11 has a transmitting device 19 and a receiving device 20, via which a selective communication connection to the control device 12 can be established by radio for the purpose of alternating data transmission.
  • the train termination device 11 also contains a comparison unit 21, an evaluation unit 22 and a further microprocessor 23, which will be discussed in more detail below. All components of the train termination device 11 are powered by a rechargeable battery 24. In addition, solar cells can also be provided. An antenna 25 protruding from the housing 13 of the train terminating device 11 is used to establish the radio connection to the control device 12, which has a corresponding transmitting and receiving antenna 26.
  • the two microprocessors 18 and 23 and the comparison and evaluation units 21, 22 are combined in a computer or computer 27.
  • the control device 12 has a receiving device 28 and a transmitting device 29, which are connected on the one hand to the antenna 26 and on the other hand by one Microprocessor 30 are controlled.
  • a control device 31 and an evaluation device 32 are provided in the control device 12, which in turn are combined with the microprocessor 30 to form a computer or computer 33.
  • the comparison device 31 On the input side of the comparison device 31, the speed signals taken from a tachometer 34 of the locomotive and, on the other hand, via the microprocessor 30, the processed measurement data of the speed measurement device 16 in the train terminal device 11, which are transmitted via the selective radio link and sent to the microprocessor 30 by the receiving device 28.
  • the comparison device 31 determines the difference between the speed of the locomotive and the speed of the trailer and gives it to the evaluation device 32.
  • the evaluation device 32 generates a control signal when the speed difference exceeds an amount which is predetermined as a function of braking and acceleration processes of the locomotive.
  • This control signal is supplied on the one hand to a display 35 which, by lighting up, signals to the train driver that the trailer has been disconnected from the train, and on the other hand to the microprocessor 30, which causes the transmitting device 29 to emit an uncoded warning signal into the surroundings via the antenna 26.
  • This warning signal can be detected by a subsequent train using its radio device, so that the train driver of the following train is warned in good time and can adjust to an expected obstacle on the route.
  • the locomotive speed measured by the tachometer 34 is also communicated to the train terminating device 11 via the transmitter 29, again via the selective radio connection existing between the two.
  • the transmission data coming in via the antenna 25 of the train termination device 11 are received by the receiver 20, processed accordingly in the microprocessor 23 and compared in the comparison unit 21 with the final car speed.
  • the difference between the locomotive speed and the end car speed is fed to the evaluation unit 22.
  • the evaluation unit 22 generates a control signal when the speed difference exceeds a predetermined amount, which is outside of effects generated by braking and acceleration processes of the locomotive.
  • the control signal is converted by the microprocessor 23 into an activation signal for the transmitter 19, which sends an uncoded warning signal into the surroundings of the trailer via the antenna 25.
  • This radio warning signal is received via the radio equipment of a subsequent train, so that it is additionally warned independently of the control device 12 in the locomotive by the train termination device 11 itself.
  • the invention is not limited to the exemplary embodiment described.
  • the locomotive speed can be determined in the control device 12 by means of the same inertial sensor as is used in the train termination device. The connection of the control device 12 to the tachometer 24 is then omitted. With the inertial sensor, the locomotive speed as well as effects generated by braking and accelerating processes of the locomotive can be recorded much more precisely than with the tachometer 24.
  • a receiver unit for the known GNSS Global Navigation Satellite System
  • GNSS Global Navigation Satellite System
  • the failure of the GNSS must be accepted for tunnel passages and on mountain roads where the reception facility may be shaded due to steep and high mountain walls. The only remedy here is the additional use of an inertial sensor.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP95105689A 1994-04-15 1995-04-15 Appareil pour le contrÔle interne de l'arrière de train. Withdrawn EP0678437A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19944413114 DE4413114A1 (de) 1994-04-15 1994-04-15 Einrichtung zur internen Zugschlußkontrolle
DE4413114 1994-04-15

Publications (2)

Publication Number Publication Date
EP0678437A2 true EP0678437A2 (fr) 1995-10-25
EP0678437A3 EP0678437A3 (fr) 1997-01-08

Family

ID=6515545

Family Applications (1)

Application Number Title Priority Date Filing Date
EP95105689A Withdrawn EP0678437A3 (fr) 1994-04-15 1995-04-15 Appareil pour le contrÔle interne de l'arrière de train.

Country Status (2)

Country Link
EP (1) EP0678437A3 (fr)
DE (1) DE4413114A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19833279A1 (de) * 1998-07-24 2000-02-10 Deutsche Bahn Ag Einrichtung zur Überwachung der Zugvollständigkeit, sowie der Überprüfung der Bremsprobe bei lokbespannten Zügen
WO2009089492A1 (fr) * 2008-01-09 2009-07-16 Lockheed Martin Corporation Procédé pour la détermination embarquée de la détection de train, de l'intégrité de train et de la séparation de train positive
NL2017038A (nl) * 2016-06-23 2018-01-08 Ricardo Nederland B V Veiligheidsinrichting voor een over een spoor rijdbaar krachtvoertuig

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19723309B4 (de) * 1997-06-04 2007-10-11 Ge Transportation Systems Gmbh Verfahren und Vorrichtung zur Überwachung von Fahrzeugverbänden
DE19951259B4 (de) * 1999-09-09 2004-12-09 Db Cargo Ag Einrichtung zur Erkennung der Zugvollständigkeit bei aus einem Triebwagen und Wagen bestehenden Zügen
DE102004057545A1 (de) * 2004-11-30 2006-06-08 Alcatel Verfahren zum automatischen Erkennen einer Zugtrennung
DE102007048685A1 (de) 2007-10-01 2009-04-23 Werner Dipl.-Ing. Niemeyer-Stein Verfahren sowie Sender-Empfänger zum Senden und Empfangen von Funksignalen, Verfahren zur Überwachung eines Zuges, Wagen mit diesem Sender-Empfänger und Zug mit diesen Wagen
DE102013101927A1 (de) * 2013-02-27 2014-08-28 Deutsches Zentrum für Luft- und Raumfahrt e.V. Vorrichtung, Zugendekontrollgerät, Schienenstrecke und Verfahren zur Datenübertragung

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3273145A (en) * 1965-02-16 1966-09-13 Ivan L Joy Train slack measuring apparatus
US4219837A (en) * 1978-09-27 1980-08-26 General Signal Corporation Alarms between stations with relative motion

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3273145A (en) * 1965-02-16 1966-09-13 Ivan L Joy Train slack measuring apparatus
US4219837A (en) * 1978-09-27 1980-08-26 General Signal Corporation Alarms between stations with relative motion

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19833279A1 (de) * 1998-07-24 2000-02-10 Deutsche Bahn Ag Einrichtung zur Überwachung der Zugvollständigkeit, sowie der Überprüfung der Bremsprobe bei lokbespannten Zügen
WO2009089492A1 (fr) * 2008-01-09 2009-07-16 Lockheed Martin Corporation Procédé pour la détermination embarquée de la détection de train, de l'intégrité de train et de la séparation de train positive
NL2017038A (nl) * 2016-06-23 2018-01-08 Ricardo Nederland B V Veiligheidsinrichting voor een over een spoor rijdbaar krachtvoertuig

Also Published As

Publication number Publication date
DE4413114A1 (de) 1995-10-19
EP0678437A3 (fr) 1997-01-08

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