EP0814006A1 - Device and method for detecting the position of a wagon and the direction setting of the wagon in a train or a vehicle train - Google Patents

Device and method for detecting the position of a wagon and the direction setting of the wagon in a train or a vehicle train Download PDF

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Publication number
EP0814006A1
EP0814006A1 EP97109808A EP97109808A EP0814006A1 EP 0814006 A1 EP0814006 A1 EP 0814006A1 EP 97109808 A EP97109808 A EP 97109808A EP 97109808 A EP97109808 A EP 97109808A EP 0814006 A1 EP0814006 A1 EP 0814006A1
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European Patent Office
Prior art keywords
wagon
energy
train
continuous
line
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EP97109808A
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German (de)
French (fr)
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EP0814006B1 (en
Inventor
Peter Saalfeld
Harald Fieck
Eberhard Pannier
Gerald Hartmann
Klaus Grille
Dirk Sauer
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Deutsche Bahn AG
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Deutsche Bahn AG
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    • 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
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/028—Determination of vehicle position and orientation within a train consist, e.g. serialisation

Definitions

  • the invention relates to an arrangement and a method for recognizing the car position and the setting direction of the car in a train.
  • a device is known with which the end face of a wagon facing the locomotive can be determined in one train.
  • a voltage comparison device is arranged on the or the wagon of a train parallel to a separation point arranged in a transmission line for a control and command transmission from the locomotive to the individual wagons.
  • the separation points can be closed or interrupted by a switch. When the separation point is open, there is a voltage coming from the locomotive on one side, while the other side is without voltage.
  • the wagon direction results from the voltage difference that can be determined.
  • a circuit device for determining the phase position between current and / or voltage is provided in the above-mentioned printing step.
  • the direction determination of the current and / or the voltage is derived from the supply line, which is always coupled through. Based on a comparison: voltage present / no voltage present? And after assigning the flow directions of the current to the end faces of the wagon, it is possible to recognize the end of the wagon facing the locomotive. According to these circuit arrangements, it is only possible to determine the direction of adjustment of the cars on the train.
  • the first-mentioned circuit arrangement must be interrupted or closed by means of the said switch in order to obtain evaluable data. The reliability of the circuit arrangement is adversely affected overall by each of these switches.
  • the second-mentioned device proves to be a simple solution only if the power supply to consumers is from the locomotive and thus the determination of the phase position, ie the directional determination of the current and / or the voltage, can be derived from the supply line that is always coupled through.
  • a train baptism is described in the journal Eisenbahntechnische Rundschau, issue 4/1995, page 255 ff.
  • a CAN bus Controller Area Network
  • the CAN bus is a message-oriented field bus, to which all bus stations of the cars are connected in parallel. A logical number must be assigned to each bus station of a car and the left / right assignment must also be made for each bus station depending on the direction of travel.
  • each car has two CAN bus modules, each of which is assigned to one end of the vehicle. The CAN bus between these two modules must also be able to be interrupted by one of the disadvantageous separation points.
  • the train baptism is carried out in that all wagon function controls open their separation points at the command train baptism of a master computer.
  • the master computer can address the module of the first car facing it and transmit a logical computer number to the car function control.
  • the setting direction of the carriage can be determined based on the CAN module mentioned.
  • the car function control now closes the separation point of your car and the process is repeated with the following cars.
  • the increased technical complexity due to the arrangement of two CAN bus modules is also a disadvantage.
  • the system described in US Pat. No. 4,689,602 is used in accordance with the direction of travel determined after the determination of the front vehicle for determining the sequence of further rail vehicles on the train.
  • the order of the other vehicles is determined by the start of the input of a signal to the data transmission device of the front vehicle and its forwarding to the following data transmission device of the following and the other vehicles and the evaluation of the signals output, the order in a central memory on the front Vehicle of the train is saved.
  • the disadvantage is that the system is based on various fault-prone control and monitoring relays in the respective vehicle, for which a special control line must also be arranged, works.
  • the control line must also be interrupted to recognize the order of the vehicles.
  • the problem specified in the invention is based on the problem of creating a device and a method for recognizing the car position and the setting direction in order to enable faultless train baptism in a simple manner, the device and the method having increased reliability.
  • a train formation in other words: the change in the number, setting direction and type of wagons as well as the wagon position of the wagons on the train can be changed as often as required.
  • the wagons belonging to a train preferably freight wagons 1, 2, 3, and a locomotive L are shown symbolically.
  • a control computer is arranged as the master computer MR. Furthermore, an energy source is arranged on the locomotive L, which emits a direct current in the selected exemplary embodiment. On the locomotive L, an exit and an entrance of a local area network LAN are arranged on the end faces in accordance with a predetermined direction of travel. A line for a continuous energy flow L5 is also arranged in the same outputs and inputs. The line for a continuous energy flow L5 is designed with two poles. In accordance with the direction of travel of the train, the left side of the train is defined as side A and the right side of the train as side B, regardless of the setting direction of locomotive L in the train. It is possible to reverse this definition.
  • Each freight wagon 1, 2, 3 is equipped with the lines of the Local Area Network LAN and the lines for a continuous energy flow 15, 25, 35.
  • the lines for a continuous energy flow 15, 25, 35 also have network input and network output lines.
  • Unused network input and network output lines can each be closed individually.
  • a wagon function control 14, 24, 34 for wagon-specific functions, such as braking by means of an electropneumatic brake, is arranged as an energy converter on each freight wagon 1, 2, 3.
  • an energy sensor 11, 12, 21, 22, 31, 32 is arranged so that the strength of the current in the line for a continuous energy flow 15, 25, 35 can be measured.
  • the energy sensors 11, 12, 21, 22, 31, 32 are connected to the respective car function control 14, 24, 34 for signal processing.
  • Starting point for the Definition of the car sides a and b are mechanical engineering or technological functions of the car.
  • a predetermined position of the energy sensors 11, 12, 21, 22, 31, 32 are assigned to the car sides a and b, respectively.
  • any type of energy consumer can be connected as an energy converter to the line for a continuous energy flow L5, 15, 25, 35 between the energy sensors 11, 12, 21, 22, 31, 32.
  • the car function controls 14, 24, 34 record the measured values for the amount of current on the line for a continuous energy flow 15, 25, 35 of the freight cars 1, 2, 3 via the energy sensors 11, 12, 21, 22, 31, 32.
  • the measured current values are transmitted to the master computer MR via measuring points.
  • the number of freight wagons 1, 2, 3 is determined based on the number of total current values determined.
  • a logical logical computer number is assigned for one of the amounts or a difference in the current values measured per freight wagon 1, 2, 3.
  • An internal wagon stand number is formed from the internal logical computer number.
  • Such wagon-specific, computationally stored data can also be advantageously called up from the locomotive L, for example, using the wagon number assigned internally.
  • the same determined current values form the basis for the detection of the carriage setting direction.
  • the detection of the carriage setting direction is carried out by an evaluation module arranged within the carriage function control. If the current value measured for the freight wagon 1 at the energy sensor 11 is greater than the current value measured at the energy sensor 12, then the evaluation results in an assignment of the wagon side a to the train side B and the wagon side b to the train side A. Freight wagons 1 and wagons 2 have the same Direction of adjustment.
  • the arrangement and the method are not restricted to a specific number of wagons or a specific wagon class which can be placed in a train or wagon group.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)

Abstract

The direction recognition method uses a local area network (LAN) and energy sensors (11,12,21,22,31,32) on either side of an energy converter (14,24,34) within each waggon (1,2,3), supplying measured values to a master processor (MR) via the local area network. The master processor is mounted onboard the drive locomotive (L) and uses the amplitudes or differences for the measured values provided by the sensors for each waggon for determining the waggon direction.

Description

Die Erfindung betrifft eine Anordnung und ein Verfahren zur Erkennung des Wagenstandes und der Einstellrichtung der Wagen in einem Zug.The invention relates to an arrangement and a method for recognizing the car position and the setting direction of the car in a train.

Es ist gemäß der DE-OS 21 00 770 eine Einrichtung bekannt, mit der in einem Zug die Stirnseite eines Wagens, die der Lokomotive zugewandt ist, bestimmbar ist. Auf den oder dem Wagen eines Zuges ist parallel zu einer in einer Übertragungsleitung für eine Steuerungs- und Befehlsübertragung von der Lokomotive zu den einzelnen Wagen angeordneten Trennstelle ein Spannungsvergleichsgerät angeordnet. Die Trennstellen können durch je einen Schalter geschlossen oder unterbrochen werden.
Bei geöffneter Trennstelle liegt auf der einen Seite eine von der Lokomotive kommende Spannung an, während die andere Seite spannungslos ist. Aus der ermittelbaren Spannungsdifferenz ergibt sich die Wagenrichtung.
Als eine, weitere Möglichkeit zur Bestimmung des lokseitigen Endes eines Wagens ist in der o.g. Druckschritt eine Schaltungseinrichtung zur Feststellung der Phasenlage zwischen Strom und / oder Spannung vorgesehen. Die Richtungsbestimmung des Stromes und / oder der Spannung wird aus der stets durchgekuppelten Versorgungsleitung abgeleitet.
An Hand eines Vergleiches: Spannung vorhanden / keine Spannung vorhanden?, und nach Zuordnung der Flußrichtungen des Stromes zu den Stimseiten des Wagens ist es möglich, die der Lokomotive zugewandte Stirnseite des Wagen zu erkennen.
Nach diesen Schaltungsanordnungen ist es lediglich möglich, die Einstellrichtung der Wagen im Zug festzustellen.
Die erstgenannte Schaltungsanordnung muß mittels des besagten Schalters unterbrochen oder geschlossen werden, um auswertbare Daten zu erhalten. Durch jeden dieser Schalter wird die Zuverlässigkeit der Schaltungsanordnung insgesamt negativ beeinflußt. Die zweitgenannte Einrichtung erweist sich nur dann als eine einfache Lösung, wenn die Stromversorgung von Verbrauchern von der Lokomotive aus erfolgt und somit die Bestimmung der Phasenlage, d.h. die Richtungsbestimmung des Stromes und / oder der Spannung, aus der stets durchgekuppelten Versorgungsleitung abgeleitet werden kann.According to DE-OS 21 00 770, a device is known with which the end face of a wagon facing the locomotive can be determined in one train. A voltage comparison device is arranged on the or the wagon of a train parallel to a separation point arranged in a transmission line for a control and command transmission from the locomotive to the individual wagons. The separation points can be closed or interrupted by a switch.
When the separation point is open, there is a voltage coming from the locomotive on one side, while the other side is without voltage. The wagon direction results from the voltage difference that can be determined.
As a further possibility for determining the end of a wagon on the locomotive side, a circuit device for determining the phase position between current and / or voltage is provided in the above-mentioned printing step. The direction determination of the current and / or the voltage is derived from the supply line, which is always coupled through.
Based on a comparison: voltage present / no voltage present? And after assigning the flow directions of the current to the end faces of the wagon, it is possible to recognize the end of the wagon facing the locomotive.
According to these circuit arrangements, it is only possible to determine the direction of adjustment of the cars on the train.
The first-mentioned circuit arrangement must be interrupted or closed by means of the said switch in order to obtain evaluable data. The reliability of the circuit arrangement is adversely affected overall by each of these switches. The second-mentioned device proves to be a simple solution only if the power supply to consumers is from the locomotive and thus the determination of the phase position, ie the directional determination of the current and / or the voltage, can be derived from the supply line that is always coupled through.

Für eine Zugtaufe können sogenannte logische Nummern, die zur Identifizierung der Wagen, vorzugsweise Güterwagen, eines Zuges oder Wagenverbundes für die technologische Behandlung im schienengebundenen Transportverfahren erforderlich sind, auf der Grundlage dieser Einrichtungen nicht automatisch vergeben werden.So-called logical numbers, which are necessary for the identification of the wagons, preferably freight wagons, a train or group of wagons for the technological treatment in the rail-bound transport process, cannot be automatically assigned on the basis of these facilities for a train baptism.

In der Zeitschrift Eisenbahntechnische Rundschau, Heft 4/1995, Seite 255 ff., wird eine Zugtaufe beschrieben. Es wird ein auf den Wagen eines Zuges installierter CAN-Bus (Controller Area Network) genutzt. Der CAN-Bus ist ein nachrichtenorientierter Feld-Bus, an dem alle Bus-Stationen der Wagen parallel angeschlossen sind. Jeder Bus-Station eines Wagens muß eine logische Nummer zugewiesen und ebenfalls für jede Bus-Station in Abhängigkeit von der Fahrtrichtung die links/rechts-Zuordnung getroffen sein.
Dazu verfügt jeder Wagen über zwei CAN-Bus-Module, die je einer Fahrzeugstirnseite zugeordnet sind. Der CAN-Bus zwischen diesen beiden Modulen muß sich ebenfalls durch eine der besagten nachteiligen Trennstellen unterbrechen lassen. Die Zugtaufe wird durchgeführt, indem alle Wagenfunktionssteuerungen beim Kommando Zugtaufe eines Masterrechners ihre Trennstellen öffnen. Nun kann der Masterrechner das ihm zugewandte Modul des ersten Wagens ansprechen und eine logische Rechnernummer an die Wagenfunktionssteuerung übermitteln.
Auf Grund des angesprochenen CAN-Moduls ist die Einstellrichtung des Wagens ermittelbar. Die Wagenfunktionssteuerung schließt nun die Trennstelle ihres Wagens und der Vorgang wird mit den nachfolgenden Wagen wiederholt.
Außer der nachteiligen Trennstelle im CAN-Bus eines jeden Wagens ist auch der erhöhte technische Aufwand durch die Anordnung von zwei CAN-Bus-Modulen von Nachteil.A train baptism is described in the journal Eisenbahntechnische Rundschau, issue 4/1995, page 255 ff. A CAN bus (Controller Area Network) installed on the wagon of a train is used. The CAN bus is a message-oriented field bus, to which all bus stations of the cars are connected in parallel. A logical number must be assigned to each bus station of a car and the left / right assignment must also be made for each bus station depending on the direction of travel.
For this purpose, each car has two CAN bus modules, each of which is assigned to one end of the vehicle. The CAN bus between these two modules must also be able to be interrupted by one of the disadvantageous separation points. The train baptism is carried out in that all wagon function controls open their separation points at the command train baptism of a master computer. Now the master computer can address the module of the first car facing it and transmit a logical computer number to the car function control.
The setting direction of the carriage can be determined based on the CAN module mentioned. The car function control now closes the separation point of your car and the process is repeated with the following cars.
In addition to the disadvantageous disconnection point in the CAN bus of each car, the increased technical complexity due to the arrangement of two CAN bus modules is also a disadvantage.

Das in der Druckschrift US 4,689,602 beschriebene System wird entsprechend der festgelegten Fahrtrichtung nach der Bestimmung des vorderen Fahrzeuges zur Bestimmung der Reihenfolge von weiteren Schienenfahrzeugen im Zug verwendet.
Die Reihenfolge der anderen Fahrzeuge wird durch den Start der Eingabe eines Signals an die Datenübertragungseinrichtung des vorderen Fahrzeuges und dessen Weitergabe an die folgende Datenübertragungseinrichung des folgenden und der weiteren Fahrzeuge sowie der Auswertung der ausgegebenen Signale bestimmt, wobei die Reihenfolge in einem zentralen Speicher auf dem vorderen Fahrzeug des Zuges gespeichert wird. Nachteilig ist, daß das System auf der Basis von verschiedenen störanfälligen Steuer- und Kontrollrelais im jeweiligen Fahrzeug, für die außerdem noch eine spezielle Steuerleitung angeordnet werden muß, arbeitet. Zur Erkennung der Reihenfolge der Fahrzeuge muß die Steuerleitung ebenfalls unterbrochen werden.The system described in US Pat. No. 4,689,602 is used in accordance with the direction of travel determined after the determination of the front vehicle for determining the sequence of further rail vehicles on the train.
The order of the other vehicles is determined by the start of the input of a signal to the data transmission device of the front vehicle and its forwarding to the following data transmission device of the following and the other vehicles and the evaluation of the signals output, the order in a central memory on the front Vehicle of the train is saved. The disadvantage is that the system is based on various fault-prone control and monitoring relays in the respective vehicle, for which a special control line must also be arranged, works. The control line must also be interrupted to recognize the order of the vehicles.

Im Aufsatz; Knau, Informationsübertragung im Zug - Einführung eines Zugbus-Systems, ZET+DET Glasers Annalen, 1993 Nr. 5, Seite 156-165; werden die Entwicklungsstufen von Zugbus-Systemen beschrieben. Für die sogenannte Zugtaufe, die das selbständige Erfassen der Fahrzeuge im Zug beinhaltet, ist es bei den bekannten Zugbus-Systemen erforderlich, daß Adern der Übertragungsleitungen bei der Inbetriebnahme unterbrochen werden müssen, was dann in jedem Fall zur Einschränkung der zu übertragenden Datenmenge führt.In the essay; Knau, information transfer on the train - introduction of a train bus system, ZET + DET Glasers Annalen, 1993 No. 5, page 156-165; the development stages of train bus systems are described. For the so-called train baptism, which includes the independent detection of the vehicles on the train, it is necessary in the known train bus systems that wires of the transmission lines have to be interrupted during commissioning, which in any case leads to a restriction of the amount of data to be transmitted.

Mit den in der Druckschrift US 4,689,602 und im Aufsatz von Knau beschriebenen Einrichtungen ist es nicht möglich, die Einstellrichtung eines Wagens in einem Zug oder Wagenverbund zu erkennen.With the devices described in US Pat. No. 4,689,602 and in the article by Knau, it is not possible to recognize the direction of adjustment of a carriage in a train or group of carriages.

Der in den Ansprüchen angegebenen Erfindung liegt das Problem zugrunde, eine Vorrichtung und ein Verfahren zur Erkennung des Wagenstandes und der Einstellrichtung zu schaffen, um auf einfache Weise eine fehlerfreie Zugtaufe zu ermöglichen, wobei die Vorrichtung und das Verfahren erhöhte Zuverlässigkeit aufweisen.The problem specified in the invention is based on the problem of creating a device and a method for recognizing the car position and the setting direction in order to enable faultless train baptism in a simple manner, the device and the method having increased reliability.

Das Problem wird mit den Maßnahmen des Anspruches 1 und 5 gelöst. Durch die Anordnung und das Verfahren kann sowohl der Wagenstand als auch die Einstellrichtung der Wagen im Zug oder Wagenverbund automatisch und fehlerfrei ermittelt werden.The problem is solved with the measures of claims 1 and 5. Due to the arrangement and the method, both the wagon position and the setting direction of the wagons in the train or wagon group can be determined automatically and without errors.

Von Vorteil ist es ebenfalls, daß keine weiteren zusätzlichen durchgehenden Leitungen im Zug oder Wagenverbund erforderlich werden.
Eine Zugbildung, sprich: die Veränderung von Anzahl, Einstellrichtung und Art der Wagen sowie der Wagenstand der Wagen im Zug, ist beliebig oft änderbar.It is also advantageous that no further additional continuous lines in the train or wagon combination are required.
A train formation, in other words: the change in the number, setting direction and type of wagons as well as the wagon position of the wagons on the train can be changed as often as required.

Weitere vorteilhafte Ausgestaltungen der Erfindung sind in den Ansprüchen 2 bis 4 und 6 angegeben. Diese Weiterbildungen ermöglichen es, die Aufwendungen für die erforderlichen Einrichtungen zu minimieren sowie die Genauigkeit und die Zuverlässigkeit der ermittelten Daten und Aussagen zu erhöhen.Further advantageous embodiments of the invention are in claims 2 to 4 and 6 indicated. These further developments make it possible to minimize the expenditure for the necessary facilities and to increase the accuracy and reliability of the data and statements obtained.

Ein Ausführungsbeispiel der Erfindung wird anhand der Figur erläutert.An embodiment of the invention is explained with reference to the figure.

In der Figur sind symbolhaft die zu einem Zug gehörenden Wagen, vorzugsweise Güterwagen 1, 2, 3, und eine Lokomotive L dargestellt.In the figure, the wagons belonging to a train, preferably freight wagons 1, 2, 3, and a locomotive L are shown symbolically.

Auf der Lokomotive L, die die Zugspitze bildet, ist ein Steuerrechner als Masterrechner MR angeordnet.
Weiterhin ist auf der Lokomotive L eine Energiequelle angeordnet, die in dem gewählten Ausführungsbeispiel einen Gleichstrom abgibt.
Auf der Lokomotive L sind entsprechend einer vorgegebenen Fahrtrichtung an den Stirnseiten je ein Aus- und Eingang eines Lokal Area Network LAN angeordnet. In den gleichen Aus- und Eingängen ist auch eine Leitung für einen durchgehenden Energiefluß L5 angeordnet. Die Leitung für einen durchgehenden Energiefluß L5 ist zweipolig ausgeführt.
Entsprechend der Fahrtrichtung des Zuges ist unabhängig von der Einstellrichtung der Lokomotive L im Zug die linke Zugseite als Seite A und die rechte Zugseite als Seite B definiert. Eine Umkehrung dieser Definition ist möglich.
Jeder Güterwagen 1, 2, 3 ist mit den Leitungen des Lokal Area Network LAN und den Leitungen für einen durchgehenden Energiefluß 15, 25, 35 ausgestattet. Die Leitungen für einen durchgehenden Energiefluß 15, 25, 35 weisen ferner Netzein-und Netzausgangsleitungen auf. An jeder Stimseite der Güterwagen 1, 2, 3 befindet sich je eine Netzein- und Netzausgangsleitung. Nicht benutzte Netzein- und Netzausgangsleitungen sind jeweils für sich schließbar.
Des weiteren ist als Energiewandler auf jedem Güterwagen 1, 2, 3 jeweils eine Wagenfunktionssteuerung 14, 24, 34 für wagenspezifische Funktionen, wie zum Beispiel das Bremsen mittels einer elektropneumatischen Bremse, angeordnet.
Vor und nach jeder Wagenfunktionssteuerung 14, 24, 34 ist je ein Energiesensor 11, 12, 21, 22, 31, 32 so angeordnet, daß damit die Stärke des Stromes in der Leitung für einen durchgehenden Energiefluß 15, 25, 35 meßbar ist. Die Energiesensoren 11, 12, 21, 22, 31, 32 sind zur Signalverarbeitung an die jeweilige Wagenfunktionssteuerung 14, 24, 34 angeschlossen. Ausgangspunkt für die Definition der Wagenseiten a und b sind maschinenbautechnische oder technologisch bedingte Funktionen des Wagens. Einer vorgegebenen Einbaulage der Energiesensoren 11, 12, 21, 22, 31, 32 sind jeweils die Wagenseiten a und b zugewiesen.
Außer der Wagenfunktionssteuerung 14, 24, 34 ist als Energiewandler jede Art von einem energetischen Verbraucher an die Leitung für einen durchgehenden Energiefluß L5, 15, 25, 35 zwischen den Energiesensoren 11, 12, 21, 22, 31, 32 anschließbar.On the locomotive L, which forms the Zugspitze, a control computer is arranged as the master computer MR.
Furthermore, an energy source is arranged on the locomotive L, which emits a direct current in the selected exemplary embodiment.
On the locomotive L, an exit and an entrance of a local area network LAN are arranged on the end faces in accordance with a predetermined direction of travel. A line for a continuous energy flow L5 is also arranged in the same outputs and inputs. The line for a continuous energy flow L5 is designed with two poles.
In accordance with the direction of travel of the train, the left side of the train is defined as side A and the right side of the train as side B, regardless of the setting direction of locomotive L in the train. It is possible to reverse this definition.
Each freight wagon 1, 2, 3 is equipped with the lines of the Local Area Network LAN and the lines for a continuous energy flow 15, 25, 35. The lines for a continuous energy flow 15, 25, 35 also have network input and network output lines. There is a network input and network output line on each end of freight wagons 1, 2, 3. Unused network input and network output lines can each be closed individually.
Furthermore, a wagon function control 14, 24, 34 for wagon-specific functions, such as braking by means of an electropneumatic brake, is arranged as an energy converter on each freight wagon 1, 2, 3.
Before and after each car function control 14, 24, 34, an energy sensor 11, 12, 21, 22, 31, 32 is arranged so that the strength of the current in the line for a continuous energy flow 15, 25, 35 can be measured. The energy sensors 11, 12, 21, 22, 31, 32 are connected to the respective car function control 14, 24, 34 for signal processing. Starting point for the Definition of the car sides a and b are mechanical engineering or technological functions of the car. A predetermined position of the energy sensors 11, 12, 21, 22, 31, 32 are assigned to the car sides a and b, respectively.
In addition to the car function controller 14, 24, 34, any type of energy consumer can be connected as an energy converter to the line for a continuous energy flow L5, 15, 25, 35 between the energy sensors 11, 12, 21, 22, 31, 32.

Fließt nun ein Strom in der geschlossenen Leitung für einen durchgehenden Energiefluß L5, 15, 25, 35, dann erkennen die Energiesensoren 11, 12, 21, 22, 31, 32 die Fließrichtung des Stromes entsprechend ihrer Einbaulage. Die Wagenfunktionssteuerungen 14, 24, 34 nehmen über die Energiesensoren 11, 12, 21, 22, 31, 32 die Meßwerte für die Höhe des Stromes an der Leitung für einen durchgehenden Energiefluß 15, 25, 35 der Güterwagen 1, 2, 3 auf. Die gemessenen Stromwerte werden über Meßstellen an den Masterrechner MR übermittelt. An Hand der Anzahl der insgesamt ermittelten Stromwerte wird die Anzahl der Güterwagen 1, 2, 3 bestimmt. Für einen der Beträge oder einen Differenzbetrag der pro Güterwagen 1, 2, 3 gemessenen Stromwerte wird eine zuginteme logische Rechnernummer vergeben. Aus der zuginternen logischen Rechnernummer wird eine zuginterne Wagenstandsnummer gebildet. Über die zugintern vergebene Wagenstandsnummer lassen sich dann auch solche wagenspezifische, rechentechnisch gespeicherte Daten, wie z.B. Ladegut oder Bestimmungsort, unter anderem von der Lokomotive L aus vorteilhaft abrufen.
Die gleichen ermittelten Stromwerte bilden die Grundlage für die Erkennung der Wageneinstellrichtung. Die Erkennung der Wageneinstellrichtung nimmt ein innerhalb der Wagenfunktionssteuerung angeordnetes Auswertemodul vor. Ist der für den Güterwagen 1 gemessene Stromwert am Energiesensor 11 größer als der am Enertgiesensor 12 gemessene Stromwert, dann ergibt sich nach der Auswertung eine Zuordnung der Wagenseite a zur Zugseite B und der Wagenseite b zur Zugseite A. Güterwagen 1 und Güterwagen 2 haben die gleiche Einstellrichtung. Bei der Strommessung für den Güterwagen 3 ergibt sich ein höherer Stromwert am Energiesensor 32 als am Energiesensor 31, in deren Auswertung die Wagenseite a der Zugseite A und die Wagenseite b der Zugseite B zugeordnet wird. Eine solche Erkennungsmöglichkeit ist dann von Vorteil, wenn zu betätigende Be- und / oder Entladeöffnungen eines Güterwagens 1, 2, 3 fernbedienbar sind und / oder ein Beund / oder Entladen aus einer oder in nur eine Richtung möglich ist.If a current now flows in the closed line for a continuous energy flow L5, 15, 25, 35, then the energy sensors 11, 12, 21, 22, 31, 32 recognize the direction of flow of the current in accordance with its installation position. The car function controls 14, 24, 34 record the measured values for the amount of current on the line for a continuous energy flow 15, 25, 35 of the freight cars 1, 2, 3 via the energy sensors 11, 12, 21, 22, 31, 32. The measured current values are transmitted to the master computer MR via measuring points. The number of freight wagons 1, 2, 3 is determined based on the number of total current values determined. A logical logical computer number is assigned for one of the amounts or a difference in the current values measured per freight wagon 1, 2, 3. An internal wagon stand number is formed from the internal logical computer number. Such wagon-specific, computationally stored data, such as cargo or destination, can also be advantageously called up from the locomotive L, for example, using the wagon number assigned internally.
The same determined current values form the basis for the detection of the carriage setting direction. The detection of the carriage setting direction is carried out by an evaluation module arranged within the carriage function control. If the current value measured for the freight wagon 1 at the energy sensor 11 is greater than the current value measured at the energy sensor 12, then the evaluation results in an assignment of the wagon side a to the train side B and the wagon side b to the train side A. Freight wagons 1 and wagons 2 have the same Direction of adjustment. In the current measurement for the freight wagon 3 there is a higher current value at the energy sensor 32 than at the energy sensor 31, the evaluation of which assigns the wagon side a to the train side A and the wagon side b to the train side B. Such a possibility of recognition is advantageous if loading and / or actuating Unloading openings of a freight car 1, 2, 3 can be operated remotely and / or loading and / or unloading from one direction or in only one direction is possible.

Die Anordnung und das Verfahren sind nicht auf eine bestimmte Anzahl von Wagen oder eine bestimmte Wagengattung, die in einen Zug oder Wagenverbund eingestellt werden können, beschränkt.The arrangement and the method are not restricted to a specific number of wagons or a specific wagon class which can be placed in a train or wagon group.

Claims (6)

Anordnung zur Erkennung des Wagenstandes und der Einstellrichtung eines Wagens in einem Zug, wobei der Zug aus mindestens einem mit einem Triebfahrzeug bespannten Wagen, insbesondere einem Güterwagen, oder einem Wagenverbund, der aus mindestens zwei durch einen wageneigenen Antrieb bewegbare Wagen besteht und der Zug oder Wagenverbund eine Leitung für einen durchgehenden Energiefluß (L5, 15, 25, 35) und ein durchgehendes Lokal Area Network (LAN) aufweist, - wobei auf den Wagen mindestens ein Energiesensor (11, 12, 21, 22, 31, 32) jeweils vor und nach einem Anschluß eines Energiewandlers (14, 24, 34) an einer der Adern der Leitung für einen durchgehenden Energiefluß (L5, 15, 25, 35) angeordnet ist und - wobei die durch die Energiesensoren (11, 12, 21, 22, 31, 32) gemessenen Werte über das Lokal Area Network (LAN) dem Masterrechner (MR) zuführbar sind und aus dem Betrag oder der Differenz der ermittelten Werte ein Wagenstandscharakteristikum und aus dem Vergleich der je Wagen gemessenen Werte die Einstellrichtung herleitbar ist. Arrangement for recognizing the wagon position and the setting direction of a wagon in a train, the train consisting of at least one wagon covered with a locomotive, in particular a freight wagon, or a wagon combination consisting of at least two wagons which can be moved by a wagon's own drive, and the train or wagon combination has a line for a continuous energy flow (L5, 15, 25, 35) and a continuous local area network (LAN), - Wherein at least one energy sensor (11, 12, 21, 22, 31, 32) on the carriage before and after connecting an energy converter (14, 24, 34) to one of the wires of the line for a continuous energy flow (L5, 15 , 25, 35) is arranged and - The values measured by the energy sensors (11, 12, 21, 22, 31, 32) can be fed to the master computer (MR) via the local area network (LAN) and a vehicle stand-up characteristic from the amount or the difference of the determined values the setting direction can be derived from the comparison of the values measured per car. Anordnung nach Anspruch 1, dadurch gekennzeichnet, daß die Energiesensoren (11, 12, 21, 22, 31, 32) und die Leitung für einen durchgehenden Energiefluß (L5, 15, 25, 35) galvanisch voneinander getrennt sind.Arrangement according to claim 1, characterized in that the energy sensors (11, 12, 21, 22, 31, 32) and the line for a continuous energy flow (L5, 15, 25, 35) are galvanically separated from one another. Anordnung nach einem der Ansprüche 1 oder 2, dadurch gekennzeichnet, daß der Energiewandler (14, 24, 34) eine Wagenfunktionssteuerung ist.Arrangement according to one of claims 1 or 2, characterized in that the energy converter (14, 24, 34) is a car function control. Anordnung nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß der Energiewandler (14, 24, 34) und mindestens ein zusätzlicher Energiewandler zwischen den Energiesensoren (11, 12, 21, 22, 31, 32) angeordnet ist.Arrangement according to one of claims 1 to 3, characterized in that the energy converter (14, 24, 34) and at least one additional energy converter is arranged between the energy sensors (11, 12, 21, 22, 31, 32). Verfahren zur Erkennung des Wagenstandes und der Einstellrichtung eines Wagens in einem Zug, wobei der Zug aus mindestens einem mit einem Triebfahrzeug bespannten Wagen, insbesondere einem Güterwagen, oder einem Wagenverbund, der aus mindestens zwei durch einen wageneigenen Antrieb bewegbaren Wagen besteht, und der Zug oder der Wagenverbund eine Leitung für einen durchgehenden Energiefluß (L5, 15, 25, 35) und ein durchgehendes Lokal Area Network (LAN) aufweist, - wobei beim Zuschalten eines wageninternen elektrischen Wandlers (14, 24, 34) in die Leitung für einen durchgehenden Energiefluß (L5, 15, 25, 35) Energiemessungen vor und nach dem Energiewandler (14, 24, 34) durchgeführt werden, - wobei ein Betrag oder ein Differenzbetrag eines Energieniveaus vor und nach dem Energiewandler (14, 24, 34) pro Wagen (1, 2, 3) ermittelt wird, - wobei aus dem Betrag oder dem Differenzbetrag der Energieniveaus eine zuginterne logische Rechnernummer erstellt und daraus eine Wagenstandsnummer der Wagen (1, 2, 3) im Zug ermittelt wird und - wobei durch Vergleich der Meßwerte der Energieniveaus je Wagen die Einstellrichtung der Wagen (1, 2, 3) im Zug ermittelt wird. Method for recognizing the wagon position and the setting direction of a wagon in a train, the train comprising at least one wagon covered with a locomotive, in particular a freight wagon, or a wagon combination consisting of at least two wagons which can be moved by a wagon's own drive, and the train or the wagon group a line for a continuous flow of energy (L5, 15, 25, 35) and a continuous Local Area Network (LAN), - When an internal vehicle electrical converter (14, 24, 34) is switched into the line for a continuous energy flow (L5, 15, 25, 35), energy measurements are carried out before and after the energy converter (14, 24, 34), - an amount or a difference of an energy level before and after the energy converter (14, 24, 34) per wagon (1, 2, 3) is determined, - whereby from the amount or the difference in the energy levels a train internal logical computer number is created and a wagon stand number of the wagons (1, 2, 3) is determined on the train and - The direction of adjustment of the carriages (1, 2, 3) in the train is determined by comparing the measured values of the energy levels per carriage. Verfahren nach Anspruch 5, dadurch gekennzeichnet, daß zur Erhöhung des Differenzbetrages für die Energiemessungen mindestens ein zusätzlicher Energiewandler zugeschaltet wird.A method according to claim 5, characterized in that at least one additional energy converter is switched on to increase the difference for the energy measurements.
EP97109808A 1996-06-21 1997-06-17 Device and method for detecting the position of a wagon and the direction setting of the wagon in a train or a vehicle train Expired - Lifetime EP0814006B1 (en)

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Application Number Priority Date Filing Date Title
DE19624777A DE19624777C2 (en) 1996-06-21 1996-06-21 Arrangement and method for detecting the wagon position and the setting direction of the wagons in a train or wagon group
DE19624777 1996-06-21

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EP0814006B1 EP0814006B1 (en) 2003-03-26

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EP0814006B1 (en) 2003-03-26
DE19624777C2 (en) 1998-05-14
DE19624777A1 (en) 1998-01-02
ATE235390T1 (en) 2003-04-15
DE59709598D1 (en) 2003-04-30

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