EP0814006B1 - 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

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

The invention relates to an arrangement and a method for recognizing the car position and the setting direction of the wagons in a train or group of wagons.

It is known from DE-OS 21 00 770 a device with which in one Train the front of a car, which is facing the locomotive, can be determined. On the or the wagon of a train is parallel to one in a transmission line for a control and command transmission from the locomotive to the individual Trolley arranged separation point arranged a voltage comparison device. The separation points can be closed or interrupted by a switch become. When the separation point is open, there is one of the locomotives on one side incoming voltage, while the other side is without voltage. From the determinable Voltage difference results in the carriage direction.

As another way of determining the end of a wagon on the locomotive side is in the above Document a circuit device for determining the phase position provided between current and / or voltage. The direction determination the current and / or the voltage is always coupled through Supply line derived. Based on a comparison: voltage present / none Voltage available? And after assigning the flow directions of the current to the front of the car it is possible to face the locomotive of the car.

According to these circuit arrangements, it is only possible to change the setting direction to determine the carriage on the train. The first-mentioned circuit arrangement must be by means of of said switch can be interrupted or closed in order to be evaluated To get data. Each of these switches increases the reliability of the circuit arrangement negatively impacted overall. The second named institution proves turn out to be a simple solution only if the power supply from Consumers from the locomotive and thus the determination of the phase position, i.e. determining the direction of the current and / or the voltage the always coupled supply line can be derived.

For a train baptism, so-called logical numbers can be used for identification the wagon, preferably a freight wagon, of a train or group of wagons for the Technological treatment in the rail-bound transport process required are not automatically awarded on the basis of these facilities.

In the journal Eisenbahntechnische Rundschau, issue 4/1995, page 255 ff., a baptism is described. It becomes one installed on the wagon of a train CAN bus (Controller Area Network) used. The CAN bus is a message-oriented Field bus to which all bus stations of the wagons are connected in parallel. Each bus station of a car must be assigned a logical number and also The left / right assignment for each bus station depending on the direction of travel be hit. For this purpose, each car has two CAN bus modules that are each assigned to a vehicle front end. The CAN bus between these two Modules must also be interrupted by one of the disadvantageous separation points to let. The baptism is carried out by all car function controls open their separation points at the command 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 controller. Due to the addressed CAN module, the setting direction of the Car can be determined. The car function control now closes the separation point of the Car and the process is repeated with the following cars.

In addition to the disadvantageous separation point in the CAN bus of every car the increased technical effort due to the arrangement of two CAN bus modules disadvantageous.

The system described in US 4,689,602 becomes corresponding the specified direction of travel after determining the front vehicle Determining the order of other rail vehicles used on the train. The order of the other vehicles is determined by the start of entering 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 store on the front vehicle of the Train is saved. The disadvantage is that the system is based on different fault-prone control and monitoring relays in the respective vehicle - for those also a special control line must be arranged - works. For recognition the control line must also be interrupted in the order of the vehicles become.

In the essay Knau; Information transfer on the train - introduction of a train bus system, ZET + DET Glasers Annalen, 1993 No. 5, pages 156-165; become the stages of development described by train bus systems. For the so-called train baptism, which includes the independent detection of the vehicles on the train, it is with the known Train bus systems required that the transmission lines conduct wires commissioning must be interrupted, which in any case is a limitation of the amount of data to be transferred.

With those described in the publication US 4,689,602 and in the article by Knau It is not possible to adjust the direction of adjustment of a carriage in one facility Recognize train or wagon group.

The invention specified in the claims is based on the problem an arrangement and a method for recognizing the car position and the direction of adjustment to create a faultless train baptism in a simple way, the arrangement and method having increased reliability.

The problem is solved with the measures of claims 1 and 5. By the arrangement and the procedure can change both the wagon stand and the direction of adjustment the wagon in the train or wagon group is determined automatically and without errors become.

It is also an advantage that there are no further additional continuous Lines in the train or wagon association may be required. A train formation, that is: the change in the number, setting direction and type of wagons as well as the wagon stand the carriage on the train can be changed as often as you like.

Further advantageous embodiments of the invention are in claims 2 to 4 and 6 indicated. These training courses make it possible to reduce the expenses for minimize the facilities required, as well as accuracy and reliability to increase the data and statements obtained.

An embodiment of the invention is explained with reference to the figure.

In the figure, the wagons belonging to a train are symbolic, preferably Freight cars 1, 2, 3, and a locomotive L are shown.

On the locomotive L, which forms the Zugspitze, there is a control computer as the master computer MR arranged. There is also an electrical voltage source on the locomotive L. arranged, which in the selected embodiment Emits direct current. On the locomotive L are according to a given One exit and one entrance to a local area network on the front of the direction of travel LAN arranged. There is also a power supply line in the same outputs and inputs L5 arranged. The power supply line is L5 bipolar design. According to the direction of travel of the train is independent of the setting direction of the locomotive L in the train the left side of the train as side A and the right side of train defined as side B. It is possible to reverse this definition.

Each freight car 1, 2, 3 is connected to the lines of the Local Area Network LAN and the power supply lines 15, 25, 35 equipped. The power supply lines 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 are each for closable.

Furthermore, as an electrical energy converter on each freight wagon 1, 2, 3 one carriage function controller 14, 24, 34 each for carriage-specific functions, such as for braking by means of an electropneumatic brake. Before and after each car function control 14, 24, 34 is a sensor for electrical measured variables 11, 12, 21, 22, 31, 32 arranged so that values for the strength of the current in the voltage supply line 15, 25, 35 can be determined are. The sensors for electrical measured variables 11, 12, 21, 22, 31, 32 are for signal processing connected to the respective car function control 14, 24, 34.

The starting point for the definition of car sides a and b are mechanical engineering or technological functions of the car. A given one Installation position of the sensors for electrical measured variables 11, 12, 21, 22, 31, 32 are each assigned to car sides a and b.

In addition to the car function control 14, 24, 34 is an electrical energy converter any kind of an electrical consumer to the continuous power supply line L5, 15, 25, 35 between the sensors for electrical measured quantities 11, 12, 21, 22, 31, 32 can be connected.

A current now flows in the continuously closed voltage supply line L5, 15, 25, 35, then the sensors for electrical measured quantities recognize 11, 12, 21, 22, 31, 32 the flow direction of the current according to its installation position. The car function controls 14, 24, 34 take over the sensors for electrical Measured variables 11, 12, 21, 22, 31, 32 indicate the measured values for the magnitude of the current the power supply line 15, 25, 35 of the freight wagons 1, 2, 3. The measured Current values are transmitted to the master computer MR via measuring points.

The number of current values is determined on the basis of the number of current values determined Freight cars 1, 2, 3 determined. For one of the amounts or a difference in the for each freight car 1, 2, 3 measured current values becomes a logical logical Assign invoice number. The internal logical computer number becomes an internal wagon stand number is formed. Via the wagon number assigned internally such wagon-specific calculations can then also be carried out stored data, e.g. Load or destination, including from the Retrieve locomotive L from advantageous.

The same determined current values form the basis for the detection of the Car setting direction. The detection of the carriage setting direction takes place within to the car function control arranged evaluation module. Is that for the freight car 1 measured current value at the sensor for electrical measured variables 11 larger than the current value measured at the sensor for electrical measured variables 12, then results After the evaluation, an assignment of the wagon side a to the train side B and the Car side b to train side A. Freight cars 1 and freight cars 2 have the same Setting direction.

The current measurement for freight wagon 3 results in a higher current value on the sensor for electrical measured variables 32 than on the sensor for electrical measured variables 31, in whose evaluation the wagon side a of the train side A and the wagon side b of the Train side B is assigned. Such a possibility of recognition is then advantageous if loading and / or unloading openings of a freight car 1, 2, 3 are operable and / or loading and / or unloading from or in only one Direction should take place.

The arrangement and procedure are not limited to any number Wagons or a specific wagon type that are in a train or wagon group can be set, limited.

Claims (6)

1. An arrangement for determining the position and the orientation of a railroad car in a train or in interconnected railroad cars, wherein the train consists of at least one railroad car, in particular, a freight car, that is coupled to a traction vehicle or of at least two interconnected automotive railroad cars, and wherein the train or the interconnected railroad cars contain(s) a continuous voltage supply line (L5, 15, 25, 35), a master computer (MR) and a continuous Local Area Network (LAN), characterized by the fact that at least one sensor for respectively obtaining electric measuring variables (11, 12, 21, 22, 31, 32) upstream and downstream of a connection between an electric energy converter (14, 24, 34) and one of the leads of the voltage supply line (L5, 15, 25, 35) is arranged on the railroad car, and by the fact that the values measured by the sensors for obtaining electric measuring variables (11, 12, 21, 22, 31, 32) can be fed to the master computer (MR) via the Local Area Network (LAN), wherein a positional characteristic of the railroad cars can be derived from the amount or the differential amount between the determined values, and wherein the orientation of the railroad cars can be derived from a comparison between the values measured on each railroad car.
2. The arrangement according to Claim 1, characterized by the fact that the sensors for obtaining electric measuring variables (11, 12, 21, 22, 31, 32) and the continuous voltage supply line (L5, 15, 25, 35) are galvanically separated from one another.
3. The arrangement according to Claim 1 or 2, characterized by the fact that the electric energy converter (14, 24, 34) consists of a functional control of the railroad car.
4. The arrangement according to one of Claims 1 - 3, characterized by the fact that the electric energy converter (14, 24, 34) and at least one additional electric energy converter are arranged between the sensors for obtaining electric measuring variables (11, 12, 21, 22, 31, 32).
5. A method for determining the position and the orientation of a railroad car in a train or in interconnected railroad cars, wherein the train consists of at least one railroad car, in particular, a freight car, that is coupled to a traction vehicle or of at least two interconnected automotive railroad cars, and wherein the train or the interconnected railroad cars contain a continuous voltage supply line (L5, 15, 25, 35) and a continuous Local Area Network (LAN), characterized by the fact that, when connecting an internal electric energy converter (14, 24, 34) of the railroad car to the voltage supply line (L5, 15, 25, 35), current measurements are carried out upstream and downstream of the electric energy converter (14, 24, 34), wherein an amount or a differential amount between the values for the current measured upstream and downstream of the electric energy converter (14, 24, 34) is determined for each railroad car (1, 2, 3), and by the fact that an internal logic computer number of the train is determined from the amount or the differential amount between the measured values for the current, wherein a positional number of the railroad cars (1, 2, 3) in the train is determined from this logic computer number, and wherein the orientation of the railroad cars (1, 2, 3) in the train is determined by comparing the values for the current measured on each railroad car.
6. The method according to Claim 5, characterized by the fact that at least one additional electric energy converter is connected in order to increase the differential value for the current measurements.

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