EP2547568B1 - Verfahren und vorrichtung zur zuglängenerkennung - Google Patents

Verfahren und vorrichtung zur zuglängenerkennung Download PDF

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Publication number
EP2547568B1
EP2547568B1 EP11710157.6A EP11710157A EP2547568B1 EP 2547568 B1 EP2547568 B1 EP 2547568B1 EP 11710157 A EP11710157 A EP 11710157A EP 2547568 B1 EP2547568 B1 EP 2547568B1
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EP
European Patent Office
Prior art keywords
main air
air line
train
line
pressure
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Application number
EP11710157.6A
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German (de)
English (en)
French (fr)
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EP2547568A1 (de
Inventor
Walter Schlosser
Christoph Strasser
Götz WIEDMANN
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.)
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
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Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
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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
    • B61L15/0054—Train integrity supervision, e.g. end-of-train [EOT] devices

Definitions

  • the present invention relates to a method and apparatus for train length detection in a train consisting of many cars, which is braked via a pneumatic brake system in accordance with the pressure in a coupled from car to car main air line HL in several braking stages whose pressure p HL and flow V ⁇ and the ambient temperature T are detected sensor-technically along the time axis, from which the train length L is finally calculated by means of an electronic evaluation unit. Furthermore, the invention also relates to a method implementing device and a train in which such a device is installed.
  • a pneumatic brake system is preferably based on standardized specifications of the main air line HL to allow a general applicability. Derived from these properties, threshold values and gradients are defined for the flow values and pressure values, which allow conclusions to be drawn about the train length or the continuity of the main air line HL via signal processing. For example, if it is found that the continuity of the main air line HL is not given, it can be inferred as a disturbing cause of this on a closed shut-off valve within the main air line HL between two cars.
  • From the DE 199 02 777 A1 is a technical solution for monitoring the train completeness, which emits a message about the condition of the train by means of a compressed air sensor and a flow meter for determining the volume flow in the main air line HL.
  • the main air line of the train usually passes through all connected cars and can be monitored by sensors, for example, the relay valve on the traction unit, with the direction and amount of the volume flow of compressed air are measured by sensors known per se.
  • sensors for example, the relay valve on the traction unit
  • the measured values of the sensors monitoring the main air line HL are supplied to an electronic evaluation unit, which compares the detected measured values with predetermined values of the respective operating variables for a corresponding operating state of the train. Depending on the result of the comparison, it is concluded that the train is complete.
  • the evaluation and acquisition of the measured values for determining the train integrity information takes place only at a single point of the train, preferably in the train of the train, so that other means for detecting operating variables of the main air line HL at other points of the train - especially at the train - are not required ,
  • Out DE 199 33 798 A1 is a method for train length detection, in which directly measured the length of the train and transmitted to the locomotive.
  • volume and pressure signals in the main air line HL are determined by sensor technology, wherein in particular a timely transmission of information about the last car of the train follows the power tool.
  • an evaluation device checks whether the volume and pressure signals and physical variables derived therefrom are known to a known setpoint range stored in the evaluation unit for the train length correspond. Depending on this, a signal is output which provides the information as to whether the measured values lie within the stored setpoint ranges. It is also proposed to determine the stored in the evaluation of the traction unit length of the train to be measured train of a Switzerlanddorfnmesser and to transmit to the traction unit.
  • the train length can also be measured by an axle counter when starting or when leaving a station and transmitted to the locomotive.
  • a stationary measuring device is activated here on the track for Switzerlanddorffollistat.
  • a method for engine-based determination of the train length of a train formation in which only the physical state variables pressure, flow and temperature of the air in the main air line HL are measured in the region of the traction vehicle, from a defined sequence of about the driver's brake valve in the towing vehicle or other suitable actuators pressure changes in the main air line HL are generated, the associated flows temporally integrated and constant pressure - ie their steady state - determines the leakage rate and from these variables, the volume of the main air line HL is calculated, which can be deduced on the train length.
  • a method for train integrity monitoring which uses a connected at the end of the train to the main air line pressure relief valve through which escapes at normal operating pressure always a certain amount of air per unit time. If the pressure in the main air line is lowered during braking, the pressure relief valve closes so that the volume flow decreases. This in turn indicates that the last car with the pressure relief valve is still carried. When the pressure is increased back to the normal operating pressure, the pressure relief valve returns to its open position and the increasing volume flow indicates that the last car is still being carried.
  • the DE 198 28 906 C1 discloses another method for checking the completeness of a train, in which pressure and flow values in the main air line are correlated with driving conditions and operator actions of the train driver. In this way, pressure changes initiated by the tractor operator are clearly differentiated from pressure changes resulting from sudden leakage of the main airline due to carriage breakage.
  • the invention includes the solution that the sensor-technical measured variable detection is carried out only from the stationary state of an existing brake stage I during the execution of the next brake stage II, until a stationary state within this braking stage II is reached again.
  • the volume of the main air line HL is calculated taking into account the pressure prevailing in the initial and final state and the ambient temperature. From the volume calculated in this way, it is finally possible, in a manner known per se, to conclude the length of the main air line HL and thus the length of the train L given a known line cross-section.
  • the line length can thus be checked for each brake request which does not take place from the released state. This can be the Continuity of the main air line HL checked and a closed shut-off valve can be detected. If the cable length determination is integrated into the brake sample before the start of the journey, the system can issue a warning about a different train length compared to the information in the brake card. For example, if after the brake test other cars with a closed stopcock attached to the train, this error is detected when connecting the traction unit at the other end to change direction.
  • the leakage rate is dependent on the pressure level in the main air line HL.
  • the leakage is regarded as a nozzle in the main air line HL with a constant nozzle cross-section, which vents against the atmosphere.
  • p 1 corresponds to the absolute pressure before, p 2 the absolute pressure after the nozzle and T the temperature.
  • R 287 J kg * K it is the general gas constant.
  • V N leakage can thus be calculated approximately from the measured pressure curve in the main air line HL.
  • An advantage of the method results from the measure that the air flowing into the main air line HL is ignored during the first filling of the brake system. Because when Domauf commentary the air flows not only in the main air line HL, but also in the working chambers of the control valves and in various reservoirs of the car. In this case, the volume of the storage container of the individual carriages can vary, so that in practice a calculation-related correction of this disturbance variable is not possible. In addition, most of the initial state of the working chamber of the control valves and the reservoir is not known. The method completely excludes the measurement errors resulting therefrom.
  • the method provides in principle, the flow rate of the air only in the filled state, for example, after first filling while driving or in any stationary state of the main air line HL, in which the pressure p HL is constant, is detected.
  • the process avoids an unknown flow size, resulting in a more accurate measurement result.
  • the sensor-technical measured variable detection is only carried out until the pressure of the supply air tank connected to the main air line is reached.
  • the cross-section of the line cross-section which is used with the determined volume of the main air line HL for calculating the train length is both the cross section of the main air line HL passing through the individual carriages and the cross section the interposed line couplings is taken into account.
  • the train length L results - as stated above - from dividing the determined volume of the main air line HL by the line cross-section Q.
  • the volume flow thereby induced in the stationary state is additionally measured within the main air line HL, so that this measured variable can be used as a correction value for determining the train length for the computational elimination of the disturbance.
  • the air volume which is lost from the released state of the brake system by braking acceleration losses of the individual control valves associated with the brake cylinder is eliminated by computation during the determination of the train length.
  • the inventive method is based on the fact that the acceleration effect of the control valves of the brake system to determine the length of the main air line HL are excluded. However, if the line volume is determined once only, for example in the course of a brake test before the departure of the train, the resulting error in now known volume can be determined.
  • the train length can also be checked from the released state during brake requests in order to detect the demolition of a pulling part or a closed stopcock.
  • at least a pressure of about 0.1 bar should be vented via a nozzle until the acceleration effect in the individual control valves responds.
  • the acceleration effect now draws approximately a pressure of 0.3 bar locally from the main air line HL. Then the effect is complete and the control valves are absolutely sensitive.
  • the volume determination of the main air line HL can also take place in the so-called two-line mode.
  • two-line operation reservoirs, which can vary in size, and other compressed air consumers via a separate compressed air line, the main reservoir line HB filled.
  • the main tank line HB runs along the train in parallel to the main air line HL.
  • the method according to the invention can also be used in the case of a two-pipe operation in the case of aeration after first filling because there are no unknown volume sizes.
  • the determination of the volume of the main air line HL thus takes place during release of the brakes as a result of ventilation of the main air line HL.
  • two separate sensors 2b and 2b ' are provided for determining the flow rate V ⁇ in this embodiment. While the first sensor 2b is used during the changeover between the stationary states, ie during the transition from one braking stage to the next higher braking stage, the second sensor 2b 'is used only in the steady state for the purpose of leakage measurement. Since the change between stationary states produces a significantly higher flow rate V ⁇ , the first sensor 2b is dimensioned larger than the second sensor 2b ', which in contrast has only to determine very small flows V ⁇ . As a result of the different measuring ranges used as a result, the accuracy of the determination of the flows V ⁇ increases overall. However, a distinction must be made between single-line operation and two-pipe operation. In two-pipe operation, a sensor that measures both leakage and ventilation processes or two sensors with the same cross-section in series can be sufficient in the case of ventilation. The leakage sensor requires a smaller measuring range and can therefore achieve greater accuracy.
  • the electronic evaluation unit 4 takes into account both the cross-section of the running through the individual carriages la to 1c main air line HL and the cross section of the interposed line couplings 5 in determining the train length with respect to the line cross-section to achieve more accurate calculation results.
  • each individual car la to 1c at least one control valve 6 is arranged with connected thereto pneumatic brake cylinder 7 for actuating the brakes.
  • the train length detection is preferably carried out by starting from a stationary state of the brake system, which arises due to the applied braking stage I. First, a sensor-technical measured value detection of the physical values pressure p HL , flow V ⁇ of the main air line HL and the ambient temperature T takes place, namely during the execution of the next brake stage II. Until a stationary state is set again.
  • the flow V er determined in this way is integrated , taking into account the initial and final states of the prevailing pressure p HL and the ambient temperature T according to equation (I) given above.
  • the result of calculation is the volume V of the main air line HL. From this, the calculation of the known line cross-section Q of the main air line HL also calculates its length, which corresponds to the length L of the train.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)
EP11710157.6A 2010-03-18 2011-03-16 Verfahren und vorrichtung zur zuglängenerkennung Active EP2547568B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201010011949 DE102010011949A1 (de) 2010-03-18 2010-03-18 Verfahren und Vorrichtung zur Zuglängenerkennung
PCT/EP2011/053950 WO2011113856A1 (de) 2010-03-18 2011-03-16 Verfahren und vorrichtung zur zuglängenerkennung

Publications (2)

Publication Number Publication Date
EP2547568A1 EP2547568A1 (de) 2013-01-23
EP2547568B1 true EP2547568B1 (de) 2016-05-11

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP11710157.6A Active EP2547568B1 (de) 2010-03-18 2011-03-16 Verfahren und vorrichtung zur zuglängenerkennung

Country Status (7)

Country Link
EP (1) EP2547568B1 (es)
CN (1) CN102822032B (es)
AU (1) AU2011229236B2 (es)
DE (1) DE102010011949A1 (es)
ES (1) ES2586578T3 (es)
RU (1) RU2561481C2 (es)
WO (1) WO2011113856A1 (es)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103697330A (zh) * 2013-12-06 2014-04-02 中南大学 一种列车超长管路泄露监测方法
EP3476678B1 (en) * 2017-10-26 2020-04-22 KNORR-BREMSE Systeme für Schienenfahrzeuge GmbH Brake pipe length estimation
US11479280B2 (en) * 2019-02-26 2022-10-25 Cattron North America, Inc. Remote control locomotive systems and methods
CN112550375B (zh) * 2020-11-24 2022-08-30 卡斯柯信号有限公司 一种基于卫星定位的列车车长识别方法及系统
GB2606014A (en) * 2021-04-22 2022-10-26 Siemens Mobility Ltd Train integrity proving device and method

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19828906C1 (de) * 1998-06-18 2000-05-04 Abb Daimler Benz Transp Verfahren zur fahrzeugautonomen Feststellung und Überprüfung der Vollständigkeit eines Zuges ohne durchgehende elektrische Leitung
DE19902777A1 (de) 1999-01-25 2000-07-27 Ge Harris Railway Electronics Zugvollständigkeits-Überwachungsvorrichtung
DE19933798C2 (de) 1999-07-19 2001-06-21 Siemens Ag Vorrichtung und Verfahren zur Abgasnachbehandlung bei einer Brennkraftmaschine
DE10009324A1 (de) 2000-02-22 2001-09-06 Daimler Chrysler Ag Verfahren zur lokbasierten Bestimmung der Zuglänge
DE10112920B4 (de) * 2001-03-13 2008-03-13 Siemens Ag Einrichtung zur Zugvollständigkeitsüberwachung
RU2241627C2 (ru) * 2002-07-19 2004-12-10 Государственное унитарное предприятие Российский научно-исследовательский и проектно-конструкторский институт информатизации, автоматизации и связи МПС Устройство для определения длины поезда
CN101554878B (zh) * 2009-05-20 2012-05-30 北京交通大学 一种实现列车完整性远程监控的系统和方法

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Publication number Publication date
RU2561481C2 (ru) 2015-08-27
RU2012144281A (ru) 2014-04-27
ES2586578T3 (es) 2016-10-17
CN102822032A (zh) 2012-12-12
WO2011113856A1 (de) 2011-09-22
CN102822032B (zh) 2016-03-02
AU2011229236B2 (en) 2015-01-29
DE102010011949A1 (de) 2011-09-22
EP2547568A1 (de) 2013-01-23
AU2011229236A1 (en) 2012-10-11

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