EP2662258B1 - Method and device for detecting and evaluating data relating to the status of a main air line of a tractor-trailer system - Google Patents

Method and device for detecting and evaluating data relating to the status of a main air line of a tractor-trailer system Download PDF

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Publication number
EP2662258B1
EP2662258B1 EP13002119.9A EP13002119A EP2662258B1 EP 2662258 B1 EP2662258 B1 EP 2662258B1 EP 13002119 A EP13002119 A EP 13002119A EP 2662258 B1 EP2662258 B1 EP 2662258B1
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EP
European Patent Office
Prior art keywords
pressure
central unit
air line
main air
tractor
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EP13002119.9A
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German (de)
French (fr)
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EP2662258A2 (en
EP2662258A3 (en
Inventor
Michael Baranek
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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 vehicle train for signalling purposes ; On-board control or communication systems
    • 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
    • B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
    • B61L15/0072—On-board train data handling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
    • B61L15/0081—On-board diagnosis or maintenance
    • 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 vehicle trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
    • B61L25/028—Determination of vehicle position and orientation within a train consist, e.g. serialisation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/40—Handling position reports or trackside vehicle data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
    • B61L27/57—Trackside diagnosis or maintenance, e.g. software upgrades for vehicles or vehicle trains, e.g. trackside supervision of train conditions

Definitions

  • the invention relates to a method for acquiring and evaluating data relating to the condition of the main air line of a vehicle association and to an apparatus for implementing the method.
  • railway vehicles are usually equipped with a compressed air brake.
  • the brakes are controlled via a connecting all cars, continuous, pressurized with compressed air main air line. If the air pressure in the brake system is sufficiently high, the brakes are kept open; If the pressure drops, the brake can no longer be kept open and stops automatically. A functioning main air line is still a prerequisite for properly coupled vehicles. In other words, if the vehicles are not properly coupled to the HL, the condition of the HL may not be consistently good.
  • the brake sample must e.g. be performed after the compilation of a move.
  • the brake system After the brake system has been filled with compressed air, first the tightness of the compressed air system is checked. If the brake system is considered tight, the correct application and release of the brake is checked by lowering or increasing the air pressure in the HL accordingly. In normal operation, this is done by operating the driver's brake valve (FBV), e.g. in the cab of a locomotive or a locomotive (Tfz).
  • BBV driver's brake valve
  • the test driver must run along the train and check the application and release of the brakes.
  • a second employee can operate the brake tester according to the instructions of the brake tester, which in turn increases staffing.
  • the train order ie the order of the wagons in the train, is usually determined during the train baptism, when a train is newly put together or the train composition has been changed. For some modes of operation it is still necessary to determine the right-left orientation of the vehicles within the train, e.g. in the selective release of doors on the platform side.
  • the DD 42 492 describes a device for controlling the condition of the brake air line of a railway train.
  • Here are generated by a device in the last car of the train pressure increasing pressure pulses in the brake line, which propagate as compression waves through the brake line and detected and displayed by a sensor device in the cab of the first vehicle.
  • the pressure waves are generated continuously in a specific time sequence, so that it can be detected during the train's journey on the basis of the correct pressure pattern, whether the brake system is in a functional state.
  • Another disadvantage is that the device for generating the pressure increase pulses must always be in the last car, which must be considered in the composition of the train and thus represents an additional expense.
  • From the DE 100 09 324 A1 is a method for locomotive determination of train length known.
  • the driver's brake valve of the locomotive or other actuators generated pressure changes in the HL, which are evaluated by a pressure, temperature and mass flow sensor to determine the volume of the HL.
  • a pressure, temperature and mass flow sensor to determine the volume of the HL.
  • a disadvantage of this method is that in addition to the pressure sensors also temperature and flow sensors must be used.
  • the DE 198 58 922 C1 and the EP 1 013 533 A1 describe a method for determining the physical order of vehicles of an assembled train and an arrangement for performing the method.
  • the HL is used as a medium for transmitting information to the wagons of the train by the pulse train of a compressed air fluctuation in the HL is transmitted as an identification signal to the car.
  • Each vehicle includes at least one pressure sensor coupled to the HL, whose output signals are detected and stored. Vehicle-mounted wireless devices allow each car to communicate bidirectionally with the other cars and with the central unit in the lead vehicle.
  • the central unit on the leading vehicle After the train identification number has been transmitted to the carriages via the HL, the central unit on the leading vehicle initializes the radio-based data communication system. For this purpose, the central unit also transmits the train identification number in addition to the actual data transmission. Only the wagons of the train association with the same train identification code then spark their application data to the leading vehicle via a self-organizing radio network, which prevents confusion with radio signals from neighboring trains.
  • the wagons at the ends of the wagons each have their own pressure sensors, it is also possible to deduce the left-right orientation based on the time sequence of their logging on to the train.
  • the disadvantage is that a bidirectional radio link between the central unit and the car is required.
  • a memory module could be defective in the car and thus resorted to the wrong train identifier.
  • Object of the present invention is to provide a method with which it is possible with a unidirectional radio link between the Cart and a central unit, to ensure reliable train integrity. Furthermore, it is advantageous to determine the train sequence and to perform a complete brake test.
  • the invention makes use of the fact that the HL can be used to transmit information when pressure sensors in the HL register the air pressure or changes in air pressure. On the basis of these measured values, the condition of the HL can be concluded in many respects.
  • the state of the HL can be related to the technical functional condition or the coupling state at the coupling points of the vehicles, the u.a. depending on the arrangement of the car in the train is.
  • the vehicle association consists of a leading vehicle and at least one coupled car. From a central unit in the lead vehicle data is transmitted to the wagons of the vehicle association by means of at least one pressure change in the main air line.
  • These pressure changes can be both pressure increases and pressure drops, which are generated via the driver's brake valve or other acting on the pressure in the HL actuators.
  • pressure sensors in the HL which detect the pressure changes. They are connected to message units which record the measurement results of the detectors.
  • Each car has a reporting unit with a unique identification number.
  • each sensor has a unique identification number for the vehicle / car related communication to the reporting unit.
  • the message units also each contain a clock, the clocks are all synchronized among each other with sufficient accuracy, for example, using the GPS time signal or the DCF signal.
  • the synchronization ensures that signals that match the propagation velocity of the pressure changes in propagate the HL, be temporally resolved so that the temporal order of the detection of the spatial order of the detectors corresponds.
  • the gait difference between the clocks must therefore be smaller than the time it takes for the pressure to change from one detector to the next.
  • the reporting unit now provides each measurement result with the time stamp of the measurement time.
  • the measurement results recorded by the pressure sensors are now transmitted unidirectionally to the central unit together with the time stamps and the unique identification numbers by remote data transmission, evaluated there and displayed on a display unit, preferably in the driver's cab of the first vehicle, to the operator.
  • the central unit therefore only needs a remote data transmission receiver, e.g. Radio, while the reporting units each only need a corresponding transmitter.
  • a transmitter is as little required for the central unit as a receiver for the reporting units, since the transmission of information from the central unit to the reporting unit via the air pressure changes in the HL and not via the remote data transmission.
  • the unidirectional radio link may be connected via different services, e.g. GSM, GSM-R, but also by transmissions in the ISM band (433 MHz, 868 MHz, 2.4 GHz) or similar. will be realized.
  • the reporting unit can communicate, for example, via an ad hoc radio network with the sensor or sensors, for which they may include a corresponding radio module.
  • the sensor modules would also contain an ad hoc network radio module in this case.
  • Claim 2 describes an advantageous embodiment of claim 1 for determining the train order.
  • the air pressure change travels at a certain speed in the HL from the leading vehicle to the train end, it gradually reaches the individual pressure sensors along the HL. Since each pressure sensor is assigned a unique identification number, and each measurement of an air pressure change is provided with a time stamp, it is possible to understand the sequence in which the air pressure change has passed through the individual sensors. This is done by time-sequencing the response signals transmitted by radio from the message units from the central processing unit.
  • the sensor that first detected the air pressure change is the sensor whose timestamp was stored earliest in the response signal. This sensor is closest to the lead vehicle appropriate.
  • the sensor that has detected the air pressure change second is the sensor that is second closest to the leader vehicle, etc.
  • the central unit determines the order of the wagons in the vehicle body by identifying the identification numbers associated with the respective vehicles in the order of time sequence of the timestamp of the corresponding pressure change response signals sorted and stored.
  • the order of the carriages can then be displayed on the display unit.
  • the identification numbers of the pressure sensors can advantageously be chosen so that they already contain the car number, e.g. the UIC number of the respective car is contained in the sensor identification number.
  • the inventive method assesses whether the vehicle body is fully coupled. For this, the central unit must have been previously informed by another source, how many vehicles with how many reporting units are in the train. If the number of response signals transmitted by the reporting units coincides with the number of reporting devices input by the external source and the pressure values measured by the associated sensors exceed a predetermined threshold, it can be assumed that the train is fully engaged. If the coupling has not been properly performed on at least one coupling site, the pressurization of air passing over the HL could not propagate beyond the improper coupling site. Thus, at least one sensor in the improperly coupled carriage would not be able to measure the pressure threshold to be achieved. The associated reporting unit would accordingly also not transmit a response signal or a response signal with a measured pressure value below the threshold value to the central unit.
  • the central unit compares whether the pressure values detected by the sensors are above the predetermined threshold value and whether the number of reported response signals coincides with the number of reporting units. If at least one of these requirements is not met, the central unit sends a message to the display unit that the train has not been coupled properly.
  • the number of still received Response signals that signal that the threshold has been reached indicate that after how many pressure sensors the clutch has not been properly made, which can also be displayed on the display unit.
  • the method is used according to the invention to perform a brake test, without having to resort to further staff.
  • the driver's brake valve is actuated by the driver or another driver in the traction vehicle, so that the "brake release" command is executed.
  • the central unit uses the measured values from the pressure sensors, which are transmitted via the message units to the central unit, to determine whether, at all measuring points, the pressure in the main air line rises above a predefined threshold within a predetermined time. If so, the brake test is continued by executing the brake apply command by operating the driver's brake valve.
  • the central unit uses the measured values from the pressure sensors, which are transmitted via the message units to the central unit, to determine whether, at all measuring points, the pressure in the main air line subsequently reaches at least the specified threshold value within a predetermined time. If so, the brake test has been successfully completed, which is displayed on the display unit.
  • the central unit judges the brake sample as unsuccessful and displays this on the display unit.
  • an apparatus for implementing the method of the previous claims consists in the leading vehicle of a display unit, preferably in the driver's cab, a central data processing unit in the first vehicle, an actuator that can modulate the air pressure in the HL using commands from the central unit and a receiver for receiving data via a data transmission device such eg radio. Furthermore, it may be advantageous for an additional sensor to monitor the activity of the brake cylinder. The central processing unit can then check whether the pressure change commands are being performed correctly and compare the pressure values measured in the car with the actual activity of the brake cylinder.
  • At least one sensor in the HL is in each of the carriages to measure the air pressure or the air flow, and at least one reporting unit which can transmit the pressure values measured by the associated sensor to the central unit via a remote data transmission.
  • Each message unit has its own unique identification number, which is stored in a memory element not further described here. Furthermore, each reporting unit has its own clock, with the clocks within the train association are synchronized with each other.
  • the device according to the invention according to claim 3 acquires data relating to the state of the main air line of a vehicle association and evaluates them.
  • the vehicle association consists of a leading vehicle and at least one coupled car.
  • the central unit in the leading vehicle transmits data to the wagons of the vehicle association by means of at least one pressure change in the main air line. These pressure changes can be both pressure increases and pressure drops.
  • pressure sensors in the HL which detect the pressure changes. They are connected to message units which record the measurement results of the detectors.
  • the reporting unit provides each measurement event with the time stamp of the measurement time.
  • the reporting unit unidirectionally transmits the measurement results recorded by the pressure sensors together with the time stamps and the identification number which is unique for each carriage or reporting unit by remote data transmission to the central unit.
  • the central unit evaluates the data and forwards the data to a display unit, where they are displayed to the operator, preferably in the driver's cab of the first vehicle.
  • the central unit only needs to have a radio receiver, while the message units only need a corresponding transmitter.
  • a radio transmitter is as little required for the central unit as a radio receiver for the reporting units, since the transmission of information from the central unit to the reporting unit via the air pressure changes in the HL is done.
  • Claim 4 describes an advantageous embodiment of claim 3 for determining the train order.
  • the air pressure change travels at a certain speed in the HL from the leading vehicle to the train end, it gradually reaches the individual pressure sensors along the HL.
  • Each pressure sensor is assigned a unique identification number, and each measurement of an air pressure change is provided with a time stamp, it can be understood in what order the change in air pressure has passed through the individual sensors. This is done by the central unit time-ordering the response signals transmitted by radio from the message units.
  • the sensor that first detected the air pressure change is the sensor whose timestamp has the oldest value in the response signal. Accordingly, this sensor is mounted closest to the leader vehicle.
  • the sensor that has detected the air pressure change second is the sensor located second closest to the leader vehicle, etc.
  • the central unit thus determines the order of the wagons in the vehicle association by identifying the identification numbers associated with the respective vehicles in the order of time Sequence of the timestamps of the response signals corresponding to the pressure change sorted.
  • the device assesses whether the vehicle body is fully coupled. For this, the central unit must have been previously informed by another source, how many vehicles with how many reporting units are in the train. If the number of response signals transmitted by the reporting units coincides with the number of reporting devices input by the external source and the pressure values measured by the associated sensors exceed a predetermined threshold, it can be assumed that the train is fully engaged. If the coupling has not been properly performed on at least one coupling site, the pressurization of air passing over the HL could not propagate beyond the improper coupling site. Thus, at least one sensor in the improperly coupled carriage would not be able to measure the pressure threshold to be achieved. The associated reporting unit would accordingly also not transmit a response signal or a response signal with a measured pressure value below the threshold value to the central unit.
  • the central unit compares whether the pressure values detected by the sensors are above the predetermined threshold value and whether the number of reported Response signals with the number of message units matches. If at least one of these requirements is not fulfilled, the central unit sends a message to the display unit that the train has not been coupled properly. The number of response signals still received, which signal that the threshold has been reached, indicates that after how many pressure sensors the clutch has not been properly made, which can also be displayed on the display unit.
  • the device is used to perform a brake test, without having to resort to further staff. First, the driver's brake valve is actuated by the driver or another driver in the traction vehicle, so that the "brake release" command is executed.
  • An additional sensor monitors the activity of the brake cylinder and transmits it to the central unit.
  • the central unit now uses the measured values from the pressure sensors, which are transmitted to the central unit via the message units, to determine whether the pressure in the main air line at all measuring points rises above a predefined threshold within a specified time. If so, the brake test is continued by executing the brake apply command by operating the driver's brake valve, which is detected by the brake cylinder sensor and transmitted to the central processing unit.
  • the central unit uses the measured values from the pressure sensors, which are transmitted to the central unit via the message units, to determine whether the pressure in the main air line at all measuring points falls below the specified threshold value within a specified time. If so, the brake test has been successfully completed, which is displayed on the display unit.
  • the central unit judges the brake sample unsuccessful and displays it on the display unit.
  • Each message unit has stored in its memory a unique identification number. Also, each sensor has a unique identification number for the vehicle / car related communication to the reporting unit. In this example, this identification number is chosen to include the UIC car number: xx 80 xxxx xxx x - 00y.
  • each reporting unit has its own clock, with the clocks using the GPS time signal within the train association are synchronized with each other to the second.
  • the brake system is now filled with compressed air. If the compressed air system is in proper condition, the nominal pressure of 5 bar must be reached within a suitable selected time even on the last carriage. Conversely, a rapid pressure drop must be passed on to all brakes within a given time. Therefore, within this time, a pressure drop of 5 bar to 3.5 bar must be achieved for each car.
  • the central processing unit converts the train identification number unique to each train, stored in the central processing unit, to a binary number. This information is transmitted during filling via pressure changes of at least 0.5 bar in the HL to the pressure sensors of the car. For this purpose, the central unit modifies / modulates the pressure using the FBV on the locomotive.
  • the pressure sensors measure the air pressure in the HL. They record the air pressure values and transmit their measured values via cable to the associated alarm unit. The measured values are decoded there, timestamped by means of the clocks and transmitted together with the time stamp and the identification number by radio transmitter to the central unit.
  • the central unit receives the data from the message units via the radio receiver, stores them and evaluates them. The central unit only considers data that is received together with the correct train identification number. This excludes randomly received data from other trains.
  • the measurement data measured by the pressure sensors therefore includes a rise in air pressure in the HL modulated with the train identification number.
  • the identification units of the signaling devices or pressure sensors are recorded by the central unit and stored which sensors or signaling devices belong to the train.
  • the central unit compares the reported identification numbers with the stored ones and only considers response signals of the reporting units that have been identified as belonging to the train association in this method.
  • a warning message is displayed, together with the information in which Message units the threshold was reached in time. If e.g. the measured data from the first and the second car show that the threshold value was reached in time, but the threshold value was not reached in the third car or was not reached in time, this is indicated on the display unit. This indicates a possible "fault" in the train coupling out. Then the coupling point between the second and third car must be checked.
  • the position of each individual freight car is determined by a specified pressure curve.
  • the pressure sensors again record the air pressure values and transmit their measured values via cable to the associated alarm unit.
  • the measured values are decoded there, timestamped by means of the clocks and transmitted together with the time stamp and the identification number by radio transmitter to the central unit.
  • the central unit receives the data from the message units via the radio receiver, stores them and evaluates them. The central unit again only considers data that is received together with the correct train identification number.
  • the central unit sorts the data with the appropriate train identification number in time according to the received timestamp data. In ascending order, this results in the sequence of the reporting units and thus the attached Cart, what is displayed on the display unit. In addition, other data entered into the central unit can be used to determine the train length, etc.
  • the FBV uses the FBV to set the brake sample commands "Release brake” and "Apply brake” in a prescribed manner.
  • the HL is vented via the FBV, when releasing the brakes, the HL is supplied with the prescribed compressed air.
  • the central unit uses the measured values from the pressure sensors to determine whether, after the command "Release brake", the pressure in the main air line rises above a predefined threshold value at all measuring points within a defined time, and whether at the "Apply brake” command at all measuring points the pressure in the main air line falls below a predetermined threshold within a predetermined time. If the thresholds are reached at all measuring points within the predetermined times, the brake sample is evaluated as successful by the central unit and this is displayed accordingly on the display unit in the driver's cab.

Description

Die Erfindung betrifft ein Verfahren zum Erfassen und Auswerten von Daten bezüglich des Zustands der Hauptluftleitung eines Fahrzeugverbandes und eine Vorrichtung zur Umsetzung des Verfahrens.The invention relates to a method for acquiring and evaluating data relating to the condition of the main air line of a vehicle association and to an apparatus for implementing the method.

Eisenbahnfahrzeuge sind meist mit einer Druckluftbremse ausgestattet. Die Bremsen werden dabei über eine alle Wagen verbindende, durchgehende, mit Druckluft beaufschlagte Hauptluftleitung gesteuert. Bei ausreichend hohem Luftdruck im Bremssystem werden die Bremsen offen gehalten; fällt der Druck, kann die Bremse nicht mehr offen gehalten werden und legt sich selbsttätig an. Eine funktionierende Hauptluftleitung ist weiterhin Voraussetzung für ordnungsgemäß gekuppelte Fahrzeuge. Anders ausgedrückt: falls die Fahrzeuge nicht ordnungsgemäß an der HL gekuppelt sind, kann der Zustand der HL nicht durchgängig in Ordnung sein.Railway vehicles are usually equipped with a compressed air brake. The brakes are controlled via a connecting all cars, continuous, pressurized with compressed air main air line. If the air pressure in the brake system is sufficiently high, the brakes are kept open; If the pressure drops, the brake can no longer be kept open and stops automatically. A functioning main air line is still a prerequisite for properly coupled vehicles. In other words, if the vehicles are not properly coupled to the HL, the condition of the HL may not be consistently good.

Um die Funktionstüchtigkeit der Bremse zu gewährleisten, muss nachgewiesen werden, dass die Bremse bei vorgeschriebenen Druckluftverhältnissen korrekt anliegt oder gelöst ist. Hierzu wird von autorisierten Personen eine Bremsprobe durchgeführt. Die Durchführung der Bremsprobe ist in Deutschland in der Bremsvorschrift VDV 757 bzw. Ril 915.01 (BreVo) geregelt.To ensure that the brake functions properly, it must be proven that the brake is correctly applied or released under the prescribed compressed air conditions. For this purpose, a brake test is carried out by authorized persons. The performance of the brake test is regulated in Germany in the brake specification VDV 757 or Ril 915.01 (BreVo).

Die Bremsprobe muss z.B. nach der Zusammenstellung eines Zuges durchgeführt werden. Nachdem das Bremssystem mit Druckluft befüllt wurde, wird zunächst die Dichtheit des Druckluftsystems überprüft. Gilt das Bremssystem als dicht, wird das korrekte Anlegen und Lösen der Bremse geprüft, indem der Luftdruck in der HL entsprechend abgesenkt bzw. wieder erhöht wird. Im normalen Betrieb erfolgt dies durch Betätigen des Führerbremsventils (FBV), z.B. im Führerstand einer Lokomotive oder eines Triebfahrzeugs (Tfz).The brake sample must e.g. be performed after the compilation of a move. After the brake system has been filled with compressed air, first the tightness of the compressed air system is checked. If the brake system is considered tight, the correct application and release of the brake is checked by lowering or increasing the air pressure in the HL accordingly. In normal operation, this is done by operating the driver's brake valve (FBV), e.g. in the cab of a locomotive or a locomotive (Tfz).

Während der Bremsprobe muss der Bremsprobedurchführende am Zug entlang laufen und das Anlegen und Lösen der Bremsen überprüfen. Zum Umschalten der Druckluftverhältnisse am Bremsprobegerät muss er also teilweise lange Wege vom entfernten Zugende bis zum Bremsprobegerät zurücklegen, was entsprechend zeitaufwändig ist. Alternativ kann ein zweiter Mitarbeiter das Bremsprobegerät nach den Anweisungen des Bremsprobedurchführenden bedienen, was jedoch wiederum den Personaleinsatz erhöht.During the brake test, the test driver must run along the train and check the application and release of the brakes. To switch the compressed air conditions on the brake tester so he has to cover some long distances from the far end of the train to the brake tester, which is correspondingly time-consuming. Alternatively, a second employee can operate the brake tester according to the instructions of the brake tester, which in turn increases staffing.

Deshalb wurde nach Möglichkeiten gesucht, die Bremsprobe automatisiert durchzuführen.Therefore, it was searched for ways to perform the brake test automated.

Darüber hinaus ist jederzeit die vollständige Zugintegrität zu gewährleisten. Falls einer oder mehrere Wagen vom Rest des Zuges verloren gingen, würde im Normalfall die Luft aus der HL entweichen und somit eine automatische Bremsung eingeleitet werden. Es ist jedoch auch denkbar, dass beim Abtrennen von Waggons der Absperrhahn für die HL an der Kuppelstelle durch mechanische Einwirkungen soweit wieder geschlossen wird, dass die Zugtrennung nicht rechtzeitig erkannt wird.In addition, complete train integrity must be ensured at all times. If one or more cars were lost from the rest of the train, the air would normally escape from the HL and thus initiate automatic braking. However, it is also conceivable that when disconnecting wagons, the shut-off valve for the HL at the coupling point is closed by mechanical actions as far back that the train separation is not detected in time.

Die Zugreihung, dass heißt die Reihenfolge der Wagen im Zugverband, wird üblicherweise im Rahmen der Zugtaufe ermittelt, wenn ein Zug neu zusammengestellt wird bzw. die Zugzusammensetzung verändert wurde. Für manche Betriebsarten ist es weiterhin erforderlich, die Rechts-Links-Orientierung der Fahrzeuge innerhalb des Zuges zu ermitteln, z.B. bei der selektiven Freigabe von Türen auf der Bahnsteigseite.The train order, ie the order of the wagons in the train, is usually determined during the train baptism, when a train is newly put together or the train composition has been changed. For some modes of operation it is still necessary to determine the right-left orientation of the vehicles within the train, e.g. in the selective release of doors on the platform side.

Die DD 42 492 beschreibt eine Einrichtung zur Kontrolle des Zustandes der Bremsluftleitung eines Eisenbahnzuges. Hierbei werden von einem Gerät im letzten Wagen des Zugverbands Druckerhöhungsimpulse in der Bremsleitung erzeugt, die sich als Kompressionswellen durch die Bremsleitung fortpflanzen und von einem Sensorgerät im Führerstand des ersten Fahrzeuges erfasst und angezeigt werden. Die Druckwellen werden dabei kontinuierlich in einer bestimmten zeitlichen Reihenfolge erzeugt, sodass auch während der Fahrt des Zuges anhand der korrekten Druckmuster erkannt werden kann, ob sich das Bremssystem in einem funktionsfähigen Zustand befindet.The DD 42 492 describes a device for controlling the condition of the brake air line of a railway train. Here are generated by a device in the last car of the train pressure increasing pressure pulses in the brake line, which propagate as compression waves through the brake line and detected and displayed by a sensor device in the cab of the first vehicle. The pressure waves are generated continuously in a specific time sequence, so that it can be detected during the train's journey on the basis of the correct pressure pattern, whether the brake system is in a functional state.

Mit dieser Einrichtung ist es allerdings nicht möglich, die Zugreihung oder die Rechts-Links-Orientierung der Wagen zu ermitteln.With this device, however, it is not possible to determine the train order or the right-left orientation of the car.

Nachteilig ist auch, dass sich das Gerät zum Erzeugen der Druckerhöhungsimpulse immer im letzten Wagen befinden muss, was bei der Zusammenstellung des Zuges beachtet werden muss und somit einen zusätzlichen Aufwand darstellt.Another disadvantage is that the device for generating the pressure increase pulses must always be in the last car, which must be considered in the composition of the train and thus represents an additional expense.

Aus der DE 100 09 324 A1 ist ein Verfahren zur lokbasierten Bestimmung der Zuglänge bekannt. Hierbei werden über das Führerbremsventil der Lok oder andere Aktuatoren Druckänderungen in der HL erzeugt, die von einer Sensorik für Druck, Temperatur und Massenstrom ausgewertet werden, um das Volumen der HL zu bestimmen. Bei bekannter Wagenlänge kann somit die Länge der HL und dadurch die Anzahl der korrekt gekuppelten Wagen bestimmt werden.From the DE 100 09 324 A1 is a method for locomotive determination of train length known. Here are over the driver's brake valve of the locomotive or other actuators generated pressure changes in the HL, which are evaluated by a pressure, temperature and mass flow sensor to determine the volume of the HL. With known carriage length thus the length of the HL and thus the number of correctly coupled cars can be determined.

Ein Nachteil dieses Verfahrens liegt darin, dass zusätzlich zu den Drucksensoren auch noch Temperatur- und Strömungssensoren verwendet werden müssen.A disadvantage of this method is that in addition to the pressure sensors also temperature and flow sensors must be used.

Die DE 198 58 922 C1 und die EP 1 013 533 A1 beschreiben ein Verfahren zum Bestimmen der physischen Reihenfolge von Fahrzeugen eines zusammengestellten Zuges und eine Anordnung zum Durchführen des Verfahrens. Hierbei wird die HL als Medium zum Übertragen von Informationen an die Wagen des Zugverbands benutzt, indem die Pulsfolge einer Druckluftschwankung in der HL als Identifikationssignal an die Wagen übermittelt wird. Jedes Fahrzeug umfasst wenigstens einen mit der HL gekoppelten Drucksensor, dessen Ausgangsignale erfasst und gespeichert werden. Mithilfe von fahrzeugfesten Funkeinrichtungen kann jeder Wagen bidirektional mit den anderen Wagen und mit der Zentraleinheit im Führungsfahrzeug kommunizieren.The DE 198 58 922 C1 and the EP 1 013 533 A1 describe a method for determining the physical order of vehicles of an assembled train and an arrangement for performing the method. Here, the HL is used as a medium for transmitting information to the wagons of the train by the pulse train of a compressed air fluctuation in the HL is transmitted as an identification signal to the car. Each vehicle includes at least one pressure sensor coupled to the HL, whose output signals are detected and stored. Vehicle-mounted wireless devices allow each car to communicate bidirectionally with the other cars and with the central unit in the lead vehicle.

Nachdem über die HL die Zugidentifikationsnummer an die Wagen übermittelt wurde, wird von der Zentraleinheit auf dem Führungsfahrzeug das funkbasierte Datenkommunikationssystem initialisiert. Dazu funkt die Zentraleinheit zusätzlich zu der eigentlichen Datenübertragung auch die Zugidentifikationsnummer. Nur die Wagen des Zugverbandes mit der gleichen Zugidentifikationskennung funken daraufhin über ein sich selbst organisierendes Funknetzwerk ihre Anmeldungsdaten an das Führungsfahrzeug, weshalb eine Verwechselung mit Funksignalen benachbarter Züge ausgeschlossen ist.After the train identification number has been transmitted to the carriages via the HL, the central unit on the leading vehicle initializes the radio-based data communication system. For this purpose, the central unit also transmits the train identification number in addition to the actual data transmission. Only the wagons of the train association with the same train identification code then spark their application data to the leading vehicle via a self-organizing radio network, which prevents confusion with radio signals from neighboring trains.

Wenn die Wagen an den Wagenenden jeweils über eigene Drucksensoren verfügen, kann anhand der zeitlichen Abfolge ihrer Anmeldung an den Zugverband auch auf die Links-Rechts-Orientierung geschlossen werden.If the wagons at the ends of the wagons each have their own pressure sensors, it is also possible to deduce the left-right orientation based on the time sequence of their logging on to the train.

Nachteilig ist, dass eine bidirektionale Funkverbindung zwischen Zentraleinheit und Wagen erforderlich ist. Außerdem kann nicht ausgeschlossen werden, dass ein Speicherbaustein bei den Wagen defekt sein könnte und somit auf die falsche Zugkennung zurückgreift.The disadvantage is that a bidirectional radio link between the central unit and the car is required. In addition, it can not be ruled out that a memory module could be defective in the car and thus resorted to the wrong train identifier.

Aufgabe der vorliegenden Erfindung ist es, ein Verfahren bereitzustellen, mit dem es möglich ist, mit einer unidirektionalen Funkverbindung zwischen den Wagen und einer Zentraleinheit, zuverlässig die Zugintegrität zu gewährleisten. Weiterhin sollen vorteilhaft die Zugreihung ermittelt sowie eine vollständige Bremsprobe durchgeführt werden.Object of the present invention is to provide a method with which it is possible with a unidirectional radio link between the Cart and a central unit, to ensure reliable train integrity. Furthermore, it is advantageous to determine the train sequence and to perform a complete brake test.

Diese Aufgaben werden durch das erfindungsgemäße Verfahren gemäß Anspruch 1 sowie durch eine Vorrichtung zum Durchführen des Verfahrens, gemäß Anspruch 3 gelöst.These objects are achieved by the inventive method according to claim 1 and by an apparatus for performing the method according to claim 3.

Vorteilhafte Weiterbildungen sind Gegenstände der abhängigen Ansprüche.Advantageous developments are subject matters of the dependent claims.

Bei der Erfindung wird ausgenutzt, dass die HL zum Übermitteln von Informationen verwendet werden kann, wenn Drucksensoren in der HL den Luftdruck bzw. Luftdruckänderungen registrieren. Auf Basis dieser Messwerte kann in vielerlei Hinsicht auf den Zustand der HL geschlossen werden. Der Zustand der HL kann dabei auf den technischen Funktionszustand oder auf den Kupplungszustand an den Kupplungsstellen der Fahrzeuge bezogen sein, der u.a. abhängig von der Anordnung der Wagen im Zugverband ist.The invention makes use of the fact that the HL can be used to transmit information when pressure sensors in the HL register the air pressure or changes in air pressure. On the basis of these measured values, the condition of the HL can be concluded in many respects. The state of the HL can be related to the technical functional condition or the coupling state at the coupling points of the vehicles, the u.a. depending on the arrangement of the car in the train is.

Mithilfe des erfindungsgemäßen Verfahrens nach Anspruch 1 werden Daten bezüglich des Zustands der Hauptluftleitung eines Fahrzeugverbandes erfasst und ausgewertet. Der Fahrzeugverband besteht dabei aus einem Führungsfahrzeug und mindestens einem angekuppelten Wagen. Von einer Zentraleinheit im Führungsfahrzeug werden Daten an die Wagen des Fahrzeugverbands mithilfe von mindestens einer Druckänderung in der Hauptluftleitung übermittelt. Diese Druckänderungen können sowohl Druckerhöhungen als auch Druckabsenkungen sein, die über das Führerbremsventil oder sonstige auf den Druck in der HL wirkende Aktuatoren erzeugt werden. In den Wagen befinden sich Drucksensoren in der HL, welche die Druckänderungen detektieren. Sie sind mit Meldeeinheiten verbunden, welche die Messergebnisse der Detektoren erfassen. Jeder Wagen hat jeweils eine Meldeeinheit mit einer eindeutigen Identifikationsnummer. Auch jeder Sensor besitzt eine eineindeutige Identifikationsnummer für die fahrzeug- / wagenbezogene Kommunikation zur Meldeeinheit. Die Meldeeinheiten enthalten außerdem jeweils eine Uhr, wobei die Uhren untereinander alle mit einer ausreichenden Genauigkeit synchronisiert sind, z.B. mithilfe des GPS-Zeitsignals oder des DCF-Signals. Die Synchronisierung gewährleistet, dass Signale, die sich mit der Ausbreitungsgeschwindigkeit der Druckänderungen in der HL ausbreiten, zeitlich so aufgelöst werden, dass die zeitliche Reihenfolge der Detektion der räumlichen Reihenfolge der Detektoren entspricht. Der Gangunterschied zwischen den Uhren muss also kleiner sein als die Zeit, die die Druckänderung braucht, um von einem Detektor zum nächsten zu gelangen. Von der Meldeeinheit wird nun jedes Messergebnis mit dem Zeitstempel des Messzeitpunkts versehen. Die von den Drucksensoren erfassten Messergebnisse werden nun zusammen mit den Zeitstempeln und den eindeutigen Identifikationsnummern per Datenfernübertragung unidirektional an die Zentraleinheit übermittelt, dort ausgewertet und an einer Anzeigeeinheit, vorzugsweise im Führerraum des ersten Fahrzeugs, dem Bediener angezeigt.With the aid of the method according to claim 1 according to the invention, data relating to the condition of the main air line of a vehicle group are recorded and evaluated. The vehicle association consists of a leading vehicle and at least one coupled car. From a central unit in the lead vehicle data is transmitted to the wagons of the vehicle association by means of at least one pressure change in the main air line. These pressure changes can be both pressure increases and pressure drops, which are generated via the driver's brake valve or other acting on the pressure in the HL actuators. In the car there are pressure sensors in the HL, which detect the pressure changes. They are connected to message units which record the measurement results of the detectors. Each car has a reporting unit with a unique identification number. Also, each sensor has a unique identification number for the vehicle / car related communication to the reporting unit. The message units also each contain a clock, the clocks are all synchronized among each other with sufficient accuracy, for example, using the GPS time signal or the DCF signal. The synchronization ensures that signals that match the propagation velocity of the pressure changes in propagate the HL, be temporally resolved so that the temporal order of the detection of the spatial order of the detectors corresponds. The gait difference between the clocks must therefore be smaller than the time it takes for the pressure to change from one detector to the next. The reporting unit now provides each measurement result with the time stamp of the measurement time. The measurement results recorded by the pressure sensors are now transmitted unidirectionally to the central unit together with the time stamps and the unique identification numbers by remote data transmission, evaluated there and displayed on a display unit, preferably in the driver's cab of the first vehicle, to the operator.

Die Zentraleinheit braucht deshalb nur über einen Empfänger für die Datenfernübertragung, wie z.B. Funk zu verfügen, während die Meldeeinheiten jeweils nur einen entsprechenden Sender benötigen. Ein Sender ist für die Zentraleinheit genauso wenig erforderlich wie ein Empfänger für die Meldeeinheiten, da die Übermittlung von Information von der Zentraleinheit zur Meldeeinheit über die Luftdruckänderungen in der HL und nicht über die Datenfernübertragung erfolgt. Die unidirektionale Funkverbindung kann über unterschiedliche Dienste, wie z.B. GSM, GSM-R, aber auch durch Übertragungen im ISM-Band (433 MHz, 868 MHz, 2,4 GHz) o.ä. realisiert werden.The central unit therefore only needs a remote data transmission receiver, e.g. Radio, while the reporting units each only need a corresponding transmitter. A transmitter is as little required for the central unit as a receiver for the reporting units, since the transmission of information from the central unit to the reporting unit via the air pressure changes in the HL and not via the remote data transmission. The unidirectional radio link may be connected via different services, e.g. GSM, GSM-R, but also by transmissions in the ISM band (433 MHz, 868 MHz, 2.4 GHz) or similar. will be realized.

Die Meldeeinheit kann jedoch beispielsweise auch über ein Ad-hoc-Funknetz mit dem bzw. den Sensoren kommunizieren, wozu sie ein entsprechendes Funkmodul enthalten kann. Auch die Sensormodule würden in diesem Fall ein Ad-Hoc-Netz-Funkmodul enthalten.However, the reporting unit can communicate, for example, via an ad hoc radio network with the sensor or sensors, for which they may include a corresponding radio module. The sensor modules would also contain an ad hoc network radio module in this case.

Anspruch 2 beschreibt eine vorteilhafte Ausgestaltung des Anspruchs 1 zur Bestimmung der Zugreihung. Da sich die Luftdruckänderung mit einer gewissen Geschwindigkeit in der HL vom Führungsfahrzeug zum Zugende fortbewegt, erreicht sie nach und nach die einzelnen Drucksensoren entlang der HL. Da jedem Drucksensor eine eindeutige Identifikationsnummer zugeordnet ist, und jede Messung einer Luftdruckänderung mit einem Zeitstempel versehen ist, lässt sich nachvollziehen in welcher Reihenfolge die Luftdruckänderung die einzelnen Sensoren passiert hat. Dies geschieht, indem die per Funk von den Meldeeinheiten übermittelten Antwortsignale von der Zentraleinheit zeitlich sortiert werden. Der Sensor, der die Luftdruckänderung als erster detektiert hat, ist der Sensor, dessen Zeitstempel im Antwortsignal am frühesten gespeichert wurde. Dieser Sensor ist entsprechend dem Führungsfahrzeug am nächsten angebracht. Der Sensor, der die Luftdruckänderung als zweiter detektiert hat, ist der Sensor, der dem Führungsfahrzeug am zweitnächsten angebracht ist usw. Von der Zentraleinheit wird somit die Reihenfolge der Wagen im Fahrzeugverband ermittelt, indem sie die zu den entsprechenden Fahrzeugen gehörenden Identifikationsnummern in der Reihenfolge der zeitlichen Abfolge der Zeitstempel der zur Druckänderung korrespondierenden Antwortsignale sortiert und abspeichert.Claim 2 describes an advantageous embodiment of claim 1 for determining the train order. As the air pressure change travels at a certain speed in the HL from the leading vehicle to the train end, it gradually reaches the individual pressure sensors along the HL. Since each pressure sensor is assigned a unique identification number, and each measurement of an air pressure change is provided with a time stamp, it is possible to understand the sequence in which the air pressure change has passed through the individual sensors. This is done by time-sequencing the response signals transmitted by radio from the message units from the central processing unit. The sensor that first detected the air pressure change is the sensor whose timestamp was stored earliest in the response signal. This sensor is closest to the lead vehicle appropriate. The sensor that has detected the air pressure change second is the sensor that is second closest to the leader vehicle, etc. Thus, the central unit determines the order of the wagons in the vehicle body by identifying the identification numbers associated with the respective vehicles in the order of time sequence of the timestamp of the corresponding pressure change response signals sorted and stored.

Die Reihenfolge der Wagen kann dann auf der Anzeigeeinheit angezeigt werden.The order of the carriages can then be displayed on the display unit.

Die Identifikationsnummern der Drucksensoren können dabei vorteilhafterweise so gewählt werden, dass sie die Wagennummer bereits enthalten, z.B. indem die UIC-Nummer des jeweiligen Wagens in der Sensor-Identifikationsnummer enthalten ist.The identification numbers of the pressure sensors can advantageously be chosen so that they already contain the car number, e.g. the UIC number of the respective car is contained in the sensor identification number.

Gemäß Anspruch 1 bewertet das erfindungsgemäße Verfahren, ob der Fahrzeugverband vollständig gekuppelt ist. Hierfür muss der Zentraleinheit durch eine andere Quelle zuvor mitgeteilt worden sein, wie viele Fahrzeuge mit wie vielen Meldeeinheiten sich im Zugverband befinden. Wenn die von den Meldeeinheiten übermittelte Anzahl der Antwortsignale mit der durch die externe Quelle eingegebenen Anzahl der Meldegeräte übereinstimmt und die von den zugehörigen Sensoren gemessenen Druckwerte einen vorgegebenen Schwellenwert überschreiten, kann davon ausgegangen werden, dass der Zug vollständig gekuppelt ist. Falls an mindestens einer Kuppelstelle die Kupplung nicht ordnungsgemäß durchgeführt worden ist, könnte sich die über die HL ausbreitende Druckluftbeaufschlagung nicht über die unsachgemäße Kupplungsstelle hinweg fortpflanzen. Somit würde mindestens ein Sensor im nicht ordnungsgemäß gekuppelten Wagen nicht den zu erreichenden Druckschwellenwert messen können. Die zugehörige Meldeeinheit würde dementsprechend auch kein Antwortsignal bzw. ein Antwortsignal mit einem gemessenen Druckwert unterhalb des Schwellenwerts an die Zentraleinheit übermitteln.In accordance with claim 1, the inventive method assesses whether the vehicle body is fully coupled. For this, the central unit must have been previously informed by another source, how many vehicles with how many reporting units are in the train. If the number of response signals transmitted by the reporting units coincides with the number of reporting devices input by the external source and the pressure values measured by the associated sensors exceed a predetermined threshold, it can be assumed that the train is fully engaged. If the coupling has not been properly performed on at least one coupling site, the pressurization of air passing over the HL could not propagate beyond the improper coupling site. Thus, at least one sensor in the improperly coupled carriage would not be able to measure the pressure threshold to be achieved. The associated reporting unit would accordingly also not transmit a response signal or a response signal with a measured pressure value below the threshold value to the central unit.

Von der Zentraleinheit wird verglichen, ob die von den Sensoren erfassten Druckwerte über dem vorgegebenen Schwellenwert liegen, und ob die Anzahl der gemeldeten Antwortsignale mit der Anzahl der Meldeeinheiten übereinstimmt. Falls mindestens eine dieser Forderungen nicht erfüllt ist, wird von der Zentraleinheit eine Meldung an die Anzeigeeinheit abgegeben, dass der Zugverband nicht ordnungsgemäß gekuppelt wurde. Die Anzahl der noch empfangenen Antwortsignale, die ein Erreichen des Schwellenwerts melden, gibt dabei an, nach dem wievielten Drucksensor die Kupplung nicht ordnungsgemäß erfolgt ist, was ebenfalls auf der Anzeigeeinheit angezeigt werden kann.The central unit compares whether the pressure values detected by the sensors are above the predetermined threshold value and whether the number of reported response signals coincides with the number of reporting units. If at least one of these requirements is not met, the central unit sends a message to the display unit that the train has not been coupled properly. The number of still received Response signals that signal that the threshold has been reached indicate that after how many pressure sensors the clutch has not been properly made, which can also be displayed on the display unit.

Das Verfahren wird erfindungsgemäß dazu verwendet, um eine Bremsprobe durchzuführen, ohne dabei auf weiteres Personal zurückgreifen zu müssen. Zunächst wird vom Triebfahrzeugführer oder einem sonstigen Bremsprobeberechtigten im Triebfahrzeug das Führerbremsventil betätigt, so dass der Befehl "Bremse lösen" ausgeführt wird. Von der Zentraleinheit wird mithilfe der Messwerte von den Drucksensoren, die über die Meldeeinheiten an die Zentraleinheit übermittelt werden, ermittelt, ob an allen Messstellen der Druck in der Hauptluftleitung innerhalb einer vorgegebenen Zeit über einen vorgegebenen Schwellenwert steigt. Wenn ja, wird die Bremsprobe fortgesetzt, indem durch Betätigen des Führerbremsventils der Befehl "Bremse anlegen" ausgeführt wird. Von der Zentraleinheit wird mithilfe der Messwerte von den Drucksensoren, die über die Meldeeinheiten an die Zentraleinheit übermittelt werden, ermittelt, ob anschließend an allen Messstellen der Druck in der Hauptluftleitung innerhalb einer vorgegebenen Zeit mindestens den vorgegebenen Schwellenwert erreicht. Ist dies der Fall, wurde die Bremsprobe erfolgreich durchgeführt, was auf der Anzeigeeinheit angezeigt wird.The method is used according to the invention to perform a brake test, without having to resort to further staff. First, the driver's brake valve is actuated by the driver or another driver in the traction vehicle, so that the "brake release" command is executed. The central unit uses the measured values from the pressure sensors, which are transmitted via the message units to the central unit, to determine whether, at all measuring points, the pressure in the main air line rises above a predefined threshold within a predetermined time. If so, the brake test is continued by executing the brake apply command by operating the driver's brake valve. The central unit uses the measured values from the pressure sensors, which are transmitted via the message units to the central unit, to determine whether, at all measuring points, the pressure in the main air line subsequently reaches at least the specified threshold value within a predetermined time. If so, the brake test has been successfully completed, which is displayed on the display unit.

Sollte wenigstens einer der vorgegebenen Schwellenwerte nicht erreicht werden, wird von der Zentraleinheit die Bremsprobe als nicht erfolgreich bewertet und dies an der Anzeigeeinheit angezeigt.If at least one of the predetermined threshold values are not reached, the central unit judges the brake sample as unsuccessful and displays this on the display unit.

In Anspruch 3 ist eine Vorrichtung zur Realisierung des Verfahrens aus den vorigen Ansprüchen beschrieben. Sie besteht im Führungsfahrzeug aus einer Anzeigeeinheit, vorzugsweise im Führerstand des Triebfahrzeugführers, einer zentralen Datenverarbeitungseinheit im ersten Fahrzeug, einem Aktuator, der mithilfe von Befehlen aus der Zentraleinheit den Luftdruck in der HL modulieren kann und einem Empfänger zum Empfangen von Daten über eine Datenübertragungsvorrichtung, wie z.B. Funk. Weiterhin kann es vorteilhaft sein, dass ein zusätzlicher Sensor die Aktivität des Bremszylinders überwacht. Die Zentraleinheit kann dann prüfen, ob die Druckänderungsbefehle korrekt ausgeführt werden und die in den Wagen gemessenen Druckwerte mit der tatsächlichen Aktivität des Bremszylinders vergleichen.In claim 3, an apparatus for implementing the method of the previous claims is described. It consists in the leading vehicle of a display unit, preferably in the driver's cab, a central data processing unit in the first vehicle, an actuator that can modulate the air pressure in the HL using commands from the central unit and a receiver for receiving data via a data transmission device such eg radio. Furthermore, it may be advantageous for an additional sensor to monitor the activity of the brake cylinder. The central processing unit can then check whether the pressure change commands are being performed correctly and compare the pressure values measured in the car with the actual activity of the brake cylinder.

In den Wagen befinden sich jeweils mindestens ein Sensor in der HL, um den Luftdruck oder die Luftströmung zu messen, und mindestens eine Meldeeinheit, die über eine Datenfernübertragung die von dem zugehörigen Sensor gemessenen Druckwerte an die Zentraleinheit übermitteln kann.At least one sensor in the HL is in each of the carriages to measure the air pressure or the air flow, and at least one reporting unit which can transmit the pressure values measured by the associated sensor to the central unit via a remote data transmission.

Jede Meldeeinheit hat eine eigene eindeutige Identifikationsnummer, die in einem hier nicht näher dargelegten Speicherelement gespeichert ist. Weiterhin verfügt jede Meldeeinheit über eine eigene Uhr, wobei die Uhren innerhalb des Zugverbands miteinander synchronisiert sind.Each message unit has its own unique identification number, which is stored in a memory element not further described here. Furthermore, each reporting unit has its own clock, with the clocks within the train association are synchronized with each other.

Die erfindungsgemäße Vorrichtung nach Anspruch 3 erfasst Daten bezüglich des Zustands der Hauptluftleitung eines Fahrzeugverbandes und wertet diese aus. Der Fahrzeugverband besteht dabei aus einem Führungsfahrzeug und mindestens einem angekuppelten Wagen. Die Zentraleinheit im Führungsfahrzeug übermittelt mithilfe von mindestens einer Druckänderung in der Hauptluftleitung Daten an die Wagen des Fahrzeugverbands. Diese Druckänderungen können sowohl Druckerhöhungen als auch Druckabsenkungen sein. In den Wagen befinden sich Drucksensoren in der HL, welche die Druckänderungen detektieren. Sie sind mit Meldeeinheiten verbunden, welche die Messergebnisse der Detektoren erfassen. Die Meldeeinheit versieht jedes Messereignis mit dem Zeitstempel des Messzeitpunkts. Die Meldeeinheit übermittelt die von den Drucksensoren erfassten Messergebnisse zusammen mit den Zeitstempeln und der für jeden Wagen bzw. jede Meldeeinheit eindeutigen Identifikationsnummer per Datenfernübertragung unidirektional an die Zentraleinheit. Die Zentraleinheit wertet die Daten aus und leitet die Daten an eine Anzeigeeinheit weiter, wo sie dem Bediener, vorzugsweise im Führerraum des ersten Fahrzeugs, angezeigt werden.The device according to the invention according to claim 3 acquires data relating to the state of the main air line of a vehicle association and evaluates them. The vehicle association consists of a leading vehicle and at least one coupled car. The central unit in the leading vehicle transmits data to the wagons of the vehicle association by means of at least one pressure change in the main air line. These pressure changes can be both pressure increases and pressure drops. In the car there are pressure sensors in the HL, which detect the pressure changes. They are connected to message units which record the measurement results of the detectors. The reporting unit provides each measurement event with the time stamp of the measurement time. The reporting unit unidirectionally transmits the measurement results recorded by the pressure sensors together with the time stamps and the identification number which is unique for each carriage or reporting unit by remote data transmission to the central unit. The central unit evaluates the data and forwards the data to a display unit, where they are displayed to the operator, preferably in the driver's cab of the first vehicle.

Die Zentraleinheit braucht deshalb nur über einen Funkempfänger zu verfügen, während die Meldeeinheiten jeweils nur einen entsprechenden Sender benötigen. Ein Funksender ist für die Zentraleinheit genauso wenig erforderlich wie ein Funkempfänger für die Meldeeinheiten, da die Übermittlung von Information von der Zentraleinheit zur Meldeeinheit über die Luftdruckänderungen in der HL erfolgt.Therefore, the central unit only needs to have a radio receiver, while the message units only need a corresponding transmitter. A radio transmitter is as little required for the central unit as a radio receiver for the reporting units, since the transmission of information from the central unit to the reporting unit via the air pressure changes in the HL is done.

Anspruch 4 beschreibt eine vorteilhafte Ausgestaltung des Anspruchs 3 zur Bestimmung der Zugreihung. Da sich die Luftdruckänderung mit einer gewissen Geschwindigkeit in der HL vom Führungsfahrzeug zum Zugende fortbewegt, erreicht sie nach und nach die einzelnen Drucksensoren entlang der HL. Da jedem Drucksensor eine eindeutige Identifikationsnummer zugeordnet ist, und jede Messung einer Luftdruckänderung mit einem Zeitstempel versehen ist, lässt sich nachvollziehen in welcher Reihenfolge die Luftdruckänderung die einzelnen Sensoren passiert hat. Dies geschieht, indem die Zentraleinheit die per Funk von den Meldeeinheiten übermittelten Antwortsignale zeitlich sortiert. Der Sensor, der die Luftdruckänderung als erster detektiert hat, ist der Sensor, dessen Zeitstempel im Antwortsignal den ältesten Wert aufweist. Dieser Sensor ist dementsprechend dem Führungsfahrzeug am nächsten angebracht. Der Sensor, der die Luftdruckänderung als zweiter detektiert hat, ist der Sensor, der vom Führungsfahrzeug am zweitnächsten entfernt angebracht ist usw. Die Zentraleinheit ermittelt somit die Reihenfolge der Wagen im Fahrzeugverband, indem sie die zu den entsprechenden Fahrzeugen gehörenden Identifikationsnummern in der Reihenfolge der zeitlichen Abfolge der Zeitstempel der zur Druckänderung korrespondierenden Antwortsignale sortiert.Claim 4 describes an advantageous embodiment of claim 3 for determining the train order. As the air pressure change travels at a certain speed in the HL from the leading vehicle to the train end, it gradually reaches the individual pressure sensors along the HL. There Each pressure sensor is assigned a unique identification number, and each measurement of an air pressure change is provided with a time stamp, it can be understood in what order the change in air pressure has passed through the individual sensors. This is done by the central unit time-ordering the response signals transmitted by radio from the message units. The sensor that first detected the air pressure change is the sensor whose timestamp has the oldest value in the response signal. Accordingly, this sensor is mounted closest to the leader vehicle. The sensor that has detected the air pressure change second is the sensor located second closest to the leader vehicle, etc. The central unit thus determines the order of the wagons in the vehicle association by identifying the identification numbers associated with the respective vehicles in the order of time Sequence of the timestamps of the response signals corresponding to the pressure change sorted.

Die Reihenfolge der Wagen kann dann auf der Anzeigeeinheit angezeigt werden. Erfindungsgemäß bewertet die Vorrichtung, ob der Fahrzeugverband vollständig gekuppelt ist. Hierfür muss der Zentraleinheit durch eine andere Quelle zuvor mitgeteilt worden sein, wie viele Fahrzeuge mit wie vielen Meldeeinheiten sich im Zugverband befinden. Wenn die von den Meldeeinheiten übermittelte Anzahl der Antwortsignale mit der durch die externe Quelle eingegebenen Anzahl der Meldegeräte übereinstimmt und die von den zugehörigen Sensoren gemessenen Druckwerte einen vorgegebenen Schwellenwert überschreiten, kann davon ausgegangen werden, dass der Zug vollständig gekuppelt ist. Falls an mindestens einer Kuppelstelle die Kupplung nicht ordnungsgemäß durchgeführt worden ist, könnte sich die über die HL ausbreitende Druckluftbeaufschlagung nicht über die unsachgemäße Kupplungsstelle hinweg fortpflanzen. Somit würde mindestens ein Sensor im nicht ordnungsgemäß gekuppelten Wagen nicht den zu erreichenden Druckschwellenwert messen können. Die zugehörige Meldeeinheit würde dementsprechend auch kein Antwortsignal bzw. ein Antwortsignal mit einem gemessenen Druckwert unterhalb des Schwellenwerts an die Zentraleinheit übermitteln.The order of the carriages can then be displayed on the display unit. According to the invention, the device assesses whether the vehicle body is fully coupled. For this, the central unit must have been previously informed by another source, how many vehicles with how many reporting units are in the train. If the number of response signals transmitted by the reporting units coincides with the number of reporting devices input by the external source and the pressure values measured by the associated sensors exceed a predetermined threshold, it can be assumed that the train is fully engaged. If the coupling has not been properly performed on at least one coupling site, the pressurization of air passing over the HL could not propagate beyond the improper coupling site. Thus, at least one sensor in the improperly coupled carriage would not be able to measure the pressure threshold to be achieved. The associated reporting unit would accordingly also not transmit a response signal or a response signal with a measured pressure value below the threshold value to the central unit.

Die Zentraleinheit vergleicht, ob die von den Sensoren erfassten Druckwerte über dem vorgegebenen Schwellenwert liegen, und ob die Anzahl der gemeldeten Antwortsignale mit der Anzahl der Meldeeinheiten übereinstimmt. Falls mindestens eine dieser Forderungen nicht erfüllt ist, gibt die Zentraleinheit eine Meldung an die Anzeigeeinheit ab, dass der Zugverband nicht ordnungsgemäß gekuppelt wurde. Die Anzahl der noch empfangenen Antwortsignale, die ein Erreichen des Schwellenwerts melden, gibt dabei an, nach dem wievielten Drucksensor die Kupplung nicht ordnungsgemäß erfolgt ist, was ebenfalls auf der Anzeigeeinheit angezeigt werden kann. Erfindungsgemäß wird die Vorrichtung dazu verwendet, um eine Bremsprobe durchzuführen, ohne dabei auf weiteres Personal zurückgreifen zu müssen. Zunächst wird vom Triebfahrzeugführer oder einem sonstigen Bremsprobeberechtigten im Triebfahrzeug das Führerbremsventil betätigt, so dass der Befehl "Bremse lösen" ausgeführt wird.The central unit compares whether the pressure values detected by the sensors are above the predetermined threshold value and whether the number of reported Response signals with the number of message units matches. If at least one of these requirements is not fulfilled, the central unit sends a message to the display unit that the train has not been coupled properly. The number of response signals still received, which signal that the threshold has been reached, indicates that after how many pressure sensors the clutch has not been properly made, which can also be displayed on the display unit. According to the invention, the device is used to perform a brake test, without having to resort to further staff. First, the driver's brake valve is actuated by the driver or another driver in the traction vehicle, so that the "brake release" command is executed.

Von einem zusätzlichen Sensor wird die Aktivität des Bremszylinders überwacht und an die Zentraleinheit übermittelt.An additional sensor monitors the activity of the brake cylinder and transmits it to the central unit.

Die Zentraleinheit ermittelt nun mithilfe der Messwerte von den Drucksensoren, die über die Meldeeinheiten an die Zentraleinheit übermittelt werden, ob an allen Messstellen der Druck in der Hauptluftleitung innerhalb einer vorgegebenen Zeit über einen vorgegebenen Schwellenwertsteigt. Wenn ja, wird die Bremsprobe fortgesetzt, indem durch Betätigen des Führerbremsventils der Befehl "Bremse anlegen" ausgeführt wird, was über den Bremszylinder-Sensor erfasst und an die Zentraleinheit übermittelt wird. Die Zentraleinheit ermittelt mithilfe der Messwerte von den Drucksensoren, die über die Meldeeinheiten an die Zentraleinheit übermittelt werden, ob anschließend an allen Messstellen der Druck in der Hauptluftleitung innerhalb einer vorgegebenen Zeit unter den vorgegebenen Schwellenwertfällt. Ist dies der Fall, wurde die Bremsprobe erfolgreich durchgeführt, was auf der Anzeigeeinheit angezeigt wird.The central unit now uses the measured values from the pressure sensors, which are transmitted to the central unit via the message units, to determine whether the pressure in the main air line at all measuring points rises above a predefined threshold within a specified time. If so, the brake test is continued by executing the brake apply command by operating the driver's brake valve, which is detected by the brake cylinder sensor and transmitted to the central processing unit. The central unit uses the measured values from the pressure sensors, which are transmitted to the central unit via the message units, to determine whether the pressure in the main air line at all measuring points falls below the specified threshold value within a specified time. If so, the brake test has been successfully completed, which is displayed on the display unit.

Sollte wenigstens einer der vorgegebenen Schwellenwerte nicht erreicht werden, bewertet die Zentraleinheit die Bremsprobe als nicht erfolgreich, und zeigt dies an der Anzeigeeinheit an.If at least one of the predetermined thresholds is not reached, the central unit judges the brake sample unsuccessful and displays it on the display unit.

Die Erfindung wird im Folgenden anhand von einem Ausführungsbeispiel und 3 Figuren näher erläutert. Dabei zeigt:

  • Fig. 1 die schematische Darstellung der beispielhaften Anordnung der Komponenten der erfindungsgemäßen Vorrichtung in einem Zugverband, bestehend aus einer Lokomotive und drei Güterwagen. Die Güterwagen enthalten jeweils drei Sensor-Module (2). Die Sensor-Module (2) kommunizieren untereinander und mit der Meldeeinheit (1) über ein Ad-hoc-Funknetz. Auf der Lokomotive befinden sich die Zentral- und die Anzeigeeinheit. Die Hauptluftleitung (3) dient zum Übertragen der Druckschwankungssignale, die durch die Zentraleinheit (5) über eine Modulation des Führerbremsventils auf der Lokomotive an die Drucksensoren (2) geleitet werden. Die Meldeeinheiten (1) übertragen ihre Daten unidirektional über ein Funk-Modul GSM an die Zentraleinheit (5).
    Eine vergrößerte Ansicht eines Güterwagens, der beispielhaft nur 2 Sensor-Module (2) enthält, lässt auch die durchgehende Hauptluftleitung (3) erkennen.
  • Fig. 2 beschreibt schematisch den Aufbau eines beispielhaften Sensormoduls. Ein oder mehrere Sensoren erfassen den Luftdruck in der HL und leiten die Daten an einen Prozessor zur Daten-Vorverarbeitung. Der Prozessor dient auch der Organisation des Ad-hoc-Funknetzes, über das die Sensormodule untereinander und mit der Meldeeinheit kommunizieren. Ein Speicherbaustein dient der Zwischenspeicherung der Messdaten. Die energieautonome Versorgung des Sensormoduls erfolgt über die Energieversorgung.
  • Fig. 3 beschreibt schematisch den Aufbau einer beispielhaften Meldeeinheit. Ein Prozessor dient zur Vorverarbeitung der Daten von den Sensormodulen und dient auch der Organisation des Ad-hoc-Funknetzes, über das die Sensormodule untereinander und mit der Meldeeinheit kommunizieren. Ein Speicherbaustein dient der Zwischenspeicherung der Messdaten. Die energieautonome Versorgung der Meldeeinheit erfolgt über die Energieversorgung. Das Funkmodul GSM dient zur unidirektionalen Funkübertragung der Daten an die Zentraleinheit auf der Lokomotive. Der GPS-Baustein empfängt das GPS-Zeitsignal zur Synchronisation der Sensormodule.
The invention is explained in more detail below with reference to an embodiment and 3 figures. Showing:
  • Fig. 1 the schematic representation of the exemplary arrangement of the components of the device according to the invention in a train, consisting from a locomotive and three freight cars. The freight cars each contain three sensor modules (2). The sensor modules (2) communicate with each other and with the message unit (1) via an ad hoc radio network. On the locomotive are the central and the display unit. The main air line (3) is used to transmit the pressure fluctuation signals, which are passed through the central unit (5) via a modulation of the driver's brake valve on the locomotive to the pressure sensors (2). The reporting units (1) transmit their data unidirectionally via a radio module GSM to the central unit (5).
    An enlarged view of a freight car, which contains only two sensor modules (2) by way of example, also shows the continuous main air line (3).
  • Fig. 2 describes schematically the structure of an exemplary sensor module. One or more sensors sense the air pressure in the HL and pass the data to a preprocessing processor. The processor also serves to organize the ad hoc radio network, through which the sensor modules communicate with each other and with the message unit. A memory module is used for buffering the measurement data. The energy-autonomous supply of the sensor module takes place via the power supply.
  • Fig. 3 describes schematically the structure of an exemplary reporting unit. A processor is used for preprocessing the data from the sensor modules and also serves to organize the ad hoc radio network, via which the sensor modules communicate with one another and with the message unit. A memory module is used for buffering the measurement data. The energy-autonomous supply of the reporting unit via the power supply. The GSM radio module is used for unidirectional radio transmission of the data to the central unit on the locomotive. The GPS module receives the GPS time signal to synchronize the sensor modules.

Eine beispielhafte Ausgestaltung der Erfindung bezieht sich auf einen Zug, bestehend aus einer Lokomotive als Führungsfahrzeug und drei angehängten Güterwagen. Der Nominaldruck des befüllten Druckluft-Bremssystems beträgt 5 bar. In der Lok befinden sich folgende Komponenten:

  • Eine Zentraleinheit, bestehend aus einer Datenverarbeitungsanlage mit entsprechender Rechen- und Speicherkapazität,
  • Eine Anzeigeeinheit zum Anzeigen der von der Zentraleinheit ausgegebenen Informationen im Führerstand der Lok
  • Eine Eingabeeinheit zum Eingeben von Daten in die Zentraleinheit
  • Ein Funk-Empfänger zum Empfangen von Daten über eine unidirektionale Funkverbindung mittels GSM
  • Ein Druck- Sensor im Bremszylinder zum Erfassen der Aktivität des Bremszylinders
An exemplary embodiment of the invention relates to a train consisting of a locomotive as leading vehicle and three attached freight cars. The nominal pressure of the filled compressed air brake system is 5 bar. The loco contains the following components:
  • A central unit, consisting of a data processing system with appropriate computing and storage capacity,
  • A display unit for displaying the information output from the central unit in the cab of the locomotive
  • An input unit for inputting data to the CPU
  • A radio receiver for receiving data via a unidirectional radio link via GSM
  • A pressure sensor in the brake cylinder for detecting the activity of the brake cylinder

In den Wagen befinden sich jeweils:

  • ein Drucksensor in der HL
  • eine Meldeeinheit, bestehend aus
    • ∘ Prozessor zur Daten-Vorverarbeitung und Netzorganisation
    • ∘ Speicher zur Datenhaltung
    • ∘ Funkmodul Ad-hoc Netz zur Datenübertragung im Sensor-BusSystem
    • ∘ Energieversorgung zur energieautonomen Versorgung des Sensor-Knotens
    • ∘ Funk-Sender zum Senden von Daten über eine unidirektionale Funkverbindung mittels GSM
In the car are each:
  • a pressure sensor in the HL
  • a reporting unit consisting of
    • ∘ Processor for data preprocessing and network organization
    • ∘ Memory for data storage
    • ∘ Radio module Ad-hoc network for data transmission in the sensor bus system
    • ∘ Energy supply for energy-autonomous supply of the sensor node
    • ∘ Radio transmitter for sending data via a unidirectional radio link using GSM

Jede Meldeeinheit hat in ihrem Speicher eine eindeutige Identifikationsnummer abgelegt. Auch jeder Sensor besitzt eine eineindeutige Identifikationsnummer für die fahrzeug- / wagenbezogene Kommunikation zur Meldeeinheit. In diesem Beispiel ist diese Identifikationsnummer so gewählt, dass sie die UIC-Wagennummer enthält: xx 80 xxxx xxx x - 00y.Each message unit has stored in its memory a unique identification number. Also, each sensor has a unique identification number for the vehicle / car related communication to the reporting unit. In this example, this identification number is chosen to include the UIC car number: xx 80 xxxx xxx x - 00y.

Weiterhin verfügt jede Meldeeinheit über eine eigene Uhr, wobei die Uhren mithilfe des GPS-Zeitsignals innerhalb des Zugverbands miteinander sekundengenau synchronisiert sind.Furthermore, each reporting unit has its own clock, with the clocks using the GPS time signal within the train association are synchronized with each other to the second.

Nach erfolgter Zugbildung wird per Eingabe-Tastatur in die Zentraleinheit eingegeben, dass der Zugverband neben der Lok aus drei Wagen mit je einem Drucksensor besteht.After train formation is entered by input keyboard in the central unit, that the train is next to the locomotive of three cars, each with a pressure sensor.

Das Bremssystem wird jetzt mit Druckluft befüllt. Bei ordnungsgemäßem Zustand des Druckluftsystems muss innerhalb einer geeignet gewählten Zeit auch beim letzten Wagen der Nominaldruck von 5 bar erreicht werden. Umgekehrt muss ein schneller Druckabfall auch innerhalb einer vorgegebenen Zeit an alle Bremsen weitergegeben werden. Deshalb muss innerhalb dieser Zeit ein Druckabfall von 5 bar auf 3,5 bar bei jedem Wagen erreicht werden.The brake system is now filled with compressed air. If the compressed air system is in proper condition, the nominal pressure of 5 bar must be reached within a suitable selected time even on the last carriage. Conversely, a rapid pressure drop must be passed on to all brakes within a given time. Therefore, within this time, a pressure drop of 5 bar to 3.5 bar must be achieved for each car.

Die Zentraleinheit wandelt die für jeden Zug eindeutige Zugidentifikationsnummer, die in der Zentraleinheit abgelegt ist, in eine Binärzahl um. Diese Information wird während des Befüllens über Druckänderungen von mindestens 0,5 bar in der HL an die Drucksensoren der Wagen übermittelt. Hierfür verändert/moduliert die Zentraleinheit den Druck mithilfe des FBV auf der Lokomotive.The central processing unit converts the train identification number unique to each train, stored in the central processing unit, to a binary number. This information is transmitted during filling via pressure changes of at least 0.5 bar in the HL to the pressure sensors of the car. For this purpose, the central unit modifies / modulates the pressure using the FBV on the locomotive.

Die Drucksensoren messen den Luftdruck in der HL. Sie erfassen die Luftdruckwerte und übertragen ihre Messwerte über Kabel an die zugehörige Meldeeinheit. Die Messwerte werden dort dekodiert, mithilfe der Uhren mit einem Zeitstempel versehen und zusammen mit dem Zeitstempel und der Identifikationsnummer per Funk-Sender an die Zentraleinheit übermittelt. Über den Funk-Empfänger empfängt die Zentraleinheit die Daten von den Meldeeinheiten, speichert sie und wertet sie aus. Die Zentraleinheit berücksichtigt nur Daten, die zusammen mit der korrekten Zugidentifikationsnummer empfangen werden. Damit wird ausgeschlossen, dass zufällig empfangene Daten anderer Zugverbände verwendet werden.The pressure sensors measure the air pressure in the HL. They record the air pressure values and transmit their measured values via cable to the associated alarm unit. The measured values are decoded there, timestamped by means of the clocks and transmitted together with the time stamp and the identification number by radio transmitter to the central unit. The central unit receives the data from the message units via the radio receiver, stores them and evaluates them. The central unit only considers data that is received together with the correct train identification number. This excludes randomly received data from other trains.

Die Messdaten, die von den Drucksensoren gemessen werden, umfassen demnach einen mit der Zugidentifikationsnummer modulierten Anstieg des Luftdrucks in der HL.The measurement data measured by the pressure sensors therefore includes a rise in air pressure in the HL modulated with the train identification number.

Wenn die von den Meldeeinheiten übermittelte Anzahl der Antwortsignale mit der Anzahl der Wagen übereinstimmt und die von den zugehörigen Sensoren gemessenen Druckwerte innerhalb der vorgegebenen Zeit den Nominaldruck von 5 bar erreicht haben, kann davon ausgegangen werden, dass der Zug vollständig gekuppelt ist.If the number of response signals transmitted by the reporting units coincides with the number of wagons and the pressure values measured by the associated sensors have reached the nominal pressure of 5 bar within the predetermined time, it can be assumed that the train is fully coupled.

Wenn dies der Fall ist, wird auf der Anzeigeeinheit das ordnungsgemäße Kuppeln der HL angezeigt.If this is the case, the correct coupling of the HL is indicated on the display unit.

Bei diesem Vorgang wird mithilfe der Identifikationsnummern der Meldegeräte bzw. Drucksensoren von der Zentraleinheit erfasst und gespeichert, welche Sensoren bzw. Meldegeräte zum Zugverband gehören. Bei allen weiteren Anwendungen werden von der Zentraleinheit die gemeldeten Identifikationsnummern mit den gespeicherten verglichen und nur Antwortsignale der Meldeeinheiten berücksichtigt, die bei diesem Verfahren als zum Zugverbänd gehörend identifiziert wurden.In this process, the identification units of the signaling devices or pressure sensors are recorded by the central unit and stored which sensors or signaling devices belong to the train. In all other applications, the central unit compares the reported identification numbers with the stored ones and only considers response signals of the reporting units that have been identified as belonging to the train association in this method.

Stimmt die von den Meldeeinheiten übermittelte Anzahl der Antwortsignale mit der Anzahl der Wagen nicht überein, oder haben die von den zugehörigen Sensoren gemessenen Druckwerte innerhalb der vorgegebenen Zeit den Nominaldruck von 5 bar nicht erreicht, wird eine Warnungsmeldung angezeigt, zusammen mit der Information, bei welchen Meldeeinheiten der Schwellenwert noch rechtzeitig erreicht wurde. Wenn z.B. die Messdaten aus dem ersten und dem zweiten Wagen zeigen, dass der Schwellenwert rechtzeitig erreicht wurde, im dritten Wagen der Schwellenwert jedoch nicht, bzw. nicht rechtzeitig erreicht wurde, wird dies auf der Anzeigeeinheit angezeigt. Dies deutet auf einen möglichen "Fehlerfall" bei der Zugkupplung hin. Daraufhin muss die Kupplungsstelle zwischen dem zweiten und dritten Wagen überprüft werden.If the number of response signals transmitted by the reporting units does not coincide with the number of wagons, or if the pressure values measured by the associated sensors have not reached the nominal pressure of 5 bar within the predetermined time, a warning message is displayed, together with the information in which Message units the threshold was reached in time. If e.g. the measured data from the first and the second car show that the threshold value was reached in time, but the threshold value was not reached in the third car or was not reached in time, this is indicated on the display unit. This indicates a possible "fault" in the train coupling out. Then the coupling point between the second and third car must be checked.

Nachdem das Bremssystem betriebsbereit ist, wird durch einen festgelegten Druckverlauf die Position jedes einzelnen Güterwagens festgestellt.After the brake system is ready for operation, the position of each individual freight car is determined by a specified pressure curve.

Zunächst werden durch das Absenken des Luftdrucks auf 4,5 bar die Ventile zwischen Hauptluftleitung und Hilfsluftbehälter geschlossen. Bei der anschließenden Druckabsenkung von 4,5 bar auf 3,5 bar breitet sich die Druckänderung durch den Zug aus.First, by lowering the air pressure to 4.5 bar, the valves between main air line and auxiliary air tank are closed. In the subsequent pressure reduction from 4.5 bar to 3.5 bar, the pressure change propagates through the train.

Die Drucksensoren erfassen wieder die Luftdruckwerte und übertragen ihre Messwerte über Kabel an die zugehörige Meldeeinheit. Die Messwerte werden dort dekodiert, mithilfe der Uhren mit einem Zeitstempel versehen und zusammen mit dem Zeitstempel und der Identifikationsnummer per Funk-Sender an die Zentraleinheit übermittelt. Über den Funk-Empfänger empfängt die Zentraleinheit die Daten von den Meldeeinheiten, speichert sie und wertet sie aus. Die Zentraleinheit berücksichtigt wieder nur Daten, die zusammen mit der korrekten Zugidentifikationsnummer empfangen werden.The pressure sensors again record the air pressure values and transmit their measured values via cable to the associated alarm unit. The measured values are decoded there, timestamped by means of the clocks and transmitted together with the time stamp and the identification number by radio transmitter to the central unit. The central unit receives the data from the message units via the radio receiver, stores them and evaluates them. The central unit again only considers data that is received together with the correct train identification number.

Die Zentraleinheit sortiert die Daten mit der zutreffenden Zugidentifikationsnummer zeitlich gemäß den empfangenen Zeitstempel-Daten. In aufsteigender Reihenfolge ergibt sich so die Reihung der Meldeeinheiten und damit der angehängten Wagen, was auf der Anzeigeeinheit angezeigt wird. Zusätzlich lassen sich mit anderen Daten, die in die Zentraleinheit eingegeben werden, dann auch die Zuglänge usw. ermitteln.The central unit sorts the data with the appropriate train identification number in time according to the received timestamp data. In ascending order, this results in the sequence of the reporting units and thus the attached Cart, what is displayed on the display unit. In addition, other data entered into the central unit can be used to determine the train length, etc.

Weiterhin wird nun vom Lokführer eine Bremsprobe durchgeführt, ohne weiteres Personal zu benötigen.Furthermore, a brake test is now performed by the driver, without the need for further staff.

Hierfür bedient er das FBV, um die Bremsprobenbefehle "Bremse lösen" und "Bremse anlegen" in einer vorgeschriebenen Weise einzustellen. Zum Anlegen der Bremsen, wird die HL über das FBV entlüftet, beim Lösen der Bremsen wird die HL mit der vorgeschriebenen Druckluft beaufschlagt.To do this, he uses the FBV to set the brake sample commands "Release brake" and "Apply brake" in a prescribed manner. To apply the brakes, the HL is vented via the FBV, when releasing the brakes, the HL is supplied with the prescribed compressed air.

Von der Zentraleinheit wird mithilfe der Messwerte von den Drucksensoren ermittelt, ob nach dem Befehl "Bremse lösen" an allen Messstellen der Druck in der Hauptluftleitung innerhalb einer vorgegebenen Zeit über einen vorgegebenen Schwellenwert steigt, und ob nach dem Befehl "Bremse anlegen" an allen Messstellen der Druck in der Hauptluftleitung innerhalb einer vorgegebenen Zeit unter einen vorgegebenen Schwellenwert fällt. Falls die Schwellenwerte an allen Messstellen innerhalb der vorgegebenen Zeiten erreicht werden, wird die Bremsprobe von der Zentraleinheit als erfolgreich bewertet und dies an der Anzeigeeinheit im Führerraum entsprechend angezeigt.The central unit uses the measured values from the pressure sensors to determine whether, after the command "Release brake", the pressure in the main air line rises above a predefined threshold value at all measuring points within a defined time, and whether at the "Apply brake" command at all measuring points the pressure in the main air line falls below a predetermined threshold within a predetermined time. If the thresholds are reached at all measuring points within the predetermined times, the brake sample is evaluated as successful by the central unit and this is displayed accordingly on the display unit in the driver's cab.

BezugszeichenlisteLIST OF REFERENCE NUMBERS

1.1.
Meldeeinheitreporting unit
2.Second
Sensormodulsensor module
3.Third
HauptluftleitungMain air line
4.4th
unidirektionale GSM-Funkverbindungunidirectional GSM radio connection
5.5th
Zentraleinheitcentral processing unit

Claims (4)

  1. Method for detecting and evaluating data relating to the status of a main air line (3) of a tractor-trailer system, comprising a guiding vehicle and at least one carriage coupled therewith, characterised in that data are transmitted from a central unit (5) in the guiding vehicle to the carriages of the tractor-trailer system through at least one pressure change in the main air line (3), are there detected by pressure sensors together with the time of the measurement of the relevant pressure changes, and the measured results detected by the pressure sensors together with the timestamps and one identification number which is unique for each pressure sensor are transferred back unidirectionally to the central unit (5) by means of remote data transmission, are there evaluated and displayed to the operator on the display unit,
    wherein by means of another data source the number of the carriages is transmitted, then an analysis is carried out by the central unit (5) as to whether the pressure values measured on the carriages exceed a threshold value within a predetermined time, and if the threshold in the case of all carriages is exceeded within the predetermined time, the tractor-trailer system is evaluated as being completely coupled,
    wherein for a braking test, it is calculated by the central unit (5) on the basis of the measured values from the pressure sensors whether after the command "release brakes" at all measuring points the pressure in the main air line (3) rises within a predetermined time above a predetermined threshold value, and whether after the command "apply brakes" at all measuring points the pressure in the main air line (3) falls within a predetermined time below a predetermined threshold value, and if the threshold values at all measuring points are achieved within the predetermined times, the braking test is evaluated as successful by the central unit (5) and this is displayed on the display unit.
  2. Method for detecting and evaluating data with respect to the status of the main air line (3) of a tractor-trailer system according to claim 1, wherein the sequence of the carriages in the tractor-trailer system is determined by the central unit (5) in that the identification numbers of the pressure sensors are correlated with the carriage numbers and sorted in the order of the chronology of the timestamps of the response signals corresponding to the pressure change.
  3. Apparatus for detecting and evaluating data relating to the status of a main air line (3) of a tractor-trailer system, comprising a guiding vehicle and at least one carriage coupled therewith, characterised in that a central data processing unit on the guiding vehicle can control the pressure in the main airline (3) and transmits data to the carriages of the tractor-trailer system on the basis of the least one pressure change in the main air line (3), wherein at least one pressure sensor per carriage in the main air line (3) at the carriage detects the pressure change and passes it to a measurement data collection unit on the carriage, which adds a timestamp to the measurement data and transmits the measured results detected by the pressure sensors belonging to the corresponding carriage, together with the timestamps and an identification number saved in the measurement data collection unit which is unique for each pressure sensor, by means of remote data transmission unidirectionally back to the central unit (5), which receives the data, evaluates it and displays it on a display unit,
    wherein the central unit (5) analyses whether the pressure values measured on the carriages exceed a threshold value within a predetermined time, and which, if the threshold in the case of all carriages is exceeded within the predetermined time, evaluates the tractor-trailer system is as being completely coupled,
    whereby the activity of the brake cylinder is monitored by an additional sensor and for purposes of the braking test the central unit (5) calculates, using the measured values from the pressure sensors, whether after the command "release brakes" at all measuring points the pressure in the main air line (3) rises within a predetermined time above a predetermined threshold value, and whether after the command "apply brakes" at all measuring points the pressure in the main air line (3) falls within a predetermined time below a predetermined threshold value, and in the case that the threshold values at all measuring points are achieved within the predetermined times, the central unit (5) evaluates the braking test as successful and the display unit displays this.
  4. Apparatus for detecting and evaluating data relating to the status of a main air line (3) of a tractor-trailer system according to claim 3, wherein the central unit (5) determines the sequence of the carriages, in that it correlates the identification numbers of the pressure sensors with the carriage numbers and sorts them in the order of the chronology of the timestamps of the response signals corresponding to the pressure change.
EP13002119.9A 2012-05-09 2013-04-23 Method and device for detecting and evaluating data relating to the status of a main air line of a tractor-trailer system Active EP2662258B1 (en)

Applications Claiming Priority (1)

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DE102012009348A DE102012009348A1 (en) 2012-05-09 2012-05-09 Method and device for acquiring and evaluating data relating to the condition of the main air line of a vehicle association

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EP2662258A3 EP2662258A3 (en) 2017-02-15
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Cited By (1)

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CN111252113A (en) * 2020-01-19 2020-06-09 合肥工大高科信息科技股份有限公司 Distributed locomotive positioning method and device based on information consensus

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ES2892648T3 (en) * 2016-07-15 2022-02-04 Bombardier Transp Gmbh Method for determining the orientation of a rail vehicle in a train set
AT519966B1 (en) * 2017-05-05 2018-12-15 Pj Messtechnik Gmbh Method for carrying out an automatic brake test on a train and carriage designed for this purpose

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DD42492A (en)
US5377938A (en) * 1992-12-01 1995-01-03 Pulse Electronics, Inc. Railroad telemetry and control systems
DE19858922C1 (en) * 1998-12-19 2000-07-06 Deutsche Bahn Ag Method for determining the physical order of vehicles of an assembled train and arrangement for carrying out the method
DE19902777A1 (en) * 1999-01-25 2000-07-27 Ge Harris Railway Electronics Train integrity monitoring arrangement compares operating parameters detected by sensor with predefined values to draw conclusion re integrity or completeness of train
DE10009324A1 (en) 2000-02-22 2001-09-06 Daimler Chrysler Ag Determining train length from locomotive involves measuring pressure, mass flow, temperature in main air line, generating defined pressure change sequence, integrating flows
DE102009020428A1 (en) * 2008-11-19 2010-05-20 Eureka Navigation Solutions Ag Device and method for a rail vehicle

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111252113A (en) * 2020-01-19 2020-06-09 合肥工大高科信息科技股份有限公司 Distributed locomotive positioning method and device based on information consensus
CN111252113B (en) * 2020-01-19 2021-10-26 合肥工大高科信息科技股份有限公司 Distributed locomotive positioning method and device based on information consensus

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DE102012009348A1 (en) 2013-11-14
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