EP3269616B1 - Procédé de détermination d'une orientation d'un véhicule ferroviaire dans un ensemble de train - Google Patents

Procédé de détermination d'une orientation d'un véhicule ferroviaire dans un ensemble de train Download PDF

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Publication number
EP3269616B1
EP3269616B1 EP16179751.9A EP16179751A EP3269616B1 EP 3269616 B1 EP3269616 B1 EP 3269616B1 EP 16179751 A EP16179751 A EP 16179751A EP 3269616 B1 EP3269616 B1 EP 3269616B1
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EP
European Patent Office
Prior art keywords
sensor
rail
train assembly
pneumatic signal
locomotive
Prior art date
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Application number
EP16179751.9A
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German (de)
English (en)
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EP3269616A1 (fr
Inventor
Andrea Mazzone
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to PL16179751T priority Critical patent/PL3269616T3/pl
Priority to EP16179751.9A priority patent/EP3269616B1/fr
Priority to ES16179751T priority patent/ES2892648T3/es
Priority to RU2017125269A priority patent/RU2739634C2/ru
Publication of EP3269616A1 publication Critical patent/EP3269616A1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/028—Determination of vehicle position and orientation within a train consist, e.g. serialisation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0036—Conductor-based, e.g. using CAN-Bus, train-line or optical fibres
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0054—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 train for signalling purposes
    • B61L15/0081—On-board diagnosis or maintenance

Definitions

  • the present invention relates to a method for determining an orientation of a rail vehicle in a train assembly, which is adapted for such method.
  • Orientation detection means the detection of orientation of a rail vehicle on the rail track, i.e. the orientation in longitudinal direction. Particularly, orientation detection is done in order to know how ends of a rail vehicle are oriented in a train assembly, or how ends of a rail vehicle are oriented relatively to another rail vehicle, particularly to an adjacent rail vehicle.
  • orientation detection of vehicles in railway applications is done by local communication gateways talking to each other's via cable and using various means for the orientation detection, such as e.g. side selective cabling with different voltages, or relays, which separate the cable and allow the gateways to check on one side and then on the other side if communication to a leading vehicle me by set up.
  • various means for the orientation detection such as e.g. side selective cabling with different voltages, or relays, which separate the cable and allow the gateways to check on one side and then on the other side if communication to a leading vehicle me by set up.
  • US 5,986,579 relates to a method and apparatus for determining railcar order in an ECP equipped train involving the inherent propagation delay of a pneumatic signal propagation in a brake air line as measured by each car and used to determine the car order in the train.
  • US 5,986,579 does not provide with a method for determining an orientation of a rail vehicle within a train assembly.
  • Document EP0968897-A2 discloses a method for determining an orientation of a rail vehicle in a train assembly according to the preamble of claim 1.
  • the task of the invention is to provide with a solution for one or more of these problems.
  • an existing pressurized air line which is usually the air line of a brake system, i.e. the main brake pipe, is used as signal line for orientation detection.
  • the air line connects rail vehicles of a train assembly.
  • a rail vehicle of the train assembly whose orientation is to be detected, is equipped with sensors that are placed at different positions in longitudinal direction.
  • the sensors are adapted for measuring a signal, particularly a pressure wave, that propagates through the air line in longitudinal direction.
  • a time shift between the signal at both sensors can be measured.
  • the direction of signal extension through the air line is known and the orientation of the rail vehicle, or of more rail vehicles that are each equipped with mentioned sensors, can be determined from the time shift, i.e. from the information which one of the sensors detects the signal first and which one detects the signal later.
  • the invention provides with a simple concept for orientation detection which is independent from the used communication system, relying solely on the main brake pipe. Furthermore, train integrity can be checked in the same process.
  • the invention particularly provides with a method for determining an orientation of a rail vehicle in a train assembly according to claim 1.
  • rail vehicles in the train assembly can independently from each other (i.e. independently from any other rail vehicle in the train assembly) be selected from a rail car or a locomotive.
  • a rail vehicle whose orientation is to be determined is preferably a rail car or a locomotive.
  • a rail vehicle comprising mentioned sensors is preferably a rail car or a locomotive.
  • the train assembly may comprise a plurality of rail cars, wherein one or more of these rail cars may comprise a first and a second sensor.
  • the train assembly comprising a plurality of rail cars preferably also comprises at least one locomotive.
  • the rail vehicle whose orientation is determined, is a locomotive.
  • the locomotive may be a locomotive which is located within the train assembly, i.e. between two adjacent rail vehicles, or a locomotive which is located at an end of a train assembly.. It is very important to determine the orientation of a locomotive.
  • the locomotive whose orientation is detected, is not a first or a leading locomotive but a second and/or a further (e.g. third, fourth...) locomotive in a train assembly, which is present in addition to the first locomotive. Then, orientation relatively to the first locomotive can be detected.
  • the air line usually comprise first sections which are located within a rail vehicle, and second sections, which are located between adjacent rail vehicles.
  • the pneumatic signal When the pneumatic signal is sent through the air line, the pneumatic signal propagates through the rail vehicles of the train assembly that are connected by the air line.
  • the air line may be a brake pipe. Sending a pneumatic signal through said air line can be done by a brake application, if the air line is a brake pipe.
  • the first and second sensor are connected to the air line in such a manner that a signal from the air line, particularly a pressure or flow, can be measured.
  • the first sensor and the second sensor are a pressure sensor.
  • a pressure sensor is adapted to determine a pressure or pressure change, as a pneumatic signal.
  • the distance between the first and second sensor, in longitudinal direction, may be selected in a manner suitable for accurately detecting a time shift. It may be remedial to choose the distance between the first and the second sensor as far as possible.
  • the first position of the first sensor may be at, near to, or adjacent to a first end of the rail vehicle.
  • the second position of the second sensor may be at, near to, or adjacent to a second end of the rail vehicle.
  • the pneumatic signal is sent from a leading locomotive, which is placed at a first end of the train assembly.
  • the leading locomotive is to be distinguished from another locomotive, whose orientation is to be determined according to the method of the invention.
  • Said another locomotive may be located at a second end of the train assembly or within the train assembly.
  • the pneumatic signal comprises a specific pressure pattern.
  • Such pattern may be a pattern of pressure drops that occur at specific times and/or for a specific time period. Such pattern may be used for different purposes.
  • the pressure pattern is used as a command that the orientation of the rail vehicle shall be determined.
  • Information about the pattern is sent via radio. This allows the communication partner to clearly identify the command for direction detection.
  • the pressure pattern is used as identification signal for the train assembly.
  • Information about the pattern is sent via radio. This allows control whether different elements are on in the same train. Latter is for example mandatory for multiple locomotive operation on trains with radio remote control.
  • the train assembly comprises a control unit, which is adapted for performing one or more of the following steps, in each possible combination:
  • the control unit can be used in a method of the invention.
  • Each of a rail vehicle in the train assembly may comprise such control unit.
  • control unit can be adapted for performing following step, preferably in addition to one or more of above mentioned steps:
  • This step can preferably be performed by a control unit which is located in a leading vehicle in the train assembly, for example a leading locomotive.
  • the leading vehicle may be the first vehicle in the assembly.
  • Sending a pneumatic signal through the air line can, as an alternative, be performed by a brake control unit, which may be different from above-mentioned control unit.
  • Fig. 1 shows a train assembly 10, comprising rail vehicles, e.g. rail cars 1, 12 and locomotive 11, which is a leading locomotive.
  • Rail vehicle 1 comprises at a first end a first pressure sensor 2 and at a second end a second pressure sensor 3.
  • Rail car 12 comprises a first pressure sensor 13 and a second pressure sensor 14.
  • the locomotive 11 comprises a first pressure sensor 15 and a second pressure sensor 16. The order of vehicles can be changed.
  • Each rail car shown in Fig. 1 can be a locomotive or vice versa.
  • Sections 4 of the brake pipe 17 are sections within vehicles, i.e. within rail cars 1, 12 and locomotive 11. Sections 5 of the brake pipe are sections between rail vehicles
  • the longitudinal direction L is indicated by arrow.
  • a method for orientation detection can be performed as follows: Leading locomotive 11 applies a pneumatic signal on the brake pipe 17. A pressure wave (pressure drop) extends from the locomotive 11 in longitudinal direction L.
  • Rail cars 1, 12 in the train assembly 10 can detect this pattern.
  • Pressure sensors 2 and 3 placed distantly from each other, here at both ends 18, 19 of the rail car 1, detect the pattern with a time difference.
  • Pressure sensor 2 detects the pressure drop earlier than pressure sensor 3.
  • Signals from the pressure sensors 2 and 3 are sent to the control unit 20 which detects the time difference (connections between sensors and control unit not shown).
  • Each rail vehicle has its own control unit. This leads to the knowledge of the direction of the pressure wave relatively to the rail car 1.
  • the pneumatic signal was sent from the locomotive, i.e. from the head of the train assembly 10. So, it is known that end 18 of rail car 1 is oriented towards the locomotive, i.e. in driving direction, and that end 19 of rail car 1 is oriented in opposite direction. If rail car 1 was turned, within the assembly, pressure sensor 19 would detect the signal before pressure sensor 18, and it would be known that end 19 of rail car 10 is oriented towards the locomotive, i.e. in driving direction.
  • Pressure sensors 15 and 16 of the locomotive are not used in this example. But they can be used in the same manner as pressure sensors 2, 3, 13, 14 when the locomotive 11 is not a leading locomotive but a second locomotive within a train assembly. Then, orientation relatively to a leading locomotive can be detected.
  • Fig. 2 shows a depression (from a brake application) in a brake pipe of a 750m long train with 37 wagons of 20m length each.
  • the delay between the head of train (left curve, P2) and the end of train (right curve, P4) is clearly visible.
  • the delay between one end and the other end of a wagon in the middle of the train shown by the curves P1 and P3 between the curves P2 and P4.
  • Fig. 3a-3c show various details in the middle of the train.
  • Fig. 3a shows the overall picture
  • Fig. 3b and 3c a zoom has been applied to the first pressure drop scene.
  • Fig. 3a-3c show the pressure at the beginning and at the end of the wagon measured by two sensors at 20m distance.
  • the graphs clearly show that by simply applying a service brake enough information can be sensed and processed necessary to detect the flow direction of the depression wave.
  • a depression of 0.1 bar between 4.8 bar and 5 bar can be well measured at both ends of the wagon with 200ms difference.
  • the steep slope at the beginning of the brake application is easily detectable and can be used for the data acquisition.
  • the process is enough slow and uncritical for state of the art sensor technology.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Claims (8)

  1. Procédé pour déterminer une orientation d'un véhicule ferroviaire dans un ensemble train et pour contrôler si différents véhicules ferroviaires se trouvent dans le même ensemble train,
    - l'ensemble train (10) comprenant une pluralité de véhicules ferroviaires (1, 11, 12),
    - dans lequel ladite pluralité de véhicules ferroviaires sont liés par une conduite d'air (17) comprimé,
    - dans lequel au moins un des véhicules ferroviaires (1, 11, 12) comprend, à une première position, dans la direction longitudinale (L), un premier capteur (2, 13, 15), pour détecter un signal pneumatique dans la conduite d'air (17), et
    - dans lequel l'au moins un véhicule ferroviaire (1, 11, 12) comprend, à une deuxième position, dans la direction longitudinale (L), un deuxième capteur (3, 14, 16), pour mesurer un signal pneumatique dans la conduite d'air (17), le procédé comprenant
    - l'envoi d'un signal pneumatique à travers ladite conduite d'air (17),
    - la détection du signal pneumatique au niveau du premier capteur (2, 13, 15) et au niveau du deuxième capteur (3, 14, 16),
    - la détermination d'un décalage de temps de signal entre le signal pneumatique au niveau du premier capteur (2, 13, 15) et le signal pneumatique au niveau du deuxième capteur (3, 14, 16),
    - la détermination de l'orientation du véhicule ferroviaire (1, 11, 12) à partir dudit décalage de temps de signal
    caractérisé en ce que
    le signal pneumatique comprend un motif de pression spécifique qui est utilisé comme signal d'identification pour l'ensemble train (10) et
    dans lequel l'ensemble train comporte une commande radio à distance et des informations concernant le motif de pression sont envoyées via radio afin de contrôler si différents véhicules ferroviaires de la pluralité de véhicules ferroviaires se trouvent dans l'ensemble train.
  2. Procédé selon la revendication 1, dans lequel le premier capteur (2, 13, 15) et le deuxième capteur (3, 14, 16) sont sélectionnés parmi un capteur de pression ou un capteur de débit, dans lequel le signal pneumatique est une pression ou un changement de pression, ou dans lequel le signal pneumatique est un débit ou un changement de débit.
  3. Procédé selon l'une des revendications précédentes, dans lequel la première position est à une première extrémité (18) du véhicule ferroviaire (1) ou près de celle-ci.
  4. Procédé selon l'une des revendications précédentes, dans lequel la deuxième position est à une deuxième extrémité (19) du véhicule ferroviaire (1) ou près de celle-ci.
  5. Procédé selon l'une des revendications précédentes, dans lequel le signal pneumatique est envoyé depuis une locomotive (11) de tête, qui est placée à une extrémité de l'ensemble train.
  6. Procédé selon l'une des revendications précédentes, dans lequel le motif de pression spécifique est utilisé comme instruction que l'orientation du wagon ferroviaire (1, 12) ou de la locomotive (11) est à déterminer.
  7. Procédé selon l'une des revendications précédentes, dans lequel le motif de pression est un motif de chutes de pression qui se produisent à des moments spécifiques et/ou pendant une période de temps spécifique.
  8. Procédé selon l'une des revendications précédentes, dans lequel le véhicule ferroviaire est un wagon ferroviaire ou une locomotive.
EP16179751.9A 2016-07-15 2016-07-15 Procédé de détermination d'une orientation d'un véhicule ferroviaire dans un ensemble de train Active EP3269616B1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
PL16179751T PL3269616T3 (pl) 2016-07-15 2016-07-15 Sposób określenia orientacji pojazdu kolejowego w zespole pociągu
EP16179751.9A EP3269616B1 (fr) 2016-07-15 2016-07-15 Procédé de détermination d'une orientation d'un véhicule ferroviaire dans un ensemble de train
ES16179751T ES2892648T3 (es) 2016-07-15 2016-07-15 Método para determinar la orientación de un vehículo ferroviario en un conjunto de tren
RU2017125269A RU2739634C2 (ru) 2016-07-15 2017-07-14 Способ определения направленности рельсового транспортного средства в поездном составе

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP16179751.9A EP3269616B1 (fr) 2016-07-15 2016-07-15 Procédé de détermination d'une orientation d'un véhicule ferroviaire dans un ensemble de train

Publications (2)

Publication Number Publication Date
EP3269616A1 EP3269616A1 (fr) 2018-01-17
EP3269616B1 true EP3269616B1 (fr) 2021-09-01

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EP16179751.9A Active EP3269616B1 (fr) 2016-07-15 2016-07-15 Procédé de détermination d'une orientation d'un véhicule ferroviaire dans un ensemble de train

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EP (1) EP3269616B1 (fr)
ES (1) ES2892648T3 (fr)
PL (1) PL3269616T3 (fr)
RU (1) RU2739634C2 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2023227524A1 (fr) * 2022-05-23 2023-11-30 Voith Patent Gmbh Procédé et ensemble de détection d'une séquence de voitures dans un train et train pourvu d'un ensemble de ce type

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19828906C1 (de) * 1998-06-18 2000-05-04 Abb Daimler Benz Transp Verfahren zur fahrzeugautonomen Feststellung und Überprüfung der Vollständigkeit eines Zuges ohne durchgehende elektrische Leitung
DE10112920A1 (de) * 2001-03-13 2002-09-19 Siemens Ag Verfahren zur Zugvollständigkeitsüberwachung und Einrichtung zur Durchführung dieses Verfahrens

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ITTO980560A1 (it) * 1998-06-29 1999-12-29 Sab Wabco Spa Procedimento e sistema per la determinazione automatica della compo- sizione di un convoglio ferroviario
US5986579A (en) 1998-07-31 1999-11-16 Westinghouse Air Brake Company Method and apparatus for determining railcar order in a train
US9550484B2 (en) * 2014-10-22 2017-01-24 General Electric Company System and method for determining vehicle orientation in a vehicle consist
DE102012009348A1 (de) * 2012-05-09 2013-11-14 Db Schenker Rail Deutschland Ag Verfahren und Vorrichtung zum Erfassen und Auswerten von Daten bezüglich des Zustands der Hauptluftleitung eines Fahrzeugverbandes

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19828906C1 (de) * 1998-06-18 2000-05-04 Abb Daimler Benz Transp Verfahren zur fahrzeugautonomen Feststellung und Überprüfung der Vollständigkeit eines Zuges ohne durchgehende elektrische Leitung
DE10112920A1 (de) * 2001-03-13 2002-09-19 Siemens Ag Verfahren zur Zugvollständigkeitsüberwachung und Einrichtung zur Durchführung dieses Verfahrens

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2023227524A1 (fr) * 2022-05-23 2023-11-30 Voith Patent Gmbh Procédé et ensemble de détection d'une séquence de voitures dans un train et train pourvu d'un ensemble de ce type

Also Published As

Publication number Publication date
RU2017125269A3 (fr) 2020-11-05
ES2892648T3 (es) 2022-02-04
RU2017125269A (ru) 2019-01-15
EP3269616A1 (fr) 2018-01-17
PL3269616T3 (pl) 2022-01-24
RU2739634C2 (ru) 2020-12-28

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