EP3581459A1 - Verfahren und anordnung zur überwachung und bestimmung der vollständigkeit eines zuges - Google Patents

Verfahren und anordnung zur überwachung und bestimmung der vollständigkeit eines zuges Download PDF

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Publication number
EP3581459A1
EP3581459A1 EP18177457.1A EP18177457A EP3581459A1 EP 3581459 A1 EP3581459 A1 EP 3581459A1 EP 18177457 A EP18177457 A EP 18177457A EP 3581459 A1 EP3581459 A1 EP 3581459A1
Authority
EP
European Patent Office
Prior art keywords
train
accelerometer
acceleration data
train unit
accelerometers
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP18177457.1A
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English (en)
French (fr)
Inventor
Johan Malm
Anders Husberg
Tamim Haroun
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
Original Assignee
Bombardier Transportation GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to EP18177457.1A priority Critical patent/EP3581459A1/de
Publication of EP3581459A1 publication Critical patent/EP3581459A1/de
Withdrawn legal-status Critical Current

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Classifications

    • 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
    • B61L15/0072—On-board train data handling

Definitions

  • the present invention relates to a method for monitoring and determining the completeness of a train of a plurality of interconnected units moving along a railway track as well as an arrangement for obtaining this.
  • Trains of any conceivable type, such as passenger trains and freight trains mentioned as examples, are considered and the railway track may be a part of a railway of any type, anywhere, for example on main lines and in mining application.
  • Another possibility is to count the wheel axles every time a train enters a section of the track, and the number of axles should always stay the same during the journey.
  • axle counters are expensive.
  • a further possibility is to let the train keep track of its position on the track and monitor its own integrity. This is what the present invention is occupied with.
  • a train can be designed to report its integrity such that a section of the track occupied by the train is only made available to other trains after the train with confirmed train integrity has cleared that section.
  • this solution has limitations, such as the availability of satellites, particularly in tunnels.
  • train unit accelerations are measured by a first accelerometer on board a train unit being at the front of the train and by a second accelerometer on board a train unit being the last as seen in the moving direction of the train, these acceleration data are compared and it is determined that the train is complete if the comparison of acceleration data shows that said data are the same and that at least the last train unit is lost when said data differ.
  • the method according to the invention is related to a known speed-and-position-based method. But instead of comparing geographic location and/or speed, the acceleration data is compared, i.e. checked for sufficient correlation.
  • a train is not a rigid body, but investigations show that trains are sufficiently rigid to be treated as such.
  • accelerometers are not dependent on satellites and work fine in tunnels. Another advantage is that accelerometers are much cheaper than inertial measurement units, since high precision gyroscopes are not needed.
  • drift typically of an inertial navigation system. The method is preferably carried out continuously as long as the train is moving for detecting a loss of integrity as soon as it appears, so that then an alarm can be radioed to an interlocking computer that stops all other traffic from coming near and possibly also derailers may be activated. However, it would be possible to intermittently carry out said method when this is done with a frequency being high enough.
  • the acceleration of the last train unit is in step a) measured by two said second accelerometers on board the last train unit, in step b) acceleration data obtained by both said second accelerometers are compared with acceleration data obtained by the first accelerometer, and it is in step c) determined that the train is complete if the comparison shows that acceleration data from one of the second accelerometers are the same as those from the first accelerometer.
  • the acceleration of the second last train unit is measured in step a) by a third accelerometer and in step c) these acceleration data are compared with the acceleration data obtained by the first accelerometer, and it is in step c) determined that when the acceleration data obtained by the third accelerometer differ from the acceleration data obtained by the first accelerometer at least two train units are lost.
  • accelerometers on more than two, such as on all, train units for knowing if more than two train units have been lost.
  • an alarm is emitted if it is in step c) determined that at least the last train unit is lost. This enables an interlocking computer to stop all other traffic from coming near when deemed to be appropriate.
  • the object of the invention is with respect to the arrangement obtained by providing an arrangement with:
  • said device is associated with one of said accelerometers, and said transmitter is configured to send acceleration data from the other accelerometer through a radio link to said unit for said comparison. It is suitable to have said device associated with one of the accelerometers, and it is then also possible to have each accelerometer provided with a said transmitter for bidirectional radio link communication between the accelerometer on the front train unit and the one on the last train unit.
  • said device is configured to be arranged on board said front train unit in connection with said first accelerometer and the transmitter is associated with the second accelerometer. It may be suitable to have the device for comparing and determining on board the front train unit, i.e. the loco.
  • At least one of the first and second accelerometers is included in a portable member being moveable from one train unit to another, and it is then advantageous to have the second accelerometer and the transmitter associated therewith included in a said portable member, since the train unit or car being the last unit in a train may change frequently while the front train unit is the same, so that it would at least from the cost point of view be advantageous to be able to move the second accelerometer with transmitter from one car to another when such changes occur.
  • the arrangement comprises two said second accelerometers configured to be arranged on board a last train unit and to measure accelerations of this train unit, and said device is configured to compare acceleration data obtained by both said second accelerometers with acceleration data obtained by said first accelerometer and to determine that the train is complete if the comparison shows that acceleration data from one of the second accelerometers are the same as those from the first accelerometer.
  • Fig. 1 illustrates schematically a train 1 of a plurality of interconnected units 2 (cars) moving along a railway track 3.
  • This train is provided with an arrangement according to a first embodiment of the invention for monitoring and determining the completeness of the train, i.e. that the train has not lost any train unit.
  • This arrangement comprises a first accelerometer 4 arranged on board the front unit 5, i.e. the loco, of the train as seen in the intended moving direction (arrow A) of the train and to measure accelerations of this front train unit 5.
  • a second accelerometer 6 is arranged on board the last train unit 7 as seen in the intended moving direction of the train, and this second accelerometer is configured to measure accelerations of this last train unit.
  • the second accelerometer is together with a transmitter 8 included in a portable member 9 being moveable from one train unit to another, so that this portable member may be applied on the last train unit on different trains, and if for instance the last three cars of the train shown in Fig. 1 would be deliberately disconnected and left in a railroad yard, this portable member 9 may be applied on the train unit 10 then being the last one.
  • the transmitter 8 is configured to transmit acceleration data measured by the second accelerometer 6 to a site of collection of acceleration data from both accelerometers, such as to a device 11 arranged in said first train unit 5. It is shown how radio antennas 12, 13 are arranged on the first train unit 5 and the last train unit 7 for transferring acceleration data between these through a radio link.
  • the device 11 is configured to compare acceleration data collected from the first accelerometer 4 with acceleration data collected from the second accelerometer 6 and to determine that the train is complete if the comparison shows that said data are the same and that at least the last train unit is lost when said data differ.
  • Fig. 2 illustrates schematically how a method for monitoring and determining the completeness of the train is carried out.
  • the second accelerometer 6 measures accelerations, which may of course also have a negative sign when the velocity of the entire train or of a part of the train lost is reduced, and the acceleration data so obtained is brought to pass through a decimation filter 14 for data compression and filtering of the data therefrom and then sent through a radio link 15 to the device 11 on board the first train unit, where the first accelerometer 4 measures the acceleration of the first train unit 5 and through a decimation filter 16 sends the acceleration data so obtained further to the device 11 where the acceleration data from the first accelerometer 4 are compared in a part 17 with the acceleration data from the second accelerometer 6.
  • the train integrity is evaluated and determined in a part 18 of the device.
  • the acceleration data so measured by the two accelerometers 4, 6 will be nearly identical as long as the train is complete, but as soon as any of the train units start to drift apart the acceleration data obtained through the second accelerometer will differ substantially from the acceleration data measured by the first accelerometer 4, so that the occurrence of such a loss will be immediately detected.
  • Fig. 3 illustrates an arrangement according to a second embodiment of the invention only differing from the first by having two second accelerometers 6, 6' arranged on the last unit 7 of the train.
  • the two second accelerometers are preferably included in the same said portable member, but they may also be separately arranged in a portable member each.
  • These two second accelerometers 6, 6' will then send acceleration data obtained therethrough to said device 11, which will compare acceleration data obtained by these two accelerometers with acceleration data obtained by the first accelerometer 4 and to determine that the train is complete if the comparison shows that acceleration data from one of the second accelerometers 6, 6' are the same as those from the first accelerometer, since would the last train unit be lost no one of the second accelerometers could show the same acceleration data as the first accelerometer even if the second accelerometers were defect.
  • the other second accelerometer may then verify that the train is complete, and when also this accelerometer delivers acceleration data differing from the acceleration data delivered by the first accelerometer it may be determined that the last train unit is lost.
  • the first accelerometer may then also be doubled, since a typical failure mode may be that acceleration measurement is stuck at zero. If the first train unit (loco) has only one accelerometer, letting the cars in the yard when accelerating would then cause a hazard.
  • the acceleration measurement could be complemented with occasional position measurements to detect very slow separations. These position measurements do not need to be frequent, because the lower the acceleration difference is, the longer it takes until a substantial distance between train parts accumulates. For the safe determination of the train position by wayside control devices or other trains, this can be considered, i.e. worst-case separations between position measurements.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP18177457.1A 2018-06-13 2018-06-13 Verfahren und anordnung zur überwachung und bestimmung der vollständigkeit eines zuges Withdrawn EP3581459A1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP18177457.1A EP3581459A1 (de) 2018-06-13 2018-06-13 Verfahren und anordnung zur überwachung und bestimmung der vollständigkeit eines zuges

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP18177457.1A EP3581459A1 (de) 2018-06-13 2018-06-13 Verfahren und anordnung zur überwachung und bestimmung der vollständigkeit eines zuges

Publications (1)

Publication Number Publication Date
EP3581459A1 true EP3581459A1 (de) 2019-12-18

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP18177457.1A Withdrawn EP3581459A1 (de) 2018-06-13 2018-06-13 Verfahren und anordnung zur überwachung und bestimmung der vollständigkeit eines zuges

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EP (1) EP3581459A1 (de)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0605848A1 (de) * 1992-12-28 1994-07-13 UNION SWITCH & SIGNAL Inc. Verkehrsteueranlage mit einem Informationsmessgerät an Bord eines Fahrzeuges
DE29823381U1 (de) * 1998-03-04 1999-04-15 Deutsche Bahn AG, 10365 Berlin Einrichtung zur Überwachung der Zugvollständigkeit bei lokbespannten Zügen
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
DE10009324A1 (de) 2000-02-22 2001-09-06 Daimler Chrysler Ag Verfahren zur lokbasierten Bestimmung der Zuglänge
DE10112920A1 (de) 2001-03-13 2002-09-19 Siemens Ag Verfahren zur Zugvollständigkeitsüberwachung und Einrichtung zur Durchführung dieses Verfahrens
WO2005105536A1 (en) * 2004-05-03 2005-11-10 Sti Rail Pty Ltd Train integrity network system
RU2591551C1 (ru) 2015-05-28 2016-07-20 Открытое Акционерное Общество "Научно-Исследовательский И Проектно-Конструкторский Институт Информатизации, Автоматизации И Связи На Железнодорожном Транспорте" Система управления движением поездов на перегоне

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0605848A1 (de) * 1992-12-28 1994-07-13 UNION SWITCH & SIGNAL Inc. Verkehrsteueranlage mit einem Informationsmessgerät an Bord eines Fahrzeuges
DE29823381U1 (de) * 1998-03-04 1999-04-15 Deutsche Bahn AG, 10365 Berlin Einrichtung zur Überwachung der Zugvollständigkeit bei lokbespannten Zügen
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
DE10009324A1 (de) 2000-02-22 2001-09-06 Daimler Chrysler Ag Verfahren zur lokbasierten Bestimmung der Zuglänge
DE10112920A1 (de) 2001-03-13 2002-09-19 Siemens Ag Verfahren zur Zugvollständigkeitsüberwachung und Einrichtung zur Durchführung dieses Verfahrens
WO2005105536A1 (en) * 2004-05-03 2005-11-10 Sti Rail Pty Ltd Train integrity network system
RU2591551C1 (ru) 2015-05-28 2016-07-20 Открытое Акционерное Общество "Научно-Исследовательский И Проектно-Конструкторский Институт Информатизации, Автоматизации И Связи На Железнодорожном Транспорте" Система управления движением поездов на перегоне

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