EP3919345A1 - Bordvorrichtung und verfahren zur bestimmung der zugintegrität nach länge - Google Patents

Bordvorrichtung und verfahren zur bestimmung der zugintegrität nach länge Download PDF

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Publication number
EP3919345A1
EP3919345A1 EP20425040.1A EP20425040A EP3919345A1 EP 3919345 A1 EP3919345 A1 EP 3919345A1 EP 20425040 A EP20425040 A EP 20425040A EP 3919345 A1 EP3919345 A1 EP 3919345A1
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EP
European Patent Office
Prior art keywords
signal
train
pipe
unit
frequency
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.)
Pending
Application number
EP20425040.1A
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English (en)
French (fr)
Inventor
Andrea Ricci
Marco Tili
Alessandro Agostini
Niccolò Azzali
Roberto Corrieri
Angela Quaranta
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Progress Rail Signaling SpA
Original Assignee
ECM SpA
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Publication date
Application filed by ECM SpA filed Critical ECM SpA
Priority to EP20425040.1A priority Critical patent/EP3919345A1/de
Priority to BR102021010867-3A priority patent/BR102021010867A2/pt
Publication of EP3919345A1 publication Critical patent/EP3919345A1/de
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0054—Train integrity supervision, e.g. end-of-train [EOT] devices

Definitions

  • This disclosure relates to on-board systems for determining the integrity of a train, which is to say, for determining whether any part of the train has become decoupled in use.
  • the disclosure relates to systems for determining the integrity of a train by measuring the length of the train.
  • the sonic signal may be reflected from the distant end of the pipe; however, it can be difficult to distinguish the reflected signal from reflections generated by intermediate couplings along the length of the pipe.
  • sonic noise may be generated by moving parts of the train at relatively lower frequencies, and so it may be difficult to separate a relatively low frequency signal from noise emitted at the same frequency.
  • the signal may be coded; however, this makes the signal processing system more complex.
  • the length of the train may be determined by means of electromagnetic signals, which are not affected by sonic noise.
  • electromagnetic signals which are not affected by sonic noise.
  • AU 2015224435 A1 teaches transmitting coded signals between units at opposite ends of the train.
  • the codes are validated to separate the signal from noise, thus confirming the integrity of the carrier medium and hence the train.
  • the carrier medium may be an electrical cable carrying electrical signals, or a brake pipe carrying sonic signals.
  • WO 201815478 A2 teaches an ultrasonic speaker and detector arranged at the head of a train. Ultrasonic signals with an identifiable signature are emitted into the brake pipe, and the length of the train determined from the time delay of the signal reflected from the opposite end of the pipe.
  • the signals may comprise a sequence of tonebursts or a non-periodic pulse train.
  • DE 3124884 A1 teaches sending and returning signals between units at opposite ends of a train.
  • the signals may be processed to determine relative movement by the Doppler effect, or to measure train length by the frequency modulated continuous wave radar technique.
  • Ultrasonic signals may be used instead of electromagnetic signals.
  • Electromagnetic signals may be waveguided beneath the train.
  • DE 19946168 A1 teaches measuring train length by frequency modulated continuous wave radar signals between units at opposite ends of the train, wherein a time delay and optionally also a frequency shift is introduced by the transponder unit.
  • the transceiver antenna is mounted preferably on the roof of the locomotive.
  • the method includes arranging a first unit including a first sonic transmitter and receiver at the first end of the train to transmit and receive sonic signals through the pipe; generating a signal Sg and transmitting the signal Sg as a sonic signal St through the pipe, from the first unit, to produce a corresponding sonic return signal Sr in the pipe at the second end of the train; and receiving the return signal Sr through the pipe at the first unit after a delay time interval Td from said transmitting.
  • the delay time interval Td corresponds to a combined time of flight of the transmitted and return signals St, Sr through the pipe over the length L of the pipe.
  • the signals Sg, St, and Sr are frequency modulated continuous wave signals, and the method further includes combining the return signal Sr received at the first unit with the generated signal Sg to determine a frequency difference ⁇ f indicative of the time of flight, and making a determination of train integrity based on the frequency difference ⁇ f.
  • the determination includes confirming train integrity if the frequency difference ⁇ f corresponds to an expected value ⁇ fe, wherein the expected value ⁇ fe corresponds to an expected value Le of the length L of the pipe; and, if train integrity is not confirmed, generating an indication that train integrity is compromised.
  • the disclosure provides an apparatus including at least the first unit, which is configured to be arranged in use at the first end of the train to transmit and receive sonic signals through the pipe.
  • the apparatus is operable in accordance with the method to generate and transmit the signals Sg, St to produce the sonic return signal Sr in the pipe at the second end of the train; and, after receiving the return signal Sr at the first unit, to combine the signals Sr, Sg to determine the frequency difference ⁇ f, and to make the determination of train integrity.
  • a train 1 is assembled from a series of units or vehicles 2, 3, 4, wherein the leading unit 2 defines a respective one of opposite, first and second ends of the train, and the trailing unit 4 defines the other respective one of the first and second ends of the train.
  • the leading unit 2 may be a locomotive, while the trailing unit 4 may be another locomotive or a carriage or wagon.
  • a pipe 5 extends between the first and second ends of the train.
  • the pipe will supply pressure, e.g. compressed air, to the braking system of the train.
  • a brake control unit 8 in the leading unit 2 of the train may control the brakes of the train by varying the pressure in the pipe 5.
  • the pipe 5 includes flexible coupling portions 6 which join together the portions of the pipe in each unit 2, 3, 4 of the train in series relation.
  • Each coupling portion 6 may include valve and coupling elements fixed to each of the respective units of the train.
  • the valve and coupling elements may be connected to join sealingly together in fluid communication the respective parts of the pipe 5 belonging to the adjacent units of the train.
  • the respective valve belonging to the leading or trailing unit 2, 4 of the train, which is not located in-between two units of the train, may be closed to retain pressure in the pipe 5. This closed valve may form a passive reflector 7 as further discussed below.
  • a first unit 10 including a first sonic transmitter 11 and a first sonic receiver 12 is arranged at a first end of the train 1 to transmit and receive sonic signals through the pipe 5.
  • the expression: "at the first end of the train” or “at the second end of the train” means: at a respective one of the leading and trailing units of the train.
  • the first unit 10 is shown in Fig. 1 at an extremity of the pipe 5.
  • the first unit 10 may be arranged in any convenient location in or on the leading unit 2 or trailing unit 4 of the train to transmit and receive signals through the pipe.
  • the first unit 10 may be arranged at the leading unit 2 of the train, as shown.
  • the apparatus may further include a signal generating and processing unit 13 and a controller 14.
  • the controller 14 may include a non-transitory memory and a processor configured to execute instructions stored in the memory to control the transmitter 11, receiver 12, and signal unit 13 to perform the steps of the method.
  • the apparatus e.g. controller 14, may be in operable communication with a control unit 9 of the train through which a warning signal may be displayed or sounded to alert a driver of the train 1 and/or sent to a remote receiver (not shown), and/or with the brake control unit 8 to control emergency braking of the train 1.
  • the apparatus e.g. signal unit 13
  • FMCW frequency modulated continuous wave
  • An ultrasonic pulse of this latter waveform may be reflected along the length of a brake pipe to determine its time of flight, as taught for example by WO 201815478 A2 .
  • the frequency of the generated FMCW signal Sg may either increase or decrease continuously and progressively to define a continuously rising or falling tone over each modulation time period Tm (which is indicated in the figure for the transmitted signal St).
  • the tone may both rise and fall in turn during successive modulation time periods Tm, as shown.
  • the tone may have a constant rate of change over each modulation time period Tm. Alternatively, the rate of change could vary progressively over each modulation time period Tm.
  • the signal Sg, St is generated and transmitted repeatedly during successive modulation time periods Tm.
  • Each modulation time period Tm may last for several or many seconds, depending on the length of the train.
  • the signal St may be transmitted continuously so that each modulation time period Tm begins at the moment the previous modulation time period Tm ends, e.g. with a constant rate of change defining a triangular or sawtooth waveform as shown.
  • the signal St may be transmitted repeatedly but discontinuously so that successive modulation time periods Tm are spaced apart in time.
  • the signal St transmitted from the first unit 10 produces a corresponding FMCW sonic return signal Sr in the pipe 5 at the second end of the train.
  • the return signal Sr may be produced by reflecting the transmitted signal St from a passive reflector 7 at the second end of the train 1; which is to say, the return signal Sr may be simply a reflection of the transmitted signal St.
  • the reflector 7 may be the closed valve at the last coupling element of the pipe 5 at the trailing end of the trailing unit 4 of the train.
  • the return signal Sr may be generated by a second unit 100, including a second sonic transmitter 101 and sonic receiver 102 and located at the second end of the train 1, responsive to receiving the transmitted signal St at the second unit 100.
  • the second unit 100 may be located anywhere at the respective one of the leading and trailing units 2, 4 of the train remote from the first unit 10, but conveniently may be located at the trailing unit 4. Conveniently but optionally, the second unit 100 may be located at the final coupling element of the pipe 5 at the trailing end of the trailing unit 4.
  • the second unit 100 may be powered by any convenient power source of the train 1.
  • the second unit 100 may be configured to generate the return signal Sr at the same frequency as the frequency of the transmitted signal St at the moment that the transmitted signal St is received at the second unit 100.
  • the second unit 100 may be configured to generate the return signal Sr at a different frequency to the frequency of the transmitted signal St at the moment that the transmitted signal St is received at the second unit 100.
  • the second sonic transmitter and receiver 101, 102 may be an analogue transmitter and receiver.
  • the second unit 100 may include an analogue transverter 103 configured to generate the return signal Sr based on the transmitted signal St as received by the receiver 102.
  • the transverter 103 may be configured to generate the return signal Sr at the same frequency, or at a different frequency (with a predefined frequency offset), relative to that of the transmitted signal St.
  • the second unit 100 may transmit the return signal Sr at greater amplitude than the transmitted signal St as received at the second unit 100.
  • the return signal Sr is generated based on the transmitted signal St at the moment it is received at the second unit 100, and thus replicates its waveform.
  • the second unit 100 may generate the return signal Sr without any time delay, or alternatively may introduce a time delay, in which case the first unit 10 may be configured to compensate for that time delay when processing the signals and making the determination of train integrity, as will now be discussed.
  • the sonic signals St, Sr may be transmitted and returned in a frequency range below 500Hz.
  • the frequency range may lie between 10Hz and 400Hz.
  • the return signal Sr is received through the pipe 5 at the receiver 12 of the first unit 10 after a delay time interval Td from the transmission of the transmitted signal St from the first unit 10. That is to say, any given instantaneous value of the return signal Sr at the first unit 10 follows the moment of transmission of the corresponding instantaneous value of the transmitted signal St by the delay time interval Td.
  • the delay time interval Td corresponds to a combined time of flight of the transmitted and return signals St, Sr through the pipe 5 over the length L of the pipe, which is defined between the first unit 10 and the reflector 7 or second unit 100.
  • FMCW radar which is to say, using electromagnetic radio waves
  • this principle is applied to the sonic signals travelling along the pipe 5 to determine, iteratively, the length L of the pipe while the train 1 is in motion.
  • the integrity of the train 1 may then be determined based on the measured frequency difference ⁇ f or by calculating the length L of the train from the measured frequency difference ⁇ f.
  • Each measured or calculated value L or ⁇ f may be compared with an expected value Le of the length L, or an expected value ⁇ fe of the frequency difference ⁇ f, to determine whether the length L has changed from the expected value Le.
  • a reduction in length L or frequency difference ⁇ f, or a failure to obtain a measured value may indicate that the integrity of the train 1 is compromised - which is to say, a part of the train 1 may have become decoupled.
  • the return signal Sr received at the first unit 10 is combined (e.g. by signal unit 13) with the generated signal Sg to determine a frequency difference ⁇ f between the two signals Sr, Sg which is indicative of the time of flight. That is to say, at the moment of reception of any given instantaneous value of the return signal Sr at the first unit 10, that value is combined with the value of the generated signal Sg at the same moment.
  • Sg By combining the return and generated signals Sr, Sg is meant mixing or beating together or otherwise comparing the signals as known in the art. Conveniently the signals may be mixed in electrical form to generate an electrical signal representing the frequency difference ⁇ f, but they could be mixed in sonic form to generate a sonic signal representing the frequency difference ⁇ f which may then be converted into electrical form.
  • the modulation time period Tm exceeds the delay time interval Td by an overlap time period To during which the return signal Sr and the generated signal Sg are both present at the first unit 10.
  • the generated signal Sg may be transmitted as the transmitted signal St during the delay time interval Td and the overlap time period To, in which case the return signal Sr may be combined with the generated signal Sg in the form of the transmitted signal St, or may be converted into an electrical signal and combined in that form with the generated signal Sg.
  • the generated signal Sg may be transmitted from the first unit 10 as the transmitted signal St during the delay time interval Td but the transmission may cease before or at the end of the delay time interval Td, in which case the return signal Sr may be converted into an electrical signal which is combined with the generated signal Sg, which is not transmitted during the overlap time period To.
  • the frequency difference ⁇ f depends on the delay time Td and the rate of change of the frequency f of the signals St, Sr over time.
  • the apparatus e.g. the controller 14
  • the apparatus is further configured to make a determination of train integrity based on the frequency difference ⁇ f.
  • the apparatus confirms the integrity of the train 1 if the frequency difference ⁇ f corresponds to an expected value ⁇ fe, wherein the expected value ⁇ fe corresponds to an expected value Le of the length L of the pipe 5.
  • the determination may be based directly on the measured frequency difference ⁇ f or on any other value calculated or otherwise derived therefrom, for example, the calculated value L of the length of the train as discussed above.
  • the apparatus e.g. controller 14
  • the apparatus generates an indication that train integrity is compromised - which is to say, an indication that a part of the train may have become decoupled.
  • the indication that train integrity is compromised may be generated responsive to a determination that the length L is smaller than the expected length Le, or smaller than the expected length Le by at least a threshold amount.
  • An indication that train integrity is compromised may include a warning signal 15.
  • the warning signal 15 may be directed to a control unit 9 of the train which, responsive to the warning signal 15, may display a visual warning or sound an audible warning to alert the train driver.
  • the warning signal may be directed to a receiver (on the train or elsewhere) to alert other personnel or another system.
  • the warning signal 15 may be directed to a brake control unit 8 which may apply emergency braking to arrest the train 1 responsive to the warning signal 15.
  • the brake control unit 8 may apply the brakes by altering the pressure in the pipe 5.
  • the expected value Le or ⁇ fe may be obtained in an initial configuration step by an initial measurement of the frequency difference ⁇ f when the apparatus is initialised, e.g. when the train is made up or when the train 1 is stationary or has just begun to move.
  • a user confirmation may be provided (e.g. via a user interface to controller 14) to cause the measured value ⁇ f or the value L calculated therefrom to be stored in memory, respectively as the expected value ⁇ fe or Le.
  • the expected value Le or ⁇ fe may be input into the apparatus (e.g. via a user interface to controller 14) as a reference value based on the known length of the intact train 1. If the expected value Le is input as a reference value then the apparatus may be configured to calculate the expected value ⁇ fe based thereon.
  • the apparatus may be configured to increase or decrease the frequency of the generated signal Sg, continuously and progressively over a modulation time period Tm, wherein the modulation time period Tm exceeds the delay time interval Td by at least a minimum overlap time period To, and to combine the return signal Sr with the generated signal Sg to determine the frequency difference ⁇ f over at least the minimum overlap time period To.
  • the minimum overlap time period To may extend to the end of the modulation time period Tm, as shown in Fig. 5 , or may be defined as a part of the overlap time period which ends before the end of the modulation time period Tm, whichever is more convenient.
  • Any component of the measured frequency difference ⁇ f which does not have a rate of change, over said at least the minimum overlap time period To, corresponding to a rate of change of the frequency of the generated signal Sg may then be excluded from the determination of train integrity as representing noise.
  • the noise component could be filtered out or simply not included in the signal analysis.
  • rate of change is meant either a zero or non-zero rate of change.
  • the return signal Sr may be generated at a frequency which is offset from the frequency of the transmitted signal St.
  • the two signals St, Sr may be generated in different frequency bands BW1, BW2, defined respectively by minimum and maximum frequencies fla, f1b of the transmitted signal St and by minimum and maximum frequencies f2a, f2b of the return signal Sr. (In the examples of Figs. 4 and 5 both signals St, Sr lie in the same bandwidth BW defined between maximum and minimum frequencies f1a, f1b.)
  • the frequency difference ⁇ f is obtained as the function (f1 - f2) wherein f1 is the transmitted signal St and f2 is the return signal Sr.
  • the apparatus may be configured to determine the frequency difference ⁇ f as an average of a first frequency difference ⁇ f1 and a second frequency difference ⁇ f2.
  • the first frequency difference ⁇ f1 is determined during a first time period T1 over which the generated and return signals Sg, Sr progressively increase in frequency, while the second frequency difference ⁇ f2 is determined during a second time period T2 over which the generated and return signals Sg, Sr progressively reduce in frequency.
  • reflections of the transmitted signal St from intermediate points along the length of the brake pipe will, when received at the first unit and beaten together with the generated signal Sg, due to their relatively shorter time of flight, result in a frequency difference component which does not correspond to the expected value ⁇ fe, and so will not generate a positive confirmation of train integrity.
  • the system can be used in longer trains without losing the signals due to attenuation.
  • the detected frequency difference ⁇ f based on the continuously rising or falling tone will remain constant over the overlap time period To (if the rate of change of the generated signal Sg is constant), or otherwise will vary with a rate of change corresponding to that of the generated signal Sg.
  • Signal processing may be simplified by generating the signal Sg with a constant rate of change.
  • Producing the return signal Sr at a passive reflector ensures that the system will always be configured correctly, because the brake pipe must be closed at the tail end of the train in order for the braking system to function correctly, and the closure (e.g. a valve) will form the reflector.
  • the second unit may be arranged to transmit the return signal Sr at a higher amplitude than the transmitted signal St as received at the second unit, which improves signal detection over noise on a long train.
  • the return signal Sr may be generated at a different frequency to the transmitted signal, which may assist in detecting the return signal Sr.
  • the frequency difference ⁇ f may be determined as the average of first and second frequency differences ⁇ f1, ⁇ f2.
  • the first and second frequency differences ⁇ f1, ⁇ f2 are determined, respectively, during a first time period over which the generated and return signals Sg, Sr progressively increase in frequency, and during a second time period over which the generated and return signals Sg, Sr progressively reduce in frequency. In this way, the frequency difference ⁇ f will not be affected by any relative frequency drift between the oscillators of the first and second units.
  • the signal processing at the second unit may introduce a time delay.
  • the signal processor that beats together the return signal Sr at the first unit with the generated signal Sg may apply an offset to compensate for this time delay.
  • the second unit may be arranged as an analogue transmitter and receiver which do not digitally process the signal and so do not introduce any time delay.
  • the second unit may include an analogue transverter which is configured to re-emit the transmitted signal St, when received, as an amplified return signal Sr, at the same or a different frequency.
  • the length and integrity of a train 1 may be determined based on the frequency difference ⁇ f obtained at a transmitting and receiving unit 10 between a transmitted sonic FMCW signal St and a corresponding sonic return signal Sr sent along the length L of a pipe 5 between opposite ends of the train.
  • the apparatus may include a temperature sensor and/or other sensors, and apply a correction factor or factors to the signals or calculated values based on the sensor input to compensate for variations in signal speed resulting from variations in temperature or other system parameters.
  • TITLE ON-BOARD APPARATUS AND METHOD FOR DETERMINING TRAIN INTEGRITY BY LENGTH

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP20425040.1A 2020-06-05 2020-06-05 Bordvorrichtung und verfahren zur bestimmung der zugintegrität nach länge Pending EP3919345A1 (de)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP20425040.1A EP3919345A1 (de) 2020-06-05 2020-06-05 Bordvorrichtung und verfahren zur bestimmung der zugintegrität nach länge
BR102021010867-3A BR102021010867A2 (pt) 2020-06-05 2021-06-04 Método para determinar a integridade de um trem e aparelho para determinar a integridade de um trem

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Application Number Priority Date Filing Date Title
EP20425040.1A EP3919345A1 (de) 2020-06-05 2020-06-05 Bordvorrichtung und verfahren zur bestimmung der zugintegrität nach länge

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EP3919345A1 true EP3919345A1 (de) 2021-12-08

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114407979A (zh) * 2021-12-27 2022-04-29 卡斯柯信号有限公司 一种列车完整性监测方法、装置、设备及介质

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3124884A1 (de) 1980-07-09 1982-03-11 Licentia Patent-Verwaltungs-Gmbh, 6000 Frankfurt Verfahren und anordnung zur zug-vollstaendigkeitsueberwachung
DE19946168A1 (de) 1999-09-27 2001-04-26 Siemens Ag Verfahren und Vorrichtung zum Bestimmen des Abstandes zwischen zwei Fahrzeugen
AT413973B (de) * 2003-01-14 2006-07-15 Joanneum Res Forschungsgesells Verfahren und einrichtung zur überwachung der zugvollständigkeit
DE102014215791A1 (de) * 2014-08-08 2016-02-11 Siemens Aktiengesellschaft Anordnung und Verfahren zur Erfassung der Vollständigkeit einer, insbesondere Schienen-, Fahrzeuganordnung
AU2015224435A1 (en) 2014-09-10 2016-03-24 Alstom Holdings Device for confirming the integrity of a coupling of a rail vehicle and associated rail vehicle
WO2018015478A2 (de) 2016-07-20 2018-01-25 Thales Austria Gmbh Anlage zur überwachung der integrität eines zuges

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3124884A1 (de) 1980-07-09 1982-03-11 Licentia Patent-Verwaltungs-Gmbh, 6000 Frankfurt Verfahren und anordnung zur zug-vollstaendigkeitsueberwachung
DE19946168A1 (de) 1999-09-27 2001-04-26 Siemens Ag Verfahren und Vorrichtung zum Bestimmen des Abstandes zwischen zwei Fahrzeugen
AT413973B (de) * 2003-01-14 2006-07-15 Joanneum Res Forschungsgesells Verfahren und einrichtung zur überwachung der zugvollständigkeit
DE102014215791A1 (de) * 2014-08-08 2016-02-11 Siemens Aktiengesellschaft Anordnung und Verfahren zur Erfassung der Vollständigkeit einer, insbesondere Schienen-, Fahrzeuganordnung
AU2015224435A1 (en) 2014-09-10 2016-03-24 Alstom Holdings Device for confirming the integrity of a coupling of a rail vehicle and associated rail vehicle
WO2018015478A2 (de) 2016-07-20 2018-01-25 Thales Austria Gmbh Anlage zur überwachung der integrität eines zuges

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114407979A (zh) * 2021-12-27 2022-04-29 卡斯柯信号有限公司 一种列车完整性监测方法、装置、设备及介质
CN114407979B (zh) * 2021-12-27 2023-08-29 卡斯柯信号有限公司 一种列车完整性监测方法、装置、设备及介质

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