EP4079596B1 - Vorrichtung und verfahren zur prüfung der zugintegrität - Google Patents

Vorrichtung und verfahren zur prüfung der zugintegrität Download PDF

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Publication number
EP4079596B1
EP4079596B1 EP22169341.9A EP22169341A EP4079596B1 EP 4079596 B1 EP4079596 B1 EP 4079596B1 EP 22169341 A EP22169341 A EP 22169341A EP 4079596 B1 EP4079596 B1 EP 4079596B1
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EP
European Patent Office
Prior art keywords
pipe
main reservoir
pressure
train
locomotive
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.)
Active
Application number
EP22169341.9A
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English (en)
French (fr)
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EP4079596A1 (de
EP4079596C0 (de
Inventor
Andrew Stringer
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Siemens Mobility Ltd
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Siemens Mobility Ltd
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Publication of EP4079596A1 publication Critical patent/EP4079596A1/de
Application granted granted Critical
Publication of EP4079596B1 publication Critical patent/EP4079596B1/de
Publication of EP4079596C0 publication Critical patent/EP4079596C0/de
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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
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0036—Conductor-based, e.g. using CAN-Bus, train-line or optical fibres

Definitions

  • the present invention relates to methods and apparatus for determining the integrity of a train, in particular a freight train or passenger train formed of individual coaches.
  • proof of train integrity can be determined, that is, proof that the train has been correctly assembled as one unit, and has remained as one unit, not split into two or more sections.
  • an end-of-train marking device such as a tail lamp or marker board so that an observer or a camera for remote observation can determine that an actual rearmost wagon of a train is indeed intended to be the rearmost wagon.
  • the document DE 20 2006 015 627 U1 discloses a pressure monitoring unit for the brake pipes to check the train integrity.
  • the present invention aims to provide a train integrity proving device, and a corresponding method, which enables a control system within a locomotive to determine the integrity of the train, without relying on trackside equipment or external observers.
  • a main reservoir pipe (MRP) is held at a high pressure. In some example systems, this high pressure may be 10 Bar (1MPa). This pressure fills air reservoirs aboard wagons and maintains a high pressure to brake cylinders.
  • a second pipe, the brake pipe (BP) is at a pressure which is controlled by the locomotive and is also linked to brake cylinders of the wagons.
  • the brake pipe BP is at the same pressure as the main reservoir pipe MRP, there is no differential pressure applied to the brake cylinders, and the brakes are off.
  • the brake cylinders are subjected to a differential pressure, and this differential pressure causes the brakes to be applied.
  • the air reservoirs help in maintaining the high pressure within the MRP and are essential in applying brakes in case wagons become detached from the locomotive.
  • main reservoir pipe MRP
  • MRP main reservoir pipe
  • Brake pipe (BP) at high pressure means the brakes are OFF; brake pipe (BP) at low pressure means the brakes are ON.
  • the brake pipe and the main reservoir pipe are made up of pipes fitted to each wagon, which pipes are joined together when wagons are assembled into a train.
  • both main reservoir pipe (MRP) and brake pipe (BP) are continuous air conduits from a locomotive to a rear of a rearmost wagon of the train.
  • MRP and BP are respectively sealed at the rear of the rearmost wagon of the train.
  • the individual continuity of each pipe is required to allow the train brake to function. Any loss of continuity will result in the train brake being applied in all portions of the train.
  • the present invention provides a device which is attached to the MRP and BP at the rear of the train.
  • the device of the present invention fulfils the function of sealing both MRP and BP at the rear of the rear-most wagon of the train.
  • the device of the present invention will be attached to the rear of the train in place of, or possibly in addition to, if preferred, the conventional tail lamp or marker board.
  • the device of the present invention will attach to both the brake pipe and the main reservoir pipe, of the rear-most wagon and will preferably attach in such a way that prevents the wagon's rear coupling from being connected to another vehicle. In this way, the device of the present invention can only be attached to a rearmost wagon.
  • the device will attach in such a way that both valves for the main reservoir pipe and brake pipe must be open to attach the device. This is to prevent undetected removal. Removal of the device of the invention can therefore only take place with the respective valves open, meaning that both MRP and BP will be at atmospheric pressure only. Such reduction in pressure would be detected by control systems within the locomotive.
  • FIGs. 1 and 2 illustrate a schematic example of a device of the present invention. Only the air-pressure related aspects are illustrated. Physical requirements for mounting to pipes, and for obstructing the rear coupling of a wagon, will vary according to the type of coupling concerned, but will be apparent to those skilled in the art.
  • the device illustrated in the examples of Figs. 1 and 2 is essentially a one-way valve, with a closure element biased into the "closed" position.
  • the device 10 includes an air path 12 and a closure element 14 biased into a "closed" position, as shown, by a bias spring (not illustrated).
  • a first end 16 of the air path 12 is arranged to be connected to the brake pipe BP 18 of the rearmost wagon of a train.
  • a second end 20 of the air path 12 is arranged to be connected to the main reservoir pipe MRP 22 of the rearmost wagon of a train.
  • Fig. 1 represents a normal condition of the device 10. In this status, the device will cause no difference to the operation of the brake system.
  • air pressure within the main reservoir pipe MRP is always at least as much as air pressure within the brake pipe BP.
  • the MRP 22 and BP 18 are at a same pressure.
  • the MRP 22 is at a higher pressure than the BP 18.
  • Closure element 14 is biased into the "closed” position, as shown, and whether the brakes are on or off, in normal operation, there will be no differential pressure which tends to displace the closure element from the illustrated "closed” position.
  • the two pipes BP 18, MRP 22 remain isolated from each other.
  • Fig. 2 illustrates the device of Fig. 1 , in a second state, as it is used to demonstrate train integrity during setting up of a train composed of a plurality of wagons and a locomotive.
  • a high-pressure air supply from the locomotive is connected to the brake pipe BP 18 only. This will require a modification to the locomotive, as it is not currently a valid locomotive function; it is envisaged that this functionality would be provided through fitment of the on-board European Vital Computer (EVC) system required to operate on ETCS operated railway systems.
  • EMC European Vital Computer
  • the differential pressure between first end 16 and second end 20 of the air path 12 of the device 10 will displace closure element 14 from its normal "closed” position, into an "open” position, in which an air path 24 will open between brake pipe BP 18 and main reservoir pipe MRP 22, as illustrated.
  • MRP 22 should be drained, and at atmospheric pressure, air will flow from the high pressure supply connected to BP 18, through the device of the present invention 10 to the MRP 22.
  • the appearance of this pressure within the MRP 22 will be detected by sensors at the locomotive, and this may be interpreted, in a method of the present invention, as a confirmation that the train is correctly composed, and of confirmed integrity.
  • An increase in pressure within the MRP 22 can only result from a complete air path from the locomotive, through all wagons to the device 10, past closure element 14 into MRP 22 and back to the locomotive. Correct composition of the train is thereby indicated.
  • the device 10 of the present invention should be designed such that a significant pressure difference is required to move the closure element 14 from its spring-biased "closed" position. As 1MPa may be available within the BP 18, and only a fraction of that is required within the MRP 22 to provide sufficient signal to be detected by the locomotive, any a small opening of the closure element 14 is sufficient.
  • a mechanical stop 26 may be provided, to limit the range of movement of the closure element 14.
  • the particular form of the air path 12, closure element 14 and mechanical stop 26, as well as the spring bias arrangement not illustrated, may take any form as may be apparent to those skilled in the art while offering the described functionality.
  • the method and device of the present invention provides for air being admitted from the brake pipe BP 18 into the main reservoir pipe MRP 22.
  • the resulting increase in main reservoir pipe pressure will be detectable by the locomotive such that positive confirmation of correct fitment of the device is provided.
  • main reservoir pipe MRP 22 pressure can increase, while it is disconnected from the locomotive's compressor, other than through the end-of-train device 10 of the present invention. Confirmation of correct composition of the train is thereby provided.
  • a high-pressure air supply will be provided by the locomotive to the main reservoir pipe MRP 22.
  • the closure element 14 of the device 10 of the present invention will return to its normal state as illustrated in Fig. 1 .
  • any subsequent disconnection of the end-of-train device 10 of the present invention from the locomotive will result in a loss of pressure within brake pipe BP 18.
  • main reservoir pipe 22 will also lose pressure, the air pressure reservoirs aboard each wagon will retain air pressure, and the differential pressure between the air pressure reservoirs and the brake pipe 18 will cause the brakes on the respective wagons to operate, resulting in the wagons coming to a stand.
  • the locomotive will detect loss of pressure in the brake pipe BP 18 and main reservoir pipe 22 and will also come to a stand.
  • an on-board system carried by the locomotive will record the location of the first reduction in air pressure, such that the location of the train can be communicated to a signalling system.
  • the present invention accordingly provides apparatus and methods for verifying the integrity of a train, at the locomotive end, requiring no modification to the wagons and requiring no electrical power to the device of the invention.
  • the device of the invention is robust, being a spring-loaded one-way valve which may be of all-metal construction.
  • the present invention is driven, and provides results, by the existing braking system conventionally and necessarily fitted to the train.
  • the present invention requires no hardware changes or modifications to wagons. Any such hardware changes or modification may be prohibitively expensive and difficult to complete, as the change or modification would need to be performed on each of tens of thousands of trucks to provide a network-wide solution.
  • the alterations required to the locomotive can be efficiently provided during the required fitment of the European Vital Computer.
  • the device of the present invention is inherently failsafe, relying on the same proven technology used to provide a continuous failsafe train brake.
  • the closure element 14 is firmly spring-biased into a "closed" position, where brake pipe BP 18 and main reservoir pipe MRP 22 are separate from one another. Provided that main reservoir pipe MRP 22 maintains an air pressure at least equal to that of the brake pipe BP 18, which is the case in all operational scenarios, then the closure element 14 will not move, and will not interfere with proper and normal operation of the train brakes.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Systems And Boosters (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Claims (5)

  1. Vorrichtung (10) zum Durchführen einer Zugintegritätsprüfung an einem Zug mit einer Anzahl Waggons, wobei jeder Waggon mit Druckluftbremsen versehen ist, die über einen Druckunterschied zwischen einer Bremsleitung (18) und einer Hauptbehälterleitung (22) betrieben werden,
    dadurch gekennzeichnet, dass die Vorrichtung Folgendes umfasst:
    ein Einwegventil mit Federvorspannung, das einen Luftweg (12) umfasst, bei dem ein erstes Ende (16) so angeordnet ist, dass es sich mit der Bremsleitung (18) verbinden lässt, und ein zweites Ende (20) so angeordnet ist, dass es sich mit der Hauptbehälterleitung (22) verbinden lässt, und
    ein Verschlusselement (14), das in eine "geschlossene" Position vorgespannt ist und so den Luftweg zwischen seinem ersten Ende (16) und seinem zweiten Ende (20) blockiert und so angeordnet ist, dass Druck in der Hauptbehälterleitung (22),
    der höher ist als der Druck in der Bremsleitung (18), das Verschlusselement (14) in seine "geschlossene" Position schiebt, und so angeordnet ist, dass Druck in der Bremsleitung (18), der höher ist als der Druck in der Hauptbehälterleitung (22), das Verschlusselement (14) gegen die Federvorspannung aus seiner "geschlossenen" Position in eine "offene" Position schiebt, in der ein Luftweg (24) von der Bremsleitung (18) zur Hauptbehälterleitung (22) bereitgestellt wird.
  2. Vorrichtung nach Anspruch 1, wobei die Vorrichtung ferner einen mechanischen Anschlag (26) umfasst, der den Bewegungsbereich des Verschlusselements (14) aus seiner "geschlossenen" Position heraus begrenzt.
  3. Vorrichtung nach einem der vorhergehenden Ansprüche zum Anbringen an einem letzten Waggon eines Zugs, wobei die Vorrichtung so konfiguriert ist, dass durch ihr Anbringen verhindert wird, dass sich die hintere Kupplung des letzten Waggons mit einem anderen Fahrzeug verbinden lässt.
  4. Verfahren zum Durchführen einer Zugintegritätsprüfung an einem Zug, der eine Lokomotive und eine Anzahl Waggons umfasst, wobei jeder Waggon mit Druckluftbremsen versehen ist, die über einen Druckunterschied zwischen einer Bremsleitung (18) und einer Hauptbehälterleitung (22) betrieben werden, wobei das Verfahren Folgendes umfasst:
    - Verbinden der Bremsleitungen (18) und der Hauptbehälterleitungen (22) der Lokomotive und der Waggons, so dass die Bremsleitung (18) und die Hauptbehälterleitung (22) von der Lokomotive bis zum hinteren Ende eines letzten Waggons jeweils einen durchgehenden Luftkanal bereitstellen,
    - Anbringen einer Vorrichtung (10) nach Anspruch 1 zwischen der Bremsleitung (18) und der Hauptbehälterleitung (22) am hinteren Ende des letzten Waggons,
    - an der Lokomotive Anlegen eines höheren Luftdrucks an die Bremsleitung (18) als an die Hauptbehälterleitung (22), wobei ein Unterschied der Luftdrücke, der so hoch ist, dass er eine Verschiebung bewirken kann, das Verschlusselement (14) gegen die Federvorspannung aus seiner "geschlossenen" Position in eine "offene" Position schiebt, in der ein Luftweg (24) von der Bremsleitung (18) zur Hauptbehälterleitung (22) bereitgestellt wird, und
    - an der Lokomotive Erfassen einer resultierenden Erhöhung des Luftdrucks in der Hauptbehälterleitung (22) als Bestätigung für die Zugintegrität.
  5. Verfahren nach Anspruch 4, das ferner Folgendes umfasst:
    - an der Lokomotive Anlegen einer Druckluftversorgung an die Hauptbehälterleitung (22), um sicherzustellen, dass das Verschlusselement (14) der Vorrichtung (10) in seine "geschlossene" Position zurückkehrt.
EP22169341.9A 2021-04-22 2022-04-21 Vorrichtung und verfahren zur prüfung der zugintegrität Active EP4079596B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB2105753.4A GB2606014A (en) 2021-04-22 2021-04-22 Train integrity proving device and method

Publications (3)

Publication Number Publication Date
EP4079596A1 EP4079596A1 (de) 2022-10-26
EP4079596B1 true EP4079596B1 (de) 2023-10-11
EP4079596C0 EP4079596C0 (de) 2023-10-11

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GB (1) GB2606014A (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB202401164D0 (en) 2024-01-30 2024-03-13 Siemens Mobility Ltd Rail vehicle integrity proving device and method

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH438411A (de) * 1965-06-02 1967-06-30 Oerlikon Buehrle Holding Ag Schlussignal-Vorrichtung für Eisenbahnzüge
DE202006015627U1 (de) * 2006-10-10 2007-02-01 Aait Anlagen- Und Industrietechnik Gmbh Drucküberwachungseinrichtung (PMU) für eine Hauptluftleitung eines Zuges
DE102007026407A1 (de) * 2007-06-06 2008-12-11 Siemens Ag Verfahren und Vorrichtung zum Erkennen einer Abtrennung eines Zugwaggons
DE102010011949A1 (de) * 2010-03-18 2011-09-22 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren und Vorrichtung zur Zuglängenerkennung

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB202401164D0 (en) 2024-01-30 2024-03-13 Siemens Mobility Ltd Rail vehicle integrity proving device and method

Also Published As

Publication number Publication date
GB2606014A (en) 2022-10-26
EP4079596A1 (de) 2022-10-26
GB202105753D0 (en) 2021-06-09
EP4079596C0 (de) 2023-10-11

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