EP4499477A1

EP4499477A1 - Rail vehicle consist integrity management method, rail vehicle consist integrity management device and rail vehicle consist integrity management system

Info

Publication number: EP4499477A1
Application number: EP22935523.5A
Authority: EP
Inventors: Daniel HEIDEMAN; Kensuke HANGYO
Original assignee: Hitachi Ltd
Current assignee: Hitachi Ltd
Priority date: 2022-03-31
Filing date: 2022-03-31
Publication date: 2025-02-05
Also published as: WO2023188385A1; EP4499477A4; JP2025504591A; JP7832345B2

Abstract

Aspects relate to providing a low-cost, reliable rail vehicle consist integrity management technique for facilitating determination of rail vehicle consist integrity using existing railway infrastructure. A rail vehicle consist integrity management method includes transmitting, from a first vehicle of a rail vehicle consist to a second vehicle of the rail vehicle consist, a first analog signal via a power supply conductor that is disposed separately from the rail vehicle consist; determining, by analyzing a frequency of the first analog signal, a rail vehicle consist integrity state; and outputting a rail vehicle consist integrity notification that indicates the rail vehicle consist integrity state.

Description

RAIL VEHICLE CONSIST INTEGRITY MANAGEMENT METHOD, RAIL VEHICLE CONSIST INTEGRITY MANAGEMENT DEVICE AND RAIL VEHICLE CONSIST INTEGRITY MANAGEMENT SYSTEM

The present disclosure relates to a rail vehicle consist integrity management method, a rail vehicle consist integrity management device and a rail vehicle consist integrity management system.

In general, a rail vehicle “consist” is a group of two or more rail vehicles that are mechanically linked together so as to move as a single unit over a rail route defined by a rail or set of rails which support and guide the vehicles. A train is an example of such a rail vehicle consist, and is characterized by its ability to move itself along the route, typically to move freight or passengers.

In recent years, with the increased sophistication of railway systems, the importance of reliably monitoring, collecting, and communicating information relating to the operation of the rail vehicles of a rail vehicle consist is similarly increasing. By analyzing operation information collected from vehicle systems, useful insights regarding operational efficiency and safety can be acquired.

Conventionally, techniques for facilitating communication of data between rail vehicles of a rail vehicle consist have been considered.
As an example of a rail vehicle consist communication technique, US963714B2 (Patent Document 1) discloses “A data communication system is configured to obtain operational data associated with a control system of a vehicle consist. The operational data is obtained at a first vehicle of the consist. The operational data is communicated from the first vehicle to one or more second vehicles in the consist. Responsive to a loss of the operational data at the first vehicle, at least the operational data that was lost at the first vehicle can be communicated from one or more of the second vehicles to the first vehicle. Onboard the first vehicle, an operational capability of the consist to perform a movement event can be determined using the operational data that was lost at the first vehicle and that was communicated from the at least one of the one or more second vehicles to the first vehicle.”

US9637147B2

Monitoring the state of a rail vehicle consist in order to swiftly detect and respond to abnormalities in the integrity of the rail vehicle consist (e.g., whether or not one or more rail vehicles has become detached from the rail vehicle consist) is one important aspect of maintaining railway safety.

Conventionally, techniques have been proposed for verifying the integrity of a rail vehicle consist using wireless communication from the rearmost vehicle to the lead vehicle in the rail vehicle consist. Here, a property such as brake pressure or geographic position may be measured at the rear of the train and subsequently reported to the lead vehicle via wireless communication, and the lead vehicle may ascertain the integrity of the rail vehicle consist based on whether or not the reported property corresponds with an expected value.
Additionally, rail vehicle consist integrity may also be determined by detecting, in the lead vehicle of the rail vehicle consist, an electrical signal which has been transmitted from the rear of the train through one or more electrical wires running along and mounted to each rail vehicle in the rail vehicle consist.

However, when using wireless communication to monitor rail vehicle consist integrity, there are cases in which the wireless signal may be affected by electromagnetic interference or loss of connection due to poor weather events or loss of line-of-sight between the lead and rear of the train, such as in tunnels. Conversely, although traditional wired communication methods are immune to these problems, dedicated electrical wires must be run through each intermediate rail vehicle, as well as any junctions or couplers between rail vehicles, which may not be available on existing rail vehicles such as freight cars or older multiple-unit trains being retrofit for use with radio-based train detection. While this issue may be resolved with extensive modification of the existing vehicles, this may lead to significant increases in cost, and is therefore typically not pursued.

Patent Document 1 discloses a technique in which router transceiver units positioned in each rail vehicle of a rail vehicle consist transmit and receive operational data that relates to operational capabilities (e.g., effectiveness of the braking system) of the rail vehicle consist via an existing multiple unit (MU) cable that connects the lead vehicle and the trailing vehicles.

In the technique disclosed in Patent Document 1, however, the operational data is transferred through the MU cable in the form of TCP/IP-formatted or SIP-formatted network data packets; that is, as a digital signal. As such, it is necessary for digital signal processing equipment to be installed on the rail vehicle consist, which may require retrofitting and be cost prohibitive for freight cars or the like.

Accordingly, it is an object of the present disclosure to provide a low-cost, reliable rail vehicle consist integrity management technique for facilitating determination of rail vehicle consist integrity using existing railway infrastructure.

One representative example of the present disclosure relates to a rail vehicle consist integrity management method including transmitting, from a first vehicle of a rail vehicle consist to a second vehicle of the rail vehicle consist, a first analog signal via a power supply conductor that is disposed separately from the rail vehicle consist; determining, by analyzing a frequency of the first analog signal, a rail vehicle consist integrity state; and outputting a rail vehicle consist integrity notification that indicates the rail vehicle consist integrity state.

According to the present disclosure it is possible to provide a low-cost, reliable rail vehicle consist integrity management technique for facilitating determination of rail vehicle consist integrity using existing railway infrastructure.

Problems, configurations, and effects other than those described above will be made clear by the following description in the embodiments for carrying out the invention.

FIG. 1 is a diagram illustrating an example hardware configuration of a rail vehicle consist integrity management system according to a first embodiment of the present disclosure. FIG. 2 is a diagram illustrating an example hardware configuration of a rail vehicle consist integrity management system according to a second embodiment of the present disclosure. FIG. 3 is a flowchart illustrating a rail vehicle consist integrity state determination process according to the first embodiment of the present disclosure. FIG. 4 is a flowchart illustrating a rail vehicle consist integrity state determination process according to the second embodiment of the present disclosure.

Description of Embodiment(s)

Herein, embodiments of the present invention will be described with reference to the Figures. It should be noted that the embodiments described herein are not intended to limit the invention according to the claims, and it is to be understood that each of the elements and combinations thereof described with respect to the embodiments are not strictly necessary to implement the aspects of the present invention.
Various aspects are disclosed in the following description and related drawings. Alternate aspects may be devised without departing from the scope of the disclosure. Additionally, well-known elements of the disclosure will not be described in detail or will be omitted so as not to obscure the relevant details of the disclosure.
The words “exemplary” and/or “example” are used herein to mean “serving as an example, instance, or illustration.” Any aspect described herein as “exemplary” and/or “example” is not necessarily to be construed as preferred or advantageous over other aspects. Likewise, the term “aspects of the disclosure” does not require that all aspects of the disclosure include the discussed feature, advantage or mode of operation.
Further, many aspects are described in terms of sequences of actions to be performed by, for example, elements of a computing device. It will be recognized that various actions described herein can be performed by specific circuits (e.g., an application specific integrated circuit (ASIC)), by program instructions being executed by one or more processors, or by a combination of both. Additionally, the sequence of actions described herein can be considered to be embodied entirely within any form of computer readable storage medium having stored therein a corresponding set of computer instructions that upon execution would cause an associated processor to perform the functionality described herein. Thus, the various aspects of the disclosure may be embodied in a number of different forms, all of which have been contemplated to be within the scope of the claimed subject matter.
As described herein, in general, a rail vehicle “consist” is a group of two or more rail vehicles that are mechanically linked together so as to move as a single unit over a rail route defined by a rail or set of rails which support and guide the vehicles. A train is an example of such a rail vehicle consist, and is characterized by its ability to move itself along the route, typically to move freight or passengers. Trains may be self-powered, wherein one or more of the rail vehicles provide motive power from an on-board source, or externally-powered, wherein one or more of the rail vehicles is capable of exerting motive power, but the source of the power is located off-board.
Some forms of externally-powered trains, hereafter referred to as “electric trains,” gather power in the form of electricity from power supply conductors electrically isolated from the rails which support and guide the rail vehicles, located within reach of some or all of the rail vehicles which travel along a route. A section of a route is considered “electrified” if electric trains designed for operation on the route may travel the designated section with continuous or near-continuous access to electric power via one or more power supply conductors. These power supply conductors are typically semi-continuous, providing electrical power to electric trains for most or all of the length of an electrified section of a route, often with breaks in the conductor to provide space for related infrastructure or to provide separation between sections of the route provided with electricity from separate sources.
Typical examples of power supply conductors include rigid metal rails known as “third rails” that are located below or to the sides of the rail vehicles and are mechanically separate from the rails which support and guide the train, and overhead rails or wires held in tension above the rail vehicles. These overhead rails, known as “overhead line equipment” may be supported using a catenary structure. Physical contact is made between “current collector” devices mounted on the train and the power supply conductors to supply a flow of electricity through the train. A return path for the collected electric current is typically provided via the rails which support and guide the vehicles, although some systems may provide one or more separate rigid rails, each contacted with a separate current collector, for the return path.
As described herein, on routes which utilize radio-based train detection systems, wherein each train on the route reports its position to an off-board control system, it may be desirable for the train to recognize the state of its integrity (i.e. whether any rail vehicles or consists which are unable to independently report their position to the off-board control system have become detached from the train).
Although a variety of techniques for verifying the integrity of rail vehicle consists have been proposed, these conventional techniques face challenges related to reliability (e.g., interference in the case of wireless signals) and cost (e.g., retrofitting rail vehicle consists with wires or digital signal processing equipment as in the case of Patent Document 1).
Accordingly, it is an object of the present disclosure to provide a low-cost, reliable rail vehicle consist integrity management technique for facilitating determination of rail vehicle consist integrity using existing railway infrastructure.
In a first embodiment of the present disclosure, a rail vehicle consist integrity management system is provided for detecting the integrity of an electric train consisting of two or more rail vehicles on an electrified route. The rail vehicle consist integrity management system includes a transmitter unit in the rearmost vehicle of the train. The transmitter unit may be electrically coupled to a power supply conductor of the electrified route via a current collector which may be disposed on the rearmost vehicle. In addition, a receiver unit which is also electrically coupled to the power supply conductor via a current collector may be disposed in the lead vehicle. The current collector electrically coupled to the receiver unit may be disposed on the lead vehicle, and may be separate from the current collector to which the transmitter unit is connected.
In addition, a detector unit which decodes the signals it receives from the receiver unit may be disposed in the lead vehicle. The transmitter unit and receiver unit may be connected by electrical wires situated at least in part in or on the rail vehicles of the rail vehicle consist. The transmitter unit may be configured to transmit an analog signal through the power supply conductor, from which the receiver unit receives the signal and isolates it via electrical filters before sending the isolated signal to the detector unit. The detector unit analyzes the signal for information related to the integrity of the train, such as the presence of a Doppler shift due to relative motion along the route between the lead and rearmost vehicles, based on which it issues a determination of train integrity or the loss thereof. The receiver unit and detector unit may be separate devices connected via an electrical connection, or may be combined in a single unit within the lead carriage. The determined state of the train’s integrity is then supplied to an on-board safety system.
In a second embodiment of the present disclosure, a rail vehicle consist integrity management system is provided for detecting the integrity of an electric train consisting of two or more rail vehicles on an electrified route. The rail vehicle consist integrity management system includes a transceiver unit in the rearmost vehicle of the train. The transceiver unit may be electrically coupled to a power supply conductor of the electrified route via a current collector which may be disposed on the rearmost vehicle. In addition, a transceiver unit which is also electrically coupled to the power supply conductor via a current collector may be disposed in the lead vehicle. The current collector electrically coupled to the transceiver unit in the lead vehicle may be separate from the current connector to which the transceiver unit disposed in the rearmost vehicle is connected.
In addition, the lead vehicle may include a detector unit which decodes the signals it receives from the transceiver unit situated in the rearmost vehicle. The transceiver units may or may not also be connected by electrical wires situated at least in part in or on the rail vehicles. The transceiver unit situated in the lead vehicle is configured to transmit an analog signal, or multiple analog signals, via the power supply conductor, either intermittently or continuously. The transceiver unit situated in the rearmost vehicle, upon reception of this signal, transmits a separate analog signal or signals via the power supply conductor, either intermittently or continuously. The signals from the lead vehicle and the signals from the rearmost vehicle may be at different frequencies or at the same frequency.
The transceiver unit situated in the lead vehicle filters the signals it detects on the power supply conductor to isolate the signals pertaining to the train integrity detection function, and sends the isolated signals to the detector unit. The detector unit analyzes the signal for information related to the integrity of the train, such as the presence of a Doppler shift due to relative motion along the route between the lead and rearmost vehicles, or differences in the time between the transmission of the signal from the lead vehicle and the reception of the corresponding signal from the rearmost vehicle, based on which it issues a judgement of train integrity or the loss thereof. The receiver unit and detector unit may be separate devices connected via an electrical connection, or may be combined in a single unit within the lead carriage. The determined state of the train’s integrity is then supplied to an on-board safety system.
Hereinafter, a detailed description of the embodiments of the present disclosure will be described with reference to the Figures.
An example hardware configuration of a rail vehicle consist integrity management system according to a first embodiment of the present disclosure will be described with reference to FIG. 1.
FIG. 1 is a diagram illustrating an example hardware configuration of a rail vehicle consist integrity management system 100 according to a first embodiment of the present disclosure. The rail vehicle consist integrity management system 100 according to the first embodiment relates to a configuration in which determination of a rail vehicle consist integrity state is performed based on analog signals unidirectionally transmitted from a first vehicle (e.g., a rearmost vehicle) to a second vehicle (e.g., a lead vehicle) of the rail vehicle consist.
As illustrated in FIG. 1, the rail vehicle consist integrity management system 100 may be applied to a rail vehicle consist 110. As used herein, the rail vehicle consist 110 refers to a group of vehicles, such as rail vehicles, that are mechanically coupled or linked together to travel on a track that extends along a route. Alternatively, the vehicles may not be mechanically linked together, but may communicate with each other so that the vehicles coordinate movements and the group of vehicles move along a route together in a coordinated manner. These vehicles may be used in operations described as freight rail, passenger rail, high speed rail, commuter rail, rail transit, metro, light rail, trams, tramways, or train-tram.
For convenience of explanation, the rail vehicle consist integrity management system 100 according to a first embodiment of the present disclosure will be described with reference to an example in which the rail vehicle consist 110 includes three rail vehicles, but the rail vehicle consist integrity management system 100 is not limited to such a configuration, and a rail vehicle consist having two rail vehicles, or four or more rail vehicles, is also possible.
The rail vehicle consist 110 illustrated in FIG. 1 includes a rearmost vehicle (e.g., a first vehicle) 02, an intermediate vehicle 06, and a lead vehicle (e.g., a second vehicle) 04. The rail vehicles may be connected using a railway coupling. The rail vehicle consist 110 may be configured to travel along an electrified route. The electrified route upon which the rail vehicle consist 110 travels may include an external power supply conductor 20 which provides the rail vehicle consist 110 with electrical power and running rails 22 which support and guide the rail vehicles of the rail vehicle consist 110. In the present embodiment, an example in which the power supply conductor 20 is implemented using overhead line equipment is illustrated, but the present disclosure is not limited hereto, and other types of power supply conductors 20, such as a third-rail power supply conductor or the like, may also be used.
One or more of the rail vehicles of the rail vehicle consist 110 may include a current collector 24 which contacts the power supply conductor 20 to provide electrical power to the rail vehicle consist 110. Each rail vehicle of the rail vehicle consist 110 is supported and guided by multiple wheelsets 26 which run on the running rails 22. In the present embodiment, it is assumed that the electric current drawn from the power supply conductor 20 is returned via electrically conductive wheelsets 26 to electrically conductive running rails 22, however configurations which utilize one or more additional power supply conductors separate from the power supply conductor 20 and the running rails 22 to return the electric current through the use of additional current collectors are also possible.
The rearmost vehicle (e.g., the first vehicle) 02 may include a transmitter unit 10 configured to transmit a first analog signal 102. The transmitter unit 10 may include any existing device for transmitting analog signals (e.g., non-network, non-packet based, non-digital signals). The first analog signal 102 may include an analog signal having a frequency within the range of 20 to 20,000 Hz (e.g., an audio frequency signal), but the present disclosure is not limited thereto, and higher frequency signals are also possible. For instance, in certain embodiments, in order to facilitate reliable rail vehicle consist integrity determination, the first analog signal 102 may be a high frequency analog signal (e.g., a signal having a frequency greater than 20,000 Hz), as Doppler shifts are more easily detected at higher frequencies. In embodiments, the frequency of first analog signal may be determined based on the speed of the rail vehicle consist.
The transmitter unit 10 may transmit the first analog signal 102 continuously or intermittently (for example, at a periodic interval). The frequency of the first analog signal 102 may be selected to avoid interference with other connected infrastructure, such as the electric power supply and track circuit equipment. In embodiments, the transmitter unit 10 may be electrically coupled to the power supply conductor 20 via a current collector 24 (e.g., a first current collector), which may be disposed on the same rail vehicle as the transmitter unit 10, such that the transmitted first analog signal 102 travels through the power supply conductor 20.
Further, in embodiments, the transmitter unit 10 may be configured to transmit an error verification signal in addition to the first analog signal 102, as a means by which the detector 14 can correct for variations in the original frequency of the first analog signal 102. This error verification signal may have a fixed frequency, have a frequency related to the original frequency of the first analog signal 102 by a fixed offset, or a have a frequency which is a fixed multiple of the original frequency of the first analog signal 102. The detector 14 may compare the first analog signal 102 and the error verification signal, or measure the difference in frequency between these two signals, to determine the variation of the frequency of the received first analog signal 102 from the original frequency at which it was transmitted. Alternatively, the difference between the two signals may be used for detecting the integrity of the train.
The lead vehicle (e.g., the second vehicle) 04 may include a receiver unit 12 and a detector unit 14. The receiver unit 12 may include any existing device for receiving analog signals. In embodiments, the receiver unit 12 and the detector unit 14 may be implemented as separate devices. In certain embodiments, the functions of the receiver unit 12 and the detector unit 14 may be combined and implemented using a single device.
The receiver unit 12 may be coupled to the power supply conductor 20 via a current collector 24 (e.g., a second current collector), which may be disposed on the lead vehicle 04 and may or may not be the same current collector 24 via which the transmitter unit 10 is coupled to the power supply conductor 20. The receiver unit 12 may be configured to filter the signals received via the power supply conductor 20 in order to isolate the first analog signal 102 transmitted by the transmitter unit 10. The isolated first analog signal 102 may subsequently be sent to the detector unit 14.
The detector unit 14 may analyze the frequency of the first analog signal 102 in order to determine a rail vehicle consist integrity state. Here, the rail vehicle consist integrity state refers to information that indicates whether the integrity of the rail vehicle consist is normal (e.g., no rail vehicles have become detached from the rail vehicle consist 110, and the rearmost vehicle 02 and the lead vehicle 04 are continuously connected either directly or indirectly through the intermediate vehicle 06) or whether an anomaly has occurred (e.g., a rail vehicle has become detached from the rail vehicle consist 110). In response to determining the rail vehicle consist integrity state, the detector unit 14 may output a rail vehicle consist integrity notification that indicates the rail vehicle consist integrity state to an on-board safety system 30, which may be part of a radio-based occupancy detection system, a railway signaling system, or the like. In the case that the rail vehicle consist integrity notification indicates that an anomaly has been detected with respect to the integrity of the rail vehicle consist 110, an operator of the on-board safety system 30 may then take an action to resolve or mitigate the loss of integrity (e.g., contact a remote operator, stop the train, perform a double check of the integrity).
In embodiments, determining the rail vehicle consist integrity state may include analyzing the frequency of the first analog signal 102 to detect the effects of any Doppler shift, from which the detector unit 14 may determine the relative velocity between the rearmost vehicle 02 and the lead vehicle 04 along the route. Should the relative velocity or the relative distance (calculated as the time-integral of the relative velocity) between the rearmost vehicle 02 and the lead vehicle 04 become larger than some threshold, it may be determined that the rail vehicle consist 110 has become separated at some point between the rearmost vehicle 02 and the lead vehicle 04 and that an abnormality has occurred with respect to the integrity of the rail vehicle consist 110. As the details of this process will be described with reference to FIG. 3, an explanation thereof will be omitted here.
According to the rail vehicle consist integrity management system 100 according to the first embodiment, the integrity of the rail vehicle consist can be verified using analog signals unidirectionally transmitted from a first vehicle (e.g., a rearmost vehicle) to a second vehicle (e.g., a lead vehicle) of the rail vehicle consist. As the analog signals are transmitted using existing infrastructure such as a power supply conductor provided along the route of the rail vehicle consist, retrofitting of the rail vehicle consist is unnecessary. Further, as the integrity of the rail vehicle consist can be determined based on the frequency changes of the analog signals due to the Doppler effect, the installation of digital signal processing equipment is unnecessary, and reliable integrity determination can be realized at a low cost.
Next, an example hardware configuration of a rail vehicle consist integrity management system according to a second embodiment of the present disclosure will be described with reference to FIG. 2.
FIG. 2 is a diagram illustrating an example hardware configuration of a rail vehicle consist integrity management system 200 according to a second embodiment of the present disclosure. The rail vehicle consist integrity management system 200 according to the second embodiment relates to a configuration in which determination of a rail vehicle consist integrity state is performed based on analog signals bidirectionally transmitted between transceiver units disposed in a first vehicle (e.g., a rearmost vehicle) and a second vehicle (e.g., a lead vehicle) of the rail vehicle consist. Additionally, the rail vehicle consist integrity management system 200 includes an on-board power conductor connecting the rearmost vehicle and the lead vehicle, and the current collector to which the transceiver unit disposed in the rearmost vehicle is connected may be disposed on a vehicle separate from the rearmost vehicle.
For convenience of explanation, the rail vehicle consist integrity management system 200 according to the second embodiment of the present disclosure will be described with reference to an example in which the rail vehicle consist 210 includes three rail vehicles but the rail vehicle consist integrity management system 200 is not limited to such a configuration, and a rail vehicle consist having two vehicles, or four or more vehicles, is also possible. Additionally, those components that substantially correspond to the components illustrated in the rail vehicle consist integrity management system 100 of FIG. 1 will be referred to using the same reference numerals.
The rail vehicle consist 210 illustrated in FIG. 2 includes at least at a rearmost vehicle (e.g., a first vehicle) 02, an intermediate vehicle 06, and a lead vehicle (e.g., a second vehicle) 04. The rail vehicle consist 110 may be configured to travel along an electrified route. The electrified route upon which the rail vehicle consist 210 travels may include an external power supply conductor 20 which provides the rail vehicle consist 210 with electrical power and running rails 22 which support and guide the rail vehicles of the rail vehicle consist 210. In the present embodiment, an example in which the power supply conductor 20 is implemented using overhead line equipment is illustrated, but the present disclosure is not limited hereto, and other types of power supply conductors 20, such as third-rail power supply conductors or the like, may also be used.
One or more of the rail vehicles of the rail vehicle consist 210 may include a current collector 24 which contacts the power supply conductor 20 to provide electrical power to the rail vehicle consist 220. Each rail vehicle of the rail vehicle consist 210 is supported and guided by multiple wheelsets 26 which run on the running rails 22. In the present embodiment discussion, it is assumed that the electric current drawn from the power supply conductor 20 is returned via electrically conductive wheelsets 26 to electrically conductive running rails 22, however configurations which utilize one or more additional power supply conductors separate from the power supply conductor 20 and the running rails 22 to return the electric current through the use of additional current collectors are also possible.
The rearmost vehicle (e.g., the first vehicle) 02 may include a transceiver unit 16 configured to transmit a first analog signal 106 in response to receiving a zeroth analog signal 104 from the lead vehicle (e.g., the second vehicle) 04. The transceiver unit 16 may include any existing device for transmitting and receiving analog signals. The first analog signal 106 may include an analog signal having a frequency within the range of 20 to 20,000 Hz. For instance, in certain embodiments, in order to facilitate reliable rail vehicle consist integrity determination, the first analog signal 102 may be a high frequency analog signal (e.g., a signal having a frequency greater than 20,000 Hz), as Doppler shifts are more easily detected at higher frequencies.
The transceiver unit 16 may transmit the first analog signal 106 continuously or intermittently (for example, at a periodic interval). Additionally, the frequency of the first analog signal 106 may have the same frequency or a different frequency with respect to the zeroth analog signal 104, and may be selected to avoid interference with other connected infrastructure, such as the electric power supply and track circuit equipment. More particularly, the transceiver units 16, 18 may identify a set of in-use frequencies that could cause interference with transmission of the zeroth analog signal 104 and the first analog signal 106 (e.g., using a frequency scan or the like), and set the frequency of the zeroth analog signal 104 and the first analog signal 106 to avoid interference with the set of in-use frequencies.
In embodiments, the transceiver unit 16 may be electrically coupled to the power supply conductor 20 via a current collector 24, which may be disposed on the same rail vehicle as the transceiver unit 16 or a rail vehicle different from the transceiver unit (as illustrated in FIG. 2), such that the first analog signal 106 travels through the power supply conductor 20. Further, in embodiments, the transceiver unit 16 may be an active device, which determines whether it has received the zeroth analog signal 104 using onboard logic and actively transmits the first analog signal 106 in response, or a passive device, which is comprised only of passive components which are energized by the received zeroth analog signal 104 and return the first analog signal 106 in response using only the energy absorbed from the received zeroth analog signal 104.
The lead vehicle (e.g., the second vehicle) 04 may include a transceiver unit 18 and a detector unit 14. In embodiments, the transceiver unit 18 and the detector unit 14 may be implemented as separate devices. In certain embodiments, the functions of the transceiver unit 18 and the detector unit 14 may be combined and implemented using a single device.
The transceiver unit 18 may be coupled to the power supply conductor 20 via a current collector 24, which may be disposed on the lead vehicle 04 and may or may not be the same current collector 24 via which the transceiver unit 16 of the rearmost vehicle 02 is coupled to the power supply conductor 20. The transceiver unit 18 of the lead vehicle 04 may transmit the zeroth analog signal 104 via the power supply conductor 20 to the transceiver unit 16 of the rearmost vehicle 02, and subsequently receive transmission of the first analog signal 106 from the transceiver unit 16 of the rearmost vehicle 02. The transceiver unit 18 may transmit the zeroth analog signal 104 continuously or intermittently (for example, at a periodic interval). Additionally, the frequency of the zeroth analog signal 104 may have the same frequency or a different frequency with respect to the first analog signal 106, and may be selected to avoid interference with other connected infrastructure, such as the electric power supply and track circuit equipment.
The transceiver unit 18 of the lead vehicle 04 may be configured to filter the signals received via the power supply conductor 20 in order to isolate the first analog signal 106 transmitted by the transceiver unit 16 of the rearmost vehicle 02. The isolated first analog signal 106 may be subsequently sent to the detector unit 14.
The detector unit 14 may analyze the frequency of the first analog signal 106 in order to determine a rail vehicle consist integrity state. Here, the rail vehicle consist integrity state refers to information that indicates whether the integrity of the rail vehicle consist is normal (e.g., no rail vehicles have become detached from the rail vehicle consist 210, and the rearmost vehicle 02 and the lead vehicle 04 are continuously connected either directly or indirectly through the intermediate vehicle 06) or whether an anomaly has occurred (e.g., a rail vehicle may have become detached from the rail vehicle consist 210). In response to determining the rail vehicle consist integrity state, the detector unit 14 may output a rail vehicle consist integrity notification that indicates the rail vehicle consist integrity state to an on-board safety system 30, which may be part of a radio-based occupancy detection system, a railway signaling system, or the like.
In embodiments, determining the rail vehicle consist integrity state may include analyzing the frequency of the first analog signal 106 to detect the effects of any Doppler shift, from which the detector unit 14 may determine the relative velocity between the rearmost vehicle 02 and the lead vehicle 04 along the route. Should the relative velocity or the relative distance (calculated as the time-integral of the relative velocity) between the rearmost vehicle 02 and the lead vehicle 04 become larger than some threshold, it may be determined that the rail vehicle consist 210 has become separated at some point between the rearmost vehicle 02 and the lead vehicle 04 and that an abnormality has occurred with respect to the integrity of the rail vehicle consist 210.
Further, in addition to the method described above, in the rail vehicle consist 210 of the rail vehicle consist integrity management system 200, as a result of having a configuration with transceiver units 16, 18 in both the rearmost vehicle 02 and the lead vehicle 04 for bidirectional communication, it becomes possible to determine the rail vehicle consist integrity state of the rail vehicle consist 210 based on the time-of-flight of the transmitted signals. As the details of this process will be described with reference to FIG. 4, an explanation thereof will be omitted here.
In addition, in certain embodiments, the rail vehicle consist according to the first or second embodiments may be configured to transmit an error verification signal in order to determine whether or not transmission of the zeroth analog signal 104 or the first analog signal 106 was performed successfully. More particularly, as an example, the transceiver unit 16 of the rearmost vehicle 02 may transmit, from the rearmost vehicle 02 (e.g., the first vehicle) to the lead vehicle 04 (e.g., the second vehicle), an error verification signal having a predetermined frequency difference with respect to the first analog signal 106. The error verification signal may be transmitted from the rearmost vehicle 02 to the lead vehicle 04 using the power supply conductor or a transmission medium separate from the power supply conductor (e.g., a separate wireless or wired connection). In addition, the error verification signal may be transmitted by the transceiver unit 16 at substantially the same time as transmission of the first analog signal 106.
Subsequently, the transceiver unit 18 of the lead vehicle 04 may receive the error verification signal, and the detector unit 14 may determine whether the frequency difference between the received first analog signal 106 and the error verification signal substantially corresponds to (e.g., matches or falls within a tolerance threshold) the predetermined frequency difference. In the case that the frequency difference between the received first analog signal 106 and the error verification signal substantially corresponds to the predetermined frequency difference, the detector unit 14 may determine that a transmission error has not occurred (e.g., as the frequency difference between the two signals corresponds to the expected difference, it can be deduced that interference has not occurred). Conversely, in the case that the frequency difference between the received first analog signal 106 and the error verification signal does not substantially correspond to the predetermined frequency difference, the detector unit 14 may determine that a transmission error has occurred (e.g., as the frequency difference between the two signals does not corresponds to the expected difference, it can be deduced that interference may have occurred). In the case that it is determined that a transmission error has occurred, the detector unit 14 may output a transmission error notification to the on-board safety system 30 to facilitate further verification or repairs.
According to the rail vehicle consist integrity management system 200 according to the second embodiment, the integrity of the rail vehicle consist can be verified using analog signals bidirectionally transmitted between a first vehicle (e.g., a rearmost vehicle) and a second vehicle (e.g., a lead vehicle) of the rail vehicle consist. As the analog signals are transmitted using existing infrastructure such as a power supply conductor provided along the route of the rail vehicle consist, retrofitting of the rail vehicle consist is unnecessary. In addition, as the rail vehicle consist integrity management system 200 according to the second embodiment relates to a configuration with transceiver units 16, 18 in both the rearmost vehicle and the lead vehicle for bidirectional communication, it becomes possible to determine the rail vehicle consist integrity state of the rail vehicle consist 210 based on the time-of-flight of the transmitted signals. This time-of-flight based integrity determination may be performed instead of or in addition to the Doppler effect-based integrity determination described with reference to the first embodiment. By performing the time-of-flight based integrity determination in addition to Doppler effect-based integrity determination, it is possible to further increase the accuracy and reliability of the integrity determination result.
Next, methods of determining the rail vehicle consist integrity state will be described with reference to FIG. 3 and FIG. 4.
FIG. 3 is a flowchart illustrating a rail vehicle consist integrity state determination process 300 according to the first embodiment of the present disclosure. As described herein, aspects of the disclosure relate to determining the rail vehicle consist integrity state based on shifts in the frequency of the analog signals transferred between the rail vehicles due to the Doppler shift. The details of this process will be described below.
It should be noted that, for convenience of explanation, the rail vehicle consist integrity state determination process 300 will be described with respect to the rail vehicle consist integrity management system 100 according to the first embodiment of the present disclosure, but the rail vehicle consist integrity state determination process 300 is not limited hereto, and may be suitably adapted for execution by the rail vehicle consist integrity management system 200 according to the second embodiment.
First, at Step S310, the transmitter unit 10 disposed in a first vehicle of the rail vehicle consist (e.g., the rearmost vehicle) may transmit a first analog signal from the first vehicle to the second vehicle (e.g., the lead vehicle) via the power supply conductor.
Next, at Step S320, the receiver unit 12 disposed in the second vehicle of the rail vehicle consist (e.g., the lead vehicle) may receive the first analog signal from the transmitter unit 10 via the power supply conductor, and the detector unit 14 may analyze the frequency of the first analog signal to calculate a frequency shift of the first analog signal due to the Doppler effect on transmission of the first analog signal via the power supply conductor. For instance, the detector unit 14 may calculate the frequency shift by comparing the frequency of the received first analog signal with a predefined baseline frequency at which the first analog signal was transmitted.
Next, at Step S330, the detector unit 14 may calculate, based on the frequency shift calculated in Step S320, a relative velocity difference between the first vehicle (e.g., the rearmost vehicle) and the second vehicle (e.g., the lead vehicle).
Next, at Step S340, the detector unit 14 may determine whether the relative velocity difference calculated in Step S330 achieves a first velocity difference threshold. In the case that the relative velocity difference calculated in Step S330 achieves the first velocity difference threshold, the processing proceeds to Step S350. In the case that the relative velocity difference calculated in Step S330 does not achieve the first velocity difference threshold, the processing proceeds to Step S340.
Here, the first velocity difference threshold may include a predetermined threshold value for the velocity difference between the first vehicle and the second vehicle, such that velocity differences greater than the first velocity difference threshold are considered to achieve the first velocity difference threshold. In embodiments, the first velocity difference threshold may be determined based on historical data for cases in which anomalies occurred, or by statistical analysis.
At Step S340, in the case that the relative velocity difference between the first vehicle and the second vehicle does not achieve the first velocity difference threshold, the detector unit 14 may determine that rail vehicle consist integrity is normal.
At Step S350, in the case that the relative velocity difference between the first vehicle and the second vehicle achieves the first velocity difference threshold, the detector unit 14 may determine that an anomaly has occurred with respect to the integrity of the rail vehicle consist.
Next, at Step S360, the detector unit 14 outputs a rail vehicle consist integrity notification that indicates the rail vehicle consist integrity state determined in Step S340 or Step S350. In embodiments, the detector unit 14 may output the rail vehicle consist integrity notification to an on-board safety system, which may be part of a radio-based occupancy detection system, a railway signaling system, or the like.
FIG. 4 is a flowchart illustrating a rail vehicle consist integrity state determination process 400 according to the second embodiment of the present disclosure. As described herein, aspects of the disclosure relate to determining the rail vehicle consist integrity state based on the time-of-flight of the transmitted signals. The details of this process will be described below.
It should be noted that, for convenience of explanation, the rail vehicle consist integrity state determination process 400 will be described with respect to the rail vehicle consist integrity management system 200 according to the second embodiment of the present disclosure, but the rail vehicle consist integrity state determination process 400 is not limited hereto, and other configurations are also possible. Further, in embodiments, the rail vehicle consist integrity management system 200 may be configured to perform the rail vehicle consist integrity state determination process 300 described with respect to FIG. 3 instead of or in addition to the rail vehicle consist integrity state determination process 400 illustrated in FIG. 4.
First, at Step S410, the transceiver unit 18 disposed in the second vehicle (e.g., the lead vehicle) may transmit a zeroth analog signal from the second vehicle to the first vehicle (e.g., the rearmost vehicle) via the power supply conductor.
Next, at Step S420, in response to receiving the zeroth analog signal from the second vehicle, the transceiver unit 16 disposed in the first vehicle of the rail vehicle consist (e.g., the rearmost vehicle) may transmit a first analog signal from the first vehicle to the second vehicle (e.g., the lead vehicle) via the power supply conductor.
Next, at Step S430, the transceiver unit 18 disposed in the second vehicle may receive the first analog signal from the transceiver unit 16 disposed in the first vehicle via the power supply conductor, and the detector unit 14 may calculate a signal round-trip time based on the transmission time of the zeroth analog signal from the second vehicle and the reception time of the first analog signal in the second vehicle. That is, the detector unit 14 calculates the time that it takes to receive a response after transmitting the zeroth analog signal to the first vehicle.
Next, at Step S440, based on the signal round-trip time calculated in Step S430, the detector unit 14 may calculate a relative distance between the second vehicle and the first vehicle.
Next, at Step S450, the detector unit 14 may determine whether the relative difference calculated in Step S440 achieves a first distance threshold. In the case that the relative distance calculated in Step S440 achieves the first distance threshold, the processing proceeds to Step S470. In the case that the relative distance calculated in Step S440 does not achieve the first distance threshold, the processing proceeds to Step S460.
Here, the first difference threshold may include a predetermined threshold value for the distance between the first vehicle and the second vehicle, such that relative distances greater than the first distance threshold are considered to achieve the first distance threshold (e.g., the distance between the rail vehicles is greater than a specified value, indicating that the rail vehicles may be disconnected from each other). In embodiments, the first distance threshold may be specified as a range that defines an acceptable distance between the first vehicle and the second vehicle.
At Step S460, in the case that the relative distance between the first vehicle and the second vehicle does not achieve the first distance threshold, the detector unit 14 may determine that rail vehicle consist integrity is normal.
At Step S470, in the case that the relative distance between the first vehicle and the second vehicle achieves the first velocity difference threshold, the detector unit 14 may determine that an anomaly has occurred with respect to the integrity of the rail vehicle consist.
Next, at Step S480, the detector unit 14 outputs a rail vehicle consist integrity notification that indicates the rail vehicle consist integrity state determined in Step S460 or Step S470. In embodiments, the detector unit 14 may output the rail vehicle consist integrity notification to an on-board safety system, which may be part of a radio-based occupancy detection system, a railway signaling system, or the like.
According to the embodiments of the present disclosure described above, it is possible to provide a low-cost, reliable rail vehicle consist integrity management method, device and system for facilitating determination of rail vehicle consist integrity using existing railway infrastructure.
For instance, according to the rail vehicle consist integrity management system 100 according to the first embodiment, the integrity of the rail vehicle consist can be verified using analog signals unidirectionally transmitted from a first vehicle (e.g., a rearmost vehicle) to a second vehicle (e.g., a lead vehicle) of the rail vehicle consist. As the analog signals are transmitted using existing infrastructure such as a power supply conductor provided along the route of the rail vehicle consist, retrofitting of the rail vehicle consist is unnecessary. Further, as the integrity of the rail vehicle consist can be determined based on the frequency changes of the analog signals due to the Doppler effect, the installation of digital signal processing equipment is unnecessary, and reliable integrity determination can be realized at a low cost.
Further, according to the rail vehicle consist integrity management system 200 according to the second embodiment, since transceiver units 16, 18 for bidirectional communication are disposed in both the rearmost vehicle and the lead vehicle, it becomes possible to determine the rail vehicle consist integrity state of the rail vehicle consist 210 based on the time-of-flight of the transmitted signals. This time-of-flight based integrity determination may be performed instead of or in addition to the Doppler effect-based integrity determination described with reference to the first embodiment. By performing the time-of-flight based integrity determination in addition to Doppler effect-based integrity determination, it is possible to further increase the accuracy and reliability of the integrity determination result.
The present invention may be a system, a method, and/or a computer program product. The computer program product may include a computer readable storage medium (or media) having computer readable program instructions thereon for causing a processor to carry out aspects of the present invention.
The computer readable storage medium can be a tangible device that can retain and store instructions for use by an instruction execution device. The computer readable storage medium may be, for example, but is not limited to, an electronic storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination of the foregoing. A non-exhaustive list of more specific examples of the computer readable storage medium includes the following: a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), a static random access memory (SRAM), a portable compact disc read-only memory (CD-ROM), a digital versatile disk (DVD), a memory stick, a floppy disk, a mechanically encoded device such as punch-cards or raised structures in a groove having instructions recorded thereon, and any suitable combination of the foregoing.
A computer readable storage medium, as used herein, is not to be construed as being transitory signals per se, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through a waveguide or other transmission media (e.g., light pulses passing through a fiber-optic cable), or electrical signals transmitted through a wire.
Aspects of the present invention are described herein with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and/or block diagrams, and combinations of blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer readable program instructions.
These computer readable program instructions may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions/acts specified in the flowchart and/or block diagram block or blocks. These computer readable program instructions may also be stored in a computer readable storage medium that can direct a computer, a programmable data processing apparatus, and/or other devices to function in a particular manner, such that the computer readable storage medium having instructions stored therein comprises an article of manufacture including instructions which implement aspects of the function/act specified in the flowchart and/or block diagram block or blocks.
The computer readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device to cause a series of operational steps to be performed on the computer, other programmable apparatus or other device to produce a computer implemented process, such that the instructions which execute on the computer, other programmable apparatus, or other device implement the functions/acts specified in the flowchart and/or block diagram block or blocks.
The flowchart and block diagrams in the Figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of instructions, which comprises one or more executable instructions for implementing the specified logical function(s). In some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems that perform the specified functions or acts or carry out combinations of special purpose hardware and computer instructions.
While the foregoing is directed to exemplary embodiments, other and further embodiments of the invention may be devised without departing from the basic scope thereof, and the scope thereof is determined by the claims that follow. The descriptions of the various embodiments of the present disclosure have been presented for purposes of illustration, but are not intended to be exhaustive or limited to the embodiments disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The terminology used herein was chosen to explain the principles of the embodiments, the practical application or technical improvement over technologies found in the marketplace, or to enable others of ordinary skill in the art to understand the embodiments disclosed herein.
The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the various embodiments. As used herein, the singular forms “a,” “an,” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. “Set of,” “group of,” “bunch of,” etc. are intended to include one or more. It will be further understood that the terms “includes” and/or “including,” when used in this specification, specify the presence of the stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. In the previous detailed description of exemplary embodiments of the various embodiments, reference was made to the accompanying drawings (where like numbers represent like elements), which form a part hereof, and in which is shown by way of illustration specific exemplary embodiments in which the various embodiments may be practiced. These embodiments were described in sufficient detail to enable those skilled in the art to practice the embodiments, but other embodiments may be used and logical, mechanical, electrical, and other changes may be made without departing from the scope of the various embodiments. In the previous description, numerous specific details were set forth to provide a thorough understanding the various embodiments. But, the various embodiments may be practiced without these specific details. In other instances, well-known circuits, structures, and techniques have not been shown in detail in order not to obscure embodiments.

02... Rearmost vehicle
04... Lead vehicle
06... Intermediate vehicle
10... Transmitter unit
12... Receiver unit
14... Detector unit
16, 18... Transceiver unit
20... Power supply conductor
22... Running rails
24... Current collector
26... Wheelset
100, 200...Rail vehicle consist integrity management system
102, 106... First analog signal
104... Zeroth analog signal
110, 210... Rail vehicle consist

Claims

A rail vehicle consist integrity management method comprising:
transmitting, from a first vehicle of a rail vehicle consist to a second vehicle of the rail vehicle consist, a first analog signal via a power supply conductor that is disposed separately from the rail vehicle consist;
determining, by analyzing a frequency of the first analog signal, a rail vehicle consist integrity state; and
outputting a rail vehicle consist integrity notification that indicates the rail vehicle consist integrity state.
The rail vehicle consist integrity management method according to claim 1, wherein the power supply conductor is an overheard catenary line that supplies electrical power to at least one vehicle of the rail vehicle consist.
The rail vehicle consist integrity management method according to claim 1, wherein the power supply conductor is a third rail that supplies electrical power to at least one vehicle of the rail vehicle consist.
The rail vehicle consist integrity management unit according to claim 1, wherein determining, by analyzing a frequency of the first analog signal, a rail vehicle consist integrity state further includes:
calculating a frequency shift of the first analog signal due to the Doppler effect on transmission of the first analog signal;
calculating, based on the frequency shift, a relative velocity difference between the first vehicle and the second vehicle;
determining, in a case that the relative velocity difference between the first vehicle and the second vehicle achieves a first velocity difference threshold, that an anomaly has occurred with respect to integrity of the rail vehicle consist; and
determining, in a case that the relative velocity difference between the first vehicle and the second vehicle does not achieve the first velocity difference threshold, that rail vehicle consist integrity is normal.
The rail vehicle consist integrity management method according to claim 1, wherein transmission of the first analog signal occurs in response to receiving, by the first vehicle from the second vehicle, a zeroth analog signal having a frequency different from the first analog signal.
The rail vehicle consist integrity management unit according to claim 5, wherein determining, by analyzing a frequency of the first analog signal, a rail vehicle consist integrity state further includes:
calculating, based on a transmission time of the zeroth analog signal from the second vehicle and a reception time of the first analog signal in the second vehicle, an analog signal round-trip time;
calculating, based on the analog signal round-trip time, a relative distance between the first vehicle and the second vehicle;
determining, in a case that the relative distance achieves a first distance threshold, that an anomaly has occurred with respect to integrity of the rail vehicle consist; and
determining, in a case that the relative distance between the first vehicle and the second vehicle does not achieve the first distance threshold, that rail vehicle consist integrity is normal.
The rail vehicle consist integrity management unit according to claim 5, further comprising:
identifying a set of in-use frequencies that could cause interference with transmission of the zeroth analog signal and the first analog signal; and
setting a frequency of the zeroth analog signal and the first analog signal to avoid interference with the set of in-use frequencies.
The rail vehicle consist integrity management method according to claim 1, further comprising:
transmitting, from the first vehicle to the second vehicle, an error verification signal having a predetermined frequency difference with respect to the first analog signal;
determining, in the second vehicle in response to receiving the first analog signal and the error verification signal, that a transmission error has not occurred in a case that a frequency difference between the first analog signal and the error verification signal corresponds with the predetermined frequency difference; and
determining, in the second vehicle in response to receiving the first analog signal and the error verification signal, that a transmission error has occurred in a case that the frequency difference between the first analog signal and the error verification signal does not correspond with the predetermined frequency difference.
The rail vehicle consist integrity management method according to claim 8, wherein the error verification signal is transmitted from the first vehicle to the second vehicle via a transmission medium separate from the power supply conductor.
A rail vehicle consist integrity management device comprising:
a first transceiver unit disposed in a first vehicle of a rail vehicle consist and configured to transmit, from the first vehicle to a second vehicle of the rail vehicle consist, a first analog signal via a power supply conductor that is disposed separately from the rail vehicle consist;
a second transceiver unit configured to receive the first analog signal from the first vehicle via the power supply conductor; and
a detector unit configured to determine, by analyzing a frequency of the first analog signal, a rail vehicle consist integrity state and output a rail vehicle consist integrity notification that indicates the rail vehicle consist integrity state.
A rail vehicle consist integrity management system comprising:
a rail vehicle consist including at least a first vehicle and a second vehicle physically connected to the first vehicle with a railway coupling;
a first current collector disposed on the first vehicle and a second current collector disposed on the second vehicle for collecting electrical current to supply to the rail vehicle consist; and
a power supply conductor disposed separately from the rail vehicle consist so as to be in contact with the first current collector and the second current collector to provide electric power to the rail vehicle consist;
wherein:
the first vehicle includes:
a first transceiver unit configured to transmit, from the first vehicle to the second vehicle, a first analog signal via the power supply conductor;
the second vehicle includes:
a second transceiver unit configured to receive the first analog signal from the first vehicle via the power supply conductor; and
a detector unit configured to determine, by analyzing a frequency of the first analog signal, a rail vehicle consist integrity state and output a rail vehicle consist integrity notification that indicates the rail vehicle consist integrity state.