RU2739634C2 - Method to determine rail vehicle direction in train composition - Google Patents

Abstract

FIELD: vehicles.

SUBSTANCE: invention relates to means of determining rail vehicle direction in train. In method involved train composition (10) comprises several rail vehicles (1, 11, 12), several rail vehicles are connected by means of compressed air line (17), at least one of rail vehicles (1, 11, 12) comprises in first position in longitudinal direction (L) first sensor (2, 13, 15) for detecting pneumatic signal in overhead line (17), and at least one rail vehicle (1, 11, 12) comprises second sensor (3, 14, 16) in second position in longitudinal direction (L) for measurement of pneumatic signal in overhead line (17), method also includes: sending a pneumatic signal through air line (17), detecting a pneumatic signal at first sensor (2, 13, 14) and at second sensor (3, 14, 16), determining time shift of signal between pneumatic signal at first sensor (2, 13, 15) and pneumatic signal at second sensor (3, 14, 16), determination of rail vehicle direction signal from time shift (1, 11, 12), pneumatic signal has specific nature of pressure distribution, which is used as an identification signal for train composition (10), train composition has remote control by radio, and information on the nature of pressure distribution is sent over the radio to verify whether there are different rail vehicles from the said several rail vehicles in the train.

EFFECT: higher reliability of determination of locomotive direction in train.

8 cl, 5 dwg

Description

The present invention relates to a method for determining the directionality of a rail vehicle in a train set, which is made for such a method.

Directional determination means the determination of the directionality of a rail vehicle on a track, that is, directionality in the longitudinal direction. First of all, directional determination is performed in order to know how the ends of a rail vehicle are directed in a train or how the ends of a rail vehicle are directed relative to another vehicle, especially an adjacent rail vehicle.

Currently, directional determination of vehicles on trains is performed by local communication gateways communicating with each other via cable and using various means of directional detection, such as, for example, side selective cable network with different voltages or relays that separate the cables and allow the gateway check on one side and then on the other side whether communication with the leading vehicle can be established.

Reliable direction finding remains difficult and nearly impossible on older systems. In addition, automatic directional detection of locomotives in trains without electrical communication, such as freight train trains without a UIC cable, is currently not possible.

US 5,986,579 relates to a method and apparatus for determining the order of wagons in an ECP-equipped train using the unavoidable propagation delay of the pneumatic signal in the pneumatic brake line, measured at each carriage and used to determine the order of the wagons on the train. However, US 5,986,579 does not contain a method for determining the direction of a vehicle in a train.

An object of the invention is to provide a solution to one or more of these problems.

According to the basic idea of the invention, a pressurized existing compressed air line, which is usually the brake air line, that is, the main brake line, is used as a signal line for direction finding. The overhead line connects the rail vehicles of the train. The rail vehicle of the train, the direction of which is to be determined, is equipped with sensors that are located in different positions in the longitudinal direction. The sensors are designed to measure a signal, primarily a pressure wave, which propagates longitudinally through the air line. The time shift between the signals on the two sensors can be measured. The direction of propagation of the signal through the overhead line is known, and the directionality of a rail vehicle or several rail vehicles equipped with said sensors can be determined from a time shift, i.e. from information which sensor will detect the signal first and which will detect the signal later.

The invention provides a simple concept for directional determination that is independent of the communication system used, based only on the main brake line. In addition, the integrity of the train can be checked in the same process.

The invention primarily provides a method for determining the directionality of a rail vehicle in a train, and

- the train set contains several rail vehicles,

- moreover, several rail vehicles are connected by means of a compressed air line,

- wherein at least one of the rail vehicles comprises, in a first longitudinal position, a first sensor for detecting a pneumatic signal in an overhead line, and

- wherein at least one rail vehicle comprises, in a second longitudinal position, a second sensor for measuring a pneumatic signal in an air line,

moreover, the method includes

- sending a pneumatic signal through the air line,

- detection of a pneumatic signal on the first sensor and on the second sensor,

- determination of the time shift of the signal between the pneumatic signal on the first sensor and the pneumatic signal on the second sensor,

- determination from the time shift of the directional signal of the rail vehicle.

In one embodiment, the rail vehicles in the train may be selected independently of each other (i.e., independent of any other rail vehicle in the train) from a wagon or locomotive.

The rail vehicle whose direction is to be determined is preferably a wagon or a locomotive. The rail vehicle containing the said sensors is preferably a wagon or a locomotive. The train set can contain several cars, and one or more of these cars can contain the first and second sensors. The train set containing several cars preferably also contains at least one locomotive.

In one highly preferred embodiment, the rail vehicle whose direction is determined is a locomotive. The locomotive can be a locomotive that is located inside the train, that is, between two adjacent rail vehicles, or a locomotive that is located at the end of the train. It is very important to determine the direction of the locomotive.

In one particular embodiment, the locomotive whose directionality is determined is not the first or lead locomotive, but the second and / or further (eg, third, fourth, ...) locomotive in the train, which is in addition to the lead locomotive. Then the direction can be determined relative to the leading locomotive.

An overhead line usually contains first sections that are located in a rail vehicle and second sections that are located between adjacent vehicles.

When the pneumatic signal is sent through the air line, the pneumatic signal propagates through the rail vehicles of the train set, which are connected by the air line.

The overhead line can be a brake line. Sending a pneumatic signal via the air line can be done by applying the brake if the air line is the brake line.

The first and second sensors are connected to the air line in such a way that the signal from the air line, especially pressure or flow, can be measured.

In one embodiment, the first sensor and the second sensor are pressure sensors. A pressure sensor is designed to detect pressure or pressure change as a pneumatic signal.

The distance between the first and second sensor in the longitudinal direction can be selected in a manner suitable for accurately determining the time shift. It may be preferable to select the distance between the first and second sensor as large as possible. The first position of the first sensor can be at, near or adjacent to the first end of the rail vehicle. The second position of the second sensor may be at, near or adjacent to the second end of the rail vehicle.

In one embodiment, the pneumatic signal is sent from a front locomotive that is located at the first end of the train. The lead locomotive is to be distinguished from another locomotive, the direction of which is to be determined according to the method of the invention. Another locomotive can be located at the second end of the train or inside the train.

In one embodiment, the pneumatic signal has a specific pressure distribution pattern. This pattern can be a drop in pressure that occurs at certain points in time and / or over a certain period of time. This character can be used for different purposes.

In one particular embodiment, the pressure distribution pattern is used as a command that the directionality of the rail vehicle is to be determined. Character information can also be sent through other means of communication, such as cable or radio. This will allow the communications partner to clearly identify the direction team.

In another embodiment, the pressure distribution pattern is used as an identification signal for the train. Character information can also be sent through other means of communication, such as cable or radio. This will make it possible to check for the presence of various elements on the train. The latter case is obligatory for the case of operating several locomotives in trains with radio remote control.

In another aspect, the invention relates to a train composition comprising:

- several rail vehicles,

- where several rail vehicles are connected by a compressed air line,

- wherein at least one of the rail vehicles comprises, in a first longitudinal position, a first sensor for detecting a pneumatic signal in an overhead line, and

- wherein at least one rail vehicle comprises, in a second longitudinal position, a second sensor for measuring a pneumatic signal in the air line.

This train composition may contain any of the features described in connection with the method according to the invention, alone or in combination. The train train can also be configured to perform any of the method steps described in connection with the method according to the invention, individually or in combination.

In a particular embodiment, the train comprises a control device that is configured to perform one or more of the following steps in every possible combination:

- detection of a pneumatic signal from the first sensor and from the second sensor,

- determination of the time shift of the signal between the pneumatic signal on the first sensor and the pneumatic signal on the second sensor,

- determination from the time shift of the directional signal of the rail vehicle.

The control device can be used in the method according to the invention. Each rail vehicle in a train set may contain such a control device.

The control device can be configured to perform the following step, preferably in addition to one or more of the above steps:

- transmission of a pneumatic signal through the air line.

This step can preferably be carried out by a control device which is located in the leading vehicle of the train, for example the leading locomotive. The lead vehicle may be the first vehicle in the train.

Alternatively, the signal transmission over the overhead line can be performed by a brake control device that can be different from the aforementioned control device.

In the following, the invention will be explained using working examples.

Brief description of figures

FIG. 1 - train composition,

FIG. 2 - a decrease in pressure in the brake line caused by braking,

FIG. 3A-3B show details of FIG. 2.

FIG. 1 shows a train 10 containing rail vehicles, for example cars 1, 12, and a locomotive 11, which is the lead locomotive. The rail vehicle 1 at the first end contains a first pressure sensor 2 and at its second end a second pressure sensor 3. Car 12 includes a first pressure sensor 13 and a second pressure sensor 14. The locomotive 11 includes a first pressure sensor 15 and a second pressure sensor 16. The order of the vehicles can be changed. Each shown in FIG. 1 carriage can be a locomotive, and vice versa.

These pressure sensors are in contact with the compressed air line 17, which is the brake line of the train. The sections 4 of the brake line 17 are sections within the vehicles, that is, inside the cars 1, 12 and the locomotive 11. The sections 5 of the brake line are sections between rail vehicles.

The longitudinal direction L is shown with an arrow.

The directionality determination method can be performed as follows.

The lead locomotive 11 applies a pneumatic signal to the brake line 17. The pressure wave (pressure drop) propagates from the locomotive 11 in the longitudinal direction L.

Carriages 1, 12 in train 10 may exhibit this distribution pattern. Pressure transducers 2 and 3 located distantly from each other, in this case at both ends 18, 19 of the car 1, exhibit this character with a time difference. The pressure sensor 2 detects a drop in pressure earlier than the pressure sensor 3. The signals from the pressure sensors 2 and 3 are sent to the control device 20, which detects the time difference (connections between the sensors and the control device are not shown). Each rail vehicle has its own control device. This leads to an understanding of the direction of movement of the pressure wave relative to the car 1. It is known that the pneumatic signal is sent from the locomotive, that is, from the head of the train 10. Thus, it is known that the end 18 of the car 1 is directed in the direction of the locomotive, that is, in the direction of travel, and that the end 19 of the carriage 1 is directed in the opposite direction. If the car 1 in the train is deployed, then the pressure sensor 19 detects the signal before the pressure sensor 18, and it will be known that the end 19 of the car 10 is directed in the direction of the locomotive, that is, in the direction of travel.

The same method can be carried out for the car 12 and the pressure sensors 3, 14, which are also connected to the central control device 20.

Locomotive pressure sensors 15 and 16 are not used in this example. However, they can be used in the same way as sensors 2, 3, 13, 14, when the locomotive 11 is not the lead locomotive, but the second locomotive in the train. Then you can determine the direction with respect to the leading locomotive.

FIG. 2 shows the pressure drop (caused by braking) in the brake line of a 750 m long train with 37 cars, each 20 m long. The delay between the train head (left curve, P2) and the train end (right curve P4) is clearly visible. And also the delay between one end and the other end of the car in the middle of the train is visible, shown by curves P1 and P3 between curves P2 and P4.

The graphs in FIG. 3A-3B show different details of the pressure variation in the middle of the train. FIG. 3A is a general graph; FIG. 3B and 3C, on an enlarged scale, the initial period of pressure drop is shown. FIG. 3A-3B show the pressure at the beginning and at the end of the car, measured by two sensors at a distance of 20 m.

The graphs clearly show that with simple braking, enough information can be perceived and processed to determine the direction of the pressure reduction wave. A pressure drop of 0.1 bar between 4.8 bar and 5 bar can be well measured at both ends of the carriage with a time difference of 200 ms. A steep slope at the start of braking is easily detected and can be used to obtain data. The process is quite slow and not critical to the sensor technology of the prior art.

LIST OF REFERENCE SYMBOLS

1 car

2 first sensor

3 second sensor

4 sections of the compressed air line

5 sections of the compressed air line

10 train composition

11 locomotive

12 carriage

13 first sensor

14 second sensor

15 first sensor

16 second sensor

17 compressed air line

18 first end

19 second end

20 lead locomotive

Claims (20)

1. A method for determining the direction of a rail vehicle in a train and checking the presence of various rail vehicles in one train, - moreover, the train composition (10) contains several rail vehicles (1, 11, 12), - moreover, several rail vehicles are connected by means of a compressed air line (17), - wherein at least one of the rail vehicles (1, 11, 12) comprises, in a first position in the longitudinal direction (L), a first sensor (2, 13, 15) for detecting a pneumatic signal in the air line (17), and - wherein at least one rail vehicle (1, 11, 12) comprises in a second position in the longitudinal direction (L) a second sensor (3, 14, 16) for measuring a pneumatic signal in the air line (17), moreover, the method includes: - sending a pneumatic signal through the air line (17), - detection of a pneumatic signal on the first sensor (2, 13, 14) and on the second sensor (3, 14, 16), - determination of the time shift of the signal between the pneumatic signal on the first sensor (2, 13, 15) and the pneumatic signal on the second sensor (3, 14, 16), - determination from the time shift of the directional signal of a rail vehicle (1, 11, 12), characterized in that: - the pneumatic signal has a specific character of pressure distribution, which is used as an identification signal for a train (10), - the train set is remotely controlled by radio, and information about the nature of the pressure distribution is sent by radio to check if the train contains different rail vehicles from the specified several rail vehicles. 2. A method according to claim 1, wherein the first sensor (2, 13, 15) and the second sensor (3, 14, 16) are selected from pressure sensors or flow sensors, wherein the pneumatic signal is pressure or pressure change, or wherein the pneumatic signal is flow or by changing the flow. 3. A method according to one of the preceding claims, wherein the first position is at or near the first end (18) of the rail vehicle (1). 4. Method according to one of the preceding claims, wherein the second position is at or near the second end (19) of the rail vehicle (1). 5. A method according to one of the preceding claims, wherein the pneumatic signal is sent from the lead locomotive (11), which is located at the end of the train. 6. Method according to one of the preceding claims, wherein the specific nature of the pressure distribution is used as a command that the direction of the car (1, 12) or locomotive (11) must be determined. 7. A method according to one of the preceding claims, wherein the pressure distribution pattern is pressure drops occurring at specific points in time and / or over a specified period of time. 8. A method according to one of the preceding claims, wherein the rail vehicle is a wagon or a locomotive.

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