WO2024013168A1 - Système de couplage automatique pour déterminer un ordre de chariot et/ou une orientation d'un chariot de trafic ferroviaire dans un trafic de fret ferroviaire - Google Patents

Système de couplage automatique pour déterminer un ordre de chariot et/ou une orientation d'un chariot de trafic ferroviaire dans un trafic de fret ferroviaire Download PDF

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Publication number
WO2024013168A1
WO2024013168A1 PCT/EP2023/069186 EP2023069186W WO2024013168A1 WO 2024013168 A1 WO2024013168 A1 WO 2024013168A1 EP 2023069186 W EP2023069186 W EP 2023069186W WO 2024013168 A1 WO2024013168 A1 WO 2024013168A1
Authority
WO
WIPO (PCT)
Prior art keywords
unit
coupling
clutch
signal
ccu
Prior art date
Application number
PCT/EP2023/069186
Other languages
German (de)
English (en)
Inventor
Alexander Greiner
Thomas Forner
Original Assignee
Voith Patent Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Voith Patent Gmbh filed Critical Voith Patent Gmbh
Publication of WO2024013168A1 publication Critical patent/WO2024013168A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/028—Determination of vehicle position and orientation within a train consist, e.g. serialisation

Definitions

  • the present invention generally relates to solutions for automating train formation and train separation processes in rail freight transport.
  • the invention relates to an automatic coupling system for determining a line of wagons and/or an orientation of a rail wagon in rail freight transport.
  • train inauguration In order to control the resulting train combination, a so-called "train inauguration” must be carried out, which ensures that the newly created train combination can be completely controlled and monitored safely from one point, ie a driver's cab that is occupied at the time.
  • a “train inauguration” is understood to mean the initialization of the communication system of a newly assembled train group.
  • the train inauguration establishes the functionality of the communication system for the electronic systems in the train group. It is a fundamental task of the communication system and essentially includes the logical addressing of the communication nodes in the train group individual vehicles, and thereby integrates the determination of variable train-specific parameters (car order, alignment of the cars, last car). This is understood as the creation of a train order table in which the car numbers (worldwide unique vehicle identification) and their orientation are assigned to the logical addresses in the communication system .
  • train christening is initialized by the leading vehicle (locomotive). At the end of the process, the position of each (smart) cart and its orientation are known. On this basis, communication between electronic systems can be realized between all vehicles/carriages in the train network, and further system-wide or system-specific initialization functions can be carried out. After the train's inauguration, a cyclic exchange of messages ensures that the system is functional and that the train set is complete.
  • a train christening is coordinated, for example, by the central train control devices (TCMS) available for each railcar, whereby these usually first negotiate a master train control device, which then coordinates and controls central processes of the train christening and the so-called train preparation service (e.g. brake test). Communication takes place via one or more (redundantly) installed train data buses, whose protocols may support, for example, train formation and train christening with corresponding functions.
  • train preparation service e.g. brake test
  • Communication takes place via one or more (redundantly) installed train data buses, whose protocols may support, for example, train formation and train christening with corresponding functions.
  • TCN Train Communication Network
  • US Pat. No. 4,689,602 relates to a system for determining the order of cars in a train set.
  • the order is determined by the start of inputting a signal to the data transmission device of the front car and its forwarding to the following data transmission device of the following and the other cars as well as the evaluation of the output signals, the order being stored in a central memory on the front car of the train combination is saved.
  • the disadvantage is that system known from this prior art works on the basis of various fault-prone control and monitoring relays in the respective car, for which a special control line must also be arranged. To recognize the order of the cars, the control line must also be interrupted.
  • a radio bus offers the advantage that there is no need to connect an electronic/electrical connecting line to set up the train bus between the individual cars, since the data is transmitted via radio channels, i.e. wirelessly.
  • the disadvantage here particularly if a train christening is to be carried out for several trains that are in close proximity, is that an ambiguous train order of the cars to the respective train/train combination is possible.
  • the radio transmission can inadvertently result in a logical assignment of a car arranged in an adjacent train group to a "wrong" train group.
  • complex precautions or complex communication mechanisms and protocols must be provided.
  • an electronic device which can be arranged or mounted on the coupling hose element and is permanently coded with the respective wagon number.
  • the position of the coupling hose element is detected using a sensor and implemented using an external data processing device.
  • the publication DE 20 2012 012 558 U1 describes a system for automatically recording the line-up of cars in a train, in which a pressure measuring device in the main air line and at least one time measuring device are provided in at least two rail vehicles of the train, with a pressure drop or a pressure build-up a brake test is recorded in such a way that the affiliation of the rail vehicles to a train set and the train composition can be determined from the time differences between the onset of the pressure drop or pressure build-up in the individual pressure measuring devices.
  • the publication DE 199 29 644 A1 describes a system for initializing trains based on a data communication system in which all communication participants have access to the information in the initialization phase.
  • the publication DE 10 2017 208 888 A1 discloses a method for recognizing a configuration of a composite with at least two coupled tensile parts.
  • the publication DE 295 21 037 Ul shows a system for data communication in freight trains.
  • the publication DE 20 2012 012 558 Ul describes a system for automatic carriage sequencing in a train.
  • the invention is based on the object of enabling an automated determination of a carriage direction and/or a carriage sequence in a train combination, which is designed to be advantageous compared to the prior art.
  • an automatic coupling system comprising: a first coupling unit for arrangement at a first end of a rail transport car; a second coupling unit for arrangement at a second end of the rail car; wherein the first and second coupling units each comprise the following: at least one coupling device for the mechanical and signal-transmitting coupling of the rail transport car to another rail transport car and / or a rail transport car with a corresponding coupling device, the coupling device having at least one signal-transmitting interface which is connected to a corresponding interface Coupling device of the further rail transport car and / or the rail transport rail car can be connected or is connected in a signal-transmitting manner, with at least one, in particular both, coupling unit (s) being designed to detect a signal that is transmitted via the interface of the coupling unit.
  • a rail transport car can be designed to emit a defined signal, which when the rail transport car is coupled to a rail transport car with a coupling system according to the invention via the interface to the Rail transport car is transferred.
  • the coupling system can detect whether it is connected to a coupling of a railcar or not by detecting the signal.
  • the coupling system according to the invention is also able to recognize which side of the rail car the signal is transmitted and can use this to determine the alignment of the car in the train system and with regard to the position of the railcar.
  • the clutch unit can comprise at least one clutch control unit, which is designed to detect the signal that is transmitted via the interface of the clutch unit.
  • a clutch control unit can have signal detection elements, such as measuring devices or sensors, which can measure or detect the signal or certain parameters of the signal.
  • the clutch unit comprises at least one relay with which an electrical connection between the first clutch unit and the second clutch unit can be connected and disconnected, in particular wherein the clutch control unit can control the relay assigned to the clutch unit, preferably as a function of a detection of the signal.
  • the signal can be transmitted within the rail car between the coupling units. It is possible to determine a time delay between the arrival of the signal at the first coupling unit and that at the second coupling unit and from this to determine the orientation of the rail transport vehicle relative to the railcar. It should be noted that the clutch control units are designed to also detect a signal that is not transmitted via the interface, but is transmitted from one clutch unit to the other clutch unit via an electrical connection.
  • the clutch control unit to which the relay is assigned opens or keeps the relay open if the clutch control unit detects no signal or a signal below a threshold value via the interface of the clutch unit is transmitted and that the clutch control unit to which the relay is assigned closes the relay when the clutch control unit detects that a signal is transmitted via the interface of the clutch unit or that a signal that is transmitted via the interface of the clutch unit exceeds a threshold value.
  • the signal By closing the relay when the signal is present at the coupling unit on the first side of the rail car, the signal is forwarded to the second or further coupling unit.
  • the further coupling unit can recognize from this that the signal comes from the first coupling unit, i.e. from inside the rail transport car.
  • the coupling unit each has at least one sensor, which is designed to detect whether the coupling unit to which the sensor is assigned is opened or closed, in particular where the sensor is designed to detect whether the coupling device the coupling unit is or is not coupled mechanically and/or in a signal-transmitting manner to a corresponding coupling device of an adjacent rail car or rail car.
  • Mechanical coupling is to be understood in particular as meaning that the coupling unit couples the rail transport car to another rail transport car or rail transport car in such a way that there is a sufficient mechanical connection between the cars in order to be pulled or pushed within a train combination.
  • the sensor thus detects whether a mechanical part of the coupling is properly closed in such a way that the train assembly, at least as far as the relevant coupling unit is concerned, is made operational and permissible.
  • first clutch unit and the second clutch unit can be connected to one another, in particular electrically, in a signal-transmitting manner, in particular wherein the first clutch unit and the second clutch unit are configured in such a way that one clutch unit closes an electrical connection to the other clutch unit, preferably by closing the relay assigned to the clutch unit when one clutch unit detects a signal that is transmitted via the interface.
  • the signal that can be transmitted from a railcar or a locomotive via the interface can advantageously be an electrical signal, in particular an operating voltage provided by the railcar.
  • Such an electrical signal is transmitted very quickly and robustly and can be detected using simple means.
  • first clutch unit and/or the second clutch unit can be configured such that the clutch unit closes an electrical connection to the other clutch unit, preferably by closing the relay assigned to the clutch unit when the sensor assigned to the clutch unit detects that the clutch unit is mechanically connected to a corresponding coupling device of an adjacent rail car or rail car is coupled.
  • the coupling unit is arranged on a train end side of the car. If the mechanical coupling is closed and no signal is transmitted via the associated interface, there is an initial indication that no railcar is connected to this coupling unit. If the associated relay is closed after the mechanical clutch has closed and the signal is detected at the clutch control unit, it can be recognized that the signal was first present within the car, so that the side of this clutch unit is determined as the end of the train side.
  • first clutch unit and/or the second clutch unit are configured in such a way that the clutch unit opens or keeps open an electrical connection to the other clutch unit, preferably by opening or keeping open the relay assigned to the clutch unit, if the relay assigned to the clutch unit Sensor detects that the coupling unit is not mechanically coupled to a corresponding coupling device of an adjacent rail car or rail car, especially when the coupling unit is in an open position. In this way it can be recognized whether and which clutch unit is open. If one side of the rail transport car is determined as the train side and it is recognized that the coupling unit on the opposite side of the car remains open, then this side of the car can be determined as the end of the train. If the electrical connection between the coupling units remains open, the electrical contacts on the open coupling unit remain voltage-free, which avoids endangering an operator.
  • the automatic coupling system comprises a wagon control unit which is connected to the coupling control units in a signal-transmitting and/or data-transmitting manner, in particular wherein the coupling control units transmit a predetermined orientation of the rail transport wagon in the train combination to the wagon control unit, or in particular wherein the coupling control units to the Car control unit transmits whether and when a signal transmitted via the interface was transmitted and the car control unit determines the orientation of the rail transport car in the train combination.
  • a central unit is assigned to the rail transport car, which knows the orientation of the car relative to the railcar and to the end of the train within the train group.
  • the signal is an electrical signal, in particular where the clutch control unit can detect, in particular measure, an electrical voltage or an electrical potential or an electrical current intensity of the signal.
  • An electrical signal can be transmitted very quickly and robustly and detected using simple means. Furthermore, it can be made available in a simple manner by the rail car and transmitted via the interface.
  • the coupling system has a train control unit that can be connected or is connected to one or more wagon control units in a signal-transmitting and/or data-transmitting manner and which is connected thereto is configured to automatically create a train network plan from the orientation of the rail transport vehicle or vehicles in the train network transmitted by the car control unit or units and / or from car identification data transmitted by the car control unit or units and to initialize a train control system by entering the train network plan.
  • a coupling unit which is not coupled to a coupling unit, in particular a corresponding coupling unit, of another rail transport carriage, transmits a, in particular continuous or cyclic, coupling open signal to a carriage control unit, in particular the carriage control unit Coupling open signal transmitted to a train control unit.
  • the car control unit and possibly a train control unit connected to it continuously receive a signal defining the end of the train. This allows the train control unit to continuously check the integrity of the train network.
  • FIG. 1 shows schematically a rail transport car with an automatic coupling system according to the invention
  • FIG. 2 shows a flow chart for the recognition of a rail car as a middle car using the automatic coupling system according to the invention
  • FIG. 3 a flowchart for the recognition of a rail car as an end car using the automatic coupling system according to the invention.
  • FIG. 1 shows schematically a rail transport car, for example a freight car 1, with an automatic coupling system according to the invention.
  • the freight wagon 1 has two coupling units 2A, 2B, one of which is arranged at each end of the freight wagon 1.
  • the coupling units 2A, 2B are used to couple additional rail cars or a rail car, for example a locomotive 10, to the freight car 1.
  • the locomotive 10 provides the drive for the train combination.
  • a coupling of a locomotive 10 to the freight car 1 defines the side of the freight car 1 to which the locomotive 10 is coupled as the locomotive side, or the railcar side of the freight car 1 in the train combination.
  • a non-locomotive side or train end side of the freight car 1 is defined as the side on which the freight car 1 is only coupled together with other rail transport cars that are not railcars. Even if no other rail transport car is coupled to the side of the freight car 1 opposite the locomotive side, this side is to be understood as the non-locomotive side or as the end of the train side and is defined as such.
  • Train combinations that are put together as multiple locomotive trains are also possible, for example with a second, third or fourth locomotive within the train combination, whereby the locomotives can be arranged between rail transport cars or between rail transport cars and locomotive or between two locomotives.
  • the coupling units of locomotives arranged within the train combination can be designed in the same way or have the same functions as the coupling units 2A, 2B of the automatic coupling system according to the invention. This makes it possible not to leave a train end part inside the train open, but rather to couple a locomotive whose coupling system is analogous to the coupling system according to the invention or includes a coupling system according to the invention.
  • Each clutch unit 2A, 2B has a mechanical and a signal-transmitting clutch device 3A, 3B.
  • the mechanical part and The signal-transmitting part of the coupling device 3A, 3B can either be designed separately from one another or as components integrated into one another.
  • the mechanical part of the coupling unit 2A, 2B couples a corresponding mechanical part of a coupling unit of another rail transport car, in such a way that a mechanically sufficient connection is created between the rail transport cars so that operation of the train combination comprising the rail transport cars coupled to one another is possible and permitted.
  • the signal-transmitting part of the coupling device 3A, 3B is designed in such a way that there is sufficient protection against contact when the coupling device 3A, 3B is open, in particular if the signal is provided as an electrical signal.
  • the signal-transmitting part is also provided with sufficient strain relief so that no unacceptable mechanical forces are transmitted to the signal-transmitting interface or any associated components, such as cables or plug connections.
  • each clutch unit 2A, 2B includes an associated clutch control unit CCU_A, CCU_B, each of which has a relay 4A, 4B.
  • the clutch control unit CCU_A, CCU_B can be electrically connected in parallel to the relay 4A, 4B assigned to the respective clutch control unit CCU_A, CCU_B.
  • the coupling control unit CCU_A, CCU_B can also detect a transmission of the signal via the interface between the coupling unit of the adjacent rail car and its own coupling unit 2A, 2B and also a transmission of the signal via the electrical connection or line 7 from one coupling unit 2A, 2B to the other.
  • the coupling control units CCU_A, CCU_B can transmit information to a wagon control unit WCU, for example whether one of the coupling units 2A, 2B and, if so, which one, is coupled to a rail transport car or a rail transport car or a series of rail transport cars which are coupled to a rail transport car.
  • the coupling control units CCU_A, CCU_B can transmit information as to whether and, if so, which of the coupling units 2A, 2B is not coupled to a rail transport car or a rail transport railcar.
  • the electrical lines 7 can be interrupted or closed using the relays 4A, 4B.
  • the clutch control units CCU_A, CCU_B can each open or close the relay 4A, 4B assigned to them.
  • the clutch control unit CCU_A can close the relay 4A when the clutch control unit CCU_A detects that a signal, for example an operating voltage of 400V, is being transmitted via the interface. If the relay 4A is closed, the signal is passed on via the electrical line 7.
  • the clutch control unit CCU_B detects the signal transmitted via the electrical line 7. At the same time or as a result of the detection of the signal, the clutch control unit CCU_B uses the sensor to check whether the mechanical clutch of the clutch unit 2B is properly closed or opened.
  • the coupling unit 2B closes the relay 4B, so that the signal is transmitted or forwarded to the next attached rail carriage via the relay and the interface of the coupling unit 2B.
  • the clutch control unit CCU_B also recognizes, for example due to the sequential switching of the signal, that the signal was forwarded via the electrical connection 7 and was not received via the interface of the associated clutch unit 2B. This allows the coupling control unit CCU_B to determine its side of the rail car as the end of the train.
  • the clutch unit 2B leaves the relay 4B in the open position. In this way, the electrical contacts of the signal-transmitting coupling part remain voltage-free, which avoids endangering the operator.
  • the relays 4A, 4B make it possible to switch an electrical connection 7 through the rail car, so that a next rail car to be coupled behind the rail car can also receive the signal emitted by the railcar when it couples to the previous rail car.
  • the relays 4A, 4B also enable the signal to be forwarded with a time delay and in a specific sequence from the coupling unit 2A, 2B coupled on the railcar side to the other coupling unit 2A, 2B, whereby it can be determined that it itself is not the coupling unit 2A on the railcar side , 2B is.
  • the coupling control units CCU_A can also be connected to a wagon control unit WCU, for example via a data bus 9, so that it receives information about the orientation of the freight wagon 1 with respect to the railcar 10.
  • the additional clutch control unit CCU_B also performs a corresponding function.
  • the car control unit can also communicate with a train control system TCMS.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

L'invention concerne un système de couplage automatique comprenant une première unité de couplage (2A, 2B) destinée à être disposée à une première extrémité d'un chariot de trafic ferroviaire et une seconde unité de couplage (2A, 2B) destinée à être disposée à une seconde extrémité du chariot de trafic ferroviaire, la première et la seconde unité de couplage (2A, 2B) comprenant chacune ce qui suit : - au moins un dispositif de couplage (3A, 3B) pour coupler mécaniquement le chariot de trafic ferroviaire à un autre chariot de trafic ferroviaire et/ou à une locomotive de trafic ferroviaire avec un dispositif de couplage correspondant (3A, 3B) de façon à transmettre des signaux, le dispositif de couplage (3A, 3B) ayant au moins une interface de transmission de signal qui peut être connectée ou est connectée à une interface correspondante d'un dispositif de couplage de l'autre chariot de trafic ferroviaire et/ou de la locomotive de trafic ferroviaire de façon à transmettre des signaux, - au moins une, en particulier les deux, unité(s) de couplage (2A, 2B) étant conçue(s) pour détecter un signal qui est transmis par l'intermédiaire de l'interface de l'unité de couplage (2A, 2B).
PCT/EP2023/069186 2022-07-14 2023-07-11 Système de couplage automatique pour déterminer un ordre de chariot et/ou une orientation d'un chariot de trafic ferroviaire dans un trafic de fret ferroviaire WO2024013168A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022117552.9 2022-07-14
DE102022117552.9A DE102022117552A1 (de) 2022-07-14 2022-07-14 Automatisches Kupplungssystem zur Ermittlung einer Wagenreihung und/oder einer Ausrichtung eines Schienenverkehrswagens im Schienengüterverkehr

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Publication Number Publication Date
WO2024013168A1 true WO2024013168A1 (fr) 2024-01-18

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DE (1) DE102022117552A1 (fr)
WO (1) WO2024013168A1 (fr)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4689602A (en) 1985-03-20 1987-08-25 Mitsubhiki Denki Kabushiki Kaisha Railway car order selecting system
DE29521037U1 (de) 1995-03-14 1996-07-18 Deutsche Bahn AG, 10365 Berlin Datenkommunikationssystem für Güterzüge
DE19929644A1 (de) 1999-06-28 2001-01-11 Deutsche Bahn Ag System zur Initialisierung von Zügen auf Basis eines Datenkommunikationssystems, bei dem allen Kommunikationsteilnehmern die Informationen in der Initialisierungsphase zugänglich sind
DE202012012558U1 (de) 2012-01-18 2013-05-22 Christian Oliver Kuhn Vorrichtung und System zur automatischen Erkennung der Wagenreihung von Zügen
DE102017208888A1 (de) 2017-05-24 2018-11-29 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren zur sicheren Durchführung einer Zugtaufe
DE102017113213A1 (de) 2017-06-15 2018-12-20 Asto Telematics Gmbh Anordnung zur Zusammenstellung und/oder Bestimmung der Wagenreihung und/oder Überprüfung der Vollständigkeit eines Schienenfahrzeugs, ein Verfahren und dessen Verwendung
EP3895954A1 (fr) * 2020-04-09 2021-10-20 Voith Patent GmbH Attelage, en particulier attelage automatique, véhicule guidé sur rail doté d'un tel attelage, ainsi que convoi de véhicules et système de communication de convoi de véhicules

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4689602A (en) 1985-03-20 1987-08-25 Mitsubhiki Denki Kabushiki Kaisha Railway car order selecting system
DE29521037U1 (de) 1995-03-14 1996-07-18 Deutsche Bahn AG, 10365 Berlin Datenkommunikationssystem für Güterzüge
DE19929644A1 (de) 1999-06-28 2001-01-11 Deutsche Bahn Ag System zur Initialisierung von Zügen auf Basis eines Datenkommunikationssystems, bei dem allen Kommunikationsteilnehmern die Informationen in der Initialisierungsphase zugänglich sind
DE202012012558U1 (de) 2012-01-18 2013-05-22 Christian Oliver Kuhn Vorrichtung und System zur automatischen Erkennung der Wagenreihung von Zügen
DE102017208888A1 (de) 2017-05-24 2018-11-29 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren zur sicheren Durchführung einer Zugtaufe
DE102017113213A1 (de) 2017-06-15 2018-12-20 Asto Telematics Gmbh Anordnung zur Zusammenstellung und/oder Bestimmung der Wagenreihung und/oder Überprüfung der Vollständigkeit eines Schienenfahrzeugs, ein Verfahren und dessen Verwendung
EP3895954A1 (fr) * 2020-04-09 2021-10-20 Voith Patent GmbH Attelage, en particulier attelage automatique, véhicule guidé sur rail doté d'un tel attelage, ainsi que convoi de véhicules et système de communication de convoi de véhicules

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