[0001] The present invention relates to a method for determining an orientation of a rail
vehicle in a train assembly, which is adapted for such method.
[0002] Orientation detection means the detection of orientation of a rail vehicle on the
rail track, i.e. the orientation in longitudinal direction. Particularly, orientation
detection is done in order to know how ends of a rail vehicle are oriented in a train
assembly, or how ends of a rail vehicle are oriented relatively to another rail vehicle,
particularly to an adjacent rail vehicle.
[0003] Nowadays, orientation detection of vehicles in railway applications is done by local
communication gateways talking to each other's via cable and using various means for
the orientation detection, such as e.g. side selective cabling with different voltages,
or relays, which separate the cable and allow the gateways to check on one side and
then on the other side if communication to a leading vehicle me by set up.
[0004] Safe detection of the orientation remains difficult and is practically impossible
on older systems. Furthermore, automatic orientation detection of locomotives in trains
with no electrical connection, e.g. freight trains without UIC cable, is not possible
today.
[0005] US 5,986,579 relates to a method and apparatus for determining railcar order in an ECP equipped
train involving the inherent propagation delay of a pneumatic signal propagation in
a brake air line as measured by each car and used to determine the car order in the
train. However,
US 5,986,579 does not provide with a method for determining an orientation of a rail vehicle within
a train assembly.
[0006] Document
EP0968897-A2 discloses a method for determining an orientation of a rail vehicle in a train assembly
according to the preamble of claim 1. The task of the invention is to provide with
a solution for one or more of these problems.
[0007] According to a basic idea of the invention, an existing pressurized air line, which
is usually the air line of a brake system, i.e. the main brake pipe, is used as signal
line for orientation detection. The air line connects rail vehicles of a train assembly.
A rail vehicle of the train assembly, whose orientation is to be detected, is equipped
with sensors that are placed at different positions in longitudinal direction. The
sensors are adapted for measuring a signal, particularly a pressure wave, that propagates
through the air line in longitudinal direction. A time shift between the signal at
both sensors can be measured. The direction of signal extension through the air line
is known and the orientation of the rail vehicle, or of more rail vehicles that are
each equipped with mentioned sensors, can be determined from the time shift, i.e.
from the information which one of the sensors detects the signal first and which one
detects the signal later.
[0008] The invention provides with a simple concept for orientation detection which is independent
from the used communication system, relying solely on the main brake pipe. Furthermore,
train integrity can be checked in the same process.
[0009] The invention particularly provides with a method for determining an orientation
of a rail vehicle in a train assembly according to claim 1.
[0010] In one embodiment, rail vehicles in the train assembly can independently from each
other (i.e. independently from any other rail vehicle in the train assembly) be selected
from a rail car or a locomotive.
[0011] A rail vehicle whose orientation is to be determined is preferably a rail car or
a locomotive. A rail vehicle comprising mentioned sensors is preferably a rail car
or a locomotive. The train assembly may comprise a plurality of rail cars, wherein
one or more of these rail cars may comprise a first and a second sensor. The train
assembly comprising a plurality of rail cars preferably also comprises at least one
locomotive.
[0012] In a very beneficial embodiment, the rail vehicle, whose orientation is determined,
is a locomotive. The locomotive may be a locomotive which is located within the train
assembly, i.e. between two adjacent rail vehicles, or a locomotive which is located
at an end of a train assembly.. It is very important to determine the orientation
of a locomotive.
[0013] In a specific embodiment, the locomotive, whose orientation is detected, is not a
first or a leading locomotive but a second and/or a further (e.g. third, fourth...)
locomotive in a train assembly, which is present in addition to the first locomotive.
Then, orientation relatively to the first locomotive can be detected.
[0014] The air line usually comprise first sections which are located within a rail vehicle,
and second sections, which are located between adjacent rail vehicles.
[0015] When the pneumatic signal is sent through the air line, the pneumatic signal propagates
through the rail vehicles of the train assembly that are connected by the air line.
[0016] The air line may be a brake pipe. Sending a pneumatic signal through said air line
can be done by a brake application, if the air line is a brake pipe.
[0017] The first and second sensor are connected to the air line in such a manner that a
signal from the air line, particularly a pressure or flow, can be measured.
[0018] In one embodiment, the first sensor and the second sensor are a pressure sensor.
A pressure sensor is adapted to determine a pressure or pressure change, as a pneumatic
signal.
[0019] The distance between the first and second sensor, in longitudinal direction, may
be selected in a manner suitable for accurately detecting a time shift. It may be
benefical to choose the distance between the first and the second sensor as far as
possible. The first position of the first sensor may be at, near to, or adjacent to
a first end of the rail vehicle. The second position of the second sensor may be at,
near to, or adjacent to a second end of the rail vehicle.
[0020] In one embodiment, the pneumatic signal is sent from a leading locomotive, which
is placed at a first end of the train assembly. The leading locomotive is to be distinguished
from another locomotive, whose orientation is to be determined according to the method
of the invention. Said another locomotive may be located at a second end of the train
assembly or within the train assembly.
[0021] According to the invention, the pneumatic signal comprises a specific pressure pattern.
Such pattern may be a pattern of pressure drops that occur at specific times and/or
for a specific time period. Such pattern may be used for different purposes.
[0022] In one specific embodiment the pressure pattern is used as a command that the orientation
of the rail vehicle shall be determined. Information about the pattern is sent via
radio. This allows the communication partner to clearly identify the command for direction
detection.
[0023] According to the invention, the pressure pattern is used as identification signal
for the train assembly. Information about the pattern is sent via radio. This allows
control whether different elements are on in the same train. Latter is for example
mandatory for multiple locomotive operation on trains with radio remote control.
[0024] In another aspect, not belonging to the present invention it is disclosed a train
assembly, comprising
- a plurality of rail vehicles,
- wherein said plurality of rail vehicles are linked by a pressurized air line,
- wherein at least one of the rail vehicles comprises, at a first position, in longitudinal
direction, a first sensor, for detecting a pneumatic signal in the air line, and
- wherein the at least one rail vehicle comprises, at a second position, in longitudinal
direction, a second sensor, for measuring a pneumatic signal in the air line.
[0025] In a specific example, not belonging to the present invention the train assembly
comprises a control unit, which is adapted for performing one or more of the following
steps, in each possible combination:
- detecting a pneumatic signal from the first sensor and from the second sensor,
- determining a signal-time shift between the pneumatic signal at the first sensor and
the pneumatic signal at the second sensor,
- determining an orientation of the rail vehicle from said signal-time shift.
[0026] The control unit can be used in a method of the invention. Each of a rail vehicle
in the train assembly may comprise such control unit.
[0027] The control unit can be adapted for performing following step, preferably in addition
to one or more of above mentioned steps:
- sending a pneumatic signal through the air line.
[0028] This step can preferably be performed by a control unit which is located in a leading
vehicle in the train assembly, for example a leading locomotive. The leading vehicle
may be the first vehicle in the assembly.
[0029] Sending a pneumatic signal through the air line can, as an alternative, be performed
by a brake control unit, which may be different from above-mentioned control unit.
[0030] Hereinafter, the invention is illustrated by working examples.
BRIEF DESCRIPTION OF THE DRAWINGS:
[0031]
- Fig. 1
- a train assembly
- Fig. 2
- a depression from a brake application in the brake pipe
- Fig. 3a-c
- details of Fig. 2
[0032] Fig. 1 shows a train assembly 10, comprising rail vehicles, e.g. rail cars 1, 12
and locomotive 11, which is a leading locomotive. Rail vehicle 1 comprises at a first
end a first pressure sensor 2 and at a second end a second pressure sensor 3. Rail
car 12 comprises a first pressure sensor 13 and a second pressure sensor 14. The locomotive
11 comprises a first pressure sensor 15 and a second pressure sensor 16. The order
of vehicles can be changed. Each rail car shown in Fig. 1 can be a locomotive or vice
versa.
[0033] Mentioned pressure sensors are in contact with the pressurized air line 17, which
is the brake pipe of the train. Sections 4 of the brake pipe 17 are sections within
vehicles, i.e. within rail cars 1, 12 and locomotive 11. Sections 5 of the brake pipe
are sections between rail vehicles
[0034] The longitudinal direction L is indicated by arrow.
[0035] A method for orientation detection can be performed as follows:
Leading locomotive 11 applies a pneumatic signal on the brake pipe 17. A pressure
wave (pressure drop) extends from the locomotive 11 in longitudinal direction L.
[0036] Rail cars 1, 12 in the train assembly 10 can detect this pattern. Pressure sensors
2 and 3, placed distantly from each other, here at both ends 18, 19 of the rail car
1, detect the pattern with a time difference. Pressure sensor 2 detects the pressure
drop earlier than pressure sensor 3. Signals from the pressure sensors 2 and 3 are
sent to the control unit 20 which detects the time difference (connections between
sensors and control unit not shown). Each rail vehicle has its own control unit. This
leads to the knowledge of the direction of the pressure wave relatively to the rail
car 1. It is known that the pneumatic signal was sent from the locomotive, i.e. from
the head of the train assembly 10. So, it is known that end 18 of rail car 1 is oriented
towards the locomotive, i.e. in driving direction, and that end 19 of rail car 1 is
oriented in opposite direction. If rail car 1 was turned, within the assembly, pressure
sensor 19 would detect the signal before pressure sensor 18, and it would be known
that end 19 of rail car 10 is oriented towards the locomotive, i.e. in driving direction.
[0037] The same method can be performed with regard to rail car 12, and pressure sensors
13, 14, which are also connected to the central control unit 20.
[0038] Pressure sensors 15 and 16 of the locomotive are not used in this example. But they
can be used in the same manner as pressure sensors 2, 3, 13, 14 when the locomotive
11 is not a leading locomotive but a second locomotive within a train assembly. Then,
orientation relatively to a leading locomotive can be detected.
[0039] Fig. 2 shows a depression (from a brake application) in a brake pipe of a 750m long
train with 37 wagons of 20m length each. The delay between the head of train (left
curve, P2) and the end of train (right curve, P4) is clearly visible. As well is visible
the delay between one end and the other end of a wagon in the middle of the train,
shown by the curves P1 and P3 between the curves P2 and P4.
[0040] The graphs in Fig. 3a-3c show various details in the middle of the train. Fig. 3a
shows the overall picture, in Fig. 3b and 3c a zoom has been applied to the first
pressure drop scene. Fig. 3a-3c show the pressure at the beginning and at the end
of the wagon measured by two sensors at 20m distance.
[0041] The graphs clearly show that by simply applying a service brake enough information
can be sensed and processed necessary to detect the flow direction of the depression
wave. A depression of 0.1 bar between 4.8 bar and 5 bar can be well measured at both
ends of the wagon with 200ms difference. The steep slope at the beginning of the brake
application is easily detectable and can be used for the data acquisition. The process
is enough slow and uncritical for state of the art sensor technology.
List of reference numerals
[0042]
- 1
- rail car
- 2
- first sensor
- 3
- second sensor
- 4
- sections of the pressurized air line
- 5
- sections of the pressurized air line
- 10
- train assembly
- 11
- locomotive
- 12
- rail car
- 13
- first sensor
- 14
- second sensor
- 15
- first sensor
- 16
- second sensor
- 17
- pressurized air line
- 18
- first end
- 19
- second end
- 20
- leading locomotive
1. A method for determining an orientation of a rail vehicle in a train assembly and
for controlling whether different rail vehicles are in the same train assembly,
- the train assembly (10) comprising a plurality of rail vehicles (1, 11, 12),
- wherein said plurality of rail vehicles are linked by a pressurized air line (17),
- wherein at least one of the rail vehicles (1, 11, 12) comprises, at a first position,
in longitudinal direction (L), a first sensor (2, 13, 15), for detecting a pneumatic
signal in the air line (17), and
- wherein the at least one rail vehicle (1, 11, 12) comprises, at a second position,
in longitudinal direction (L), a second sensor (3, 14, 16), for measuring a pneumatic
signal in the air line (17),
the method comprising
- sending a pneumatic signal through said air line (17),
- detecting the pneumatic signal at the first sensor (2, 13, 15) and at the second
sensor (3, 14, 16),
- determining a signal-time shift between the pneumatic signal at the first sensor
(2, 13, 15) and the pneumatic signal at the second sensor (3, 14, 16),
- determining the orientation of the rail vehicle (1, 11, 12) from said signal-time
shift
characterized in that
the pneumatic signal comprises a specific pressure pattern which is used as identification
signal for the train assembly (10) and
wherein the train assembly has a radio remote control and information about the pressure
pattern is sent via radio in order to control whether different rail vehicles of the
plurality of rail vehicles are in the train assembly.
2. The method of claim 1, wherein the first sensor (2, 13, 15) and the second sensor
(3, 14, 16) are selected from a pressure sensor or a flow sensor, wherein the pneumatic
signal is a pressure or pressure change, or wherein the pneumatic signal is a flow
or flow change.
3. The method of one of the preceding claims, wherein the first position is at or near
to a first end (18) of the rail vehicle (1).
4. The method of one of the preceding claims, wherein the second position is at or near
to a second end (19) of the rail vehicle (1).
5. The method of one of the preceding claims, wherein the pneumatic signal is sent from
a leading locomotive (11), which is placed at an end of the train assembly.
6. The method of one of the preceding claims, wherein the specific pressure pattern is
used as a command that the orientation of the rail car (1, 12) or the locomotive (11)
shall be determined.
7. The method of one of the preceding claims, wherein the pressure pattern is a pattern
of pressure drops that occur at specific times and/or for a specific time period.
8. The method of one of the preceding claims, wherein the rail vehicle is a rail car
or a locomotive.
1. Verfahren zur Bestimmung der Ausrichtung eines Schienenfahrzeugs in einem Zugverband
und zum Kontrollieren, ob sich unterschiedliche Schienenfahrzeuge im gleichen Zugverband
befinden,
- wobei der Zugverband (10) eine Vielzahl von Schienenfahrzeugen (1, 11, 12) umfasst,
- wobei die Vielzahl von Schienenfahrzeugen durch eine Druckluftleitung (17) verbunden
sind,
- wobei mindestens eines der Schienenfahrzeuge (1, 11, 12) in einer ersten Position
in Längsrichtung (L) einen ersten Sensor (2, 13, 15) zum Detektieren eines pneumatischen
Signals in der Luftleitung (17) umfasst, und
- wobei das mindestens eine Schienenfahrzeug (1, 11, 12) in einer zweiten Position
in Längsrichtung (L) einen zweiten Sensor (3, 14, 16) zum Messen eines pneumatischen
Signals in der Luftleitung (17) umfasst,
wobei das Verfahren umfasst:
- Senden eines pneumatischen Signals durch die Luftleitung (17),
- Detektieren des pneumatischen Signals am ersten Sensor (2, 13, 15) und am zweiten
Sensor (3, 14, 16),
- Bestimmen einer Signal-Zeit-Verschiebung zwischen dem pneumatischen Signal am ersten
Sensor (2, 13, 15) und dem pneumatischen Signal am zweiten Sensor (3, 14, 16),
- Bestimmen der Ausrichtung des Schienenfahrzeugs (1, 11, 12) aus der Signal-Zeit-Verschiebung,
dadurch gekennzeichnet, dass das pneumatische Signal ein spezifisches Druckmuster umfasst, das als Identifikationssignal
für den Zugverband (10) genutzt wird, und wobei der Zugverband über eine Funkfernsteuerung
verfügt und Informationen über das Druckmuster via Funk gesendet werden, um zu kontrollieren,
ob sich unterschiedliche Schienenfahrzeuge unter der Vielzahl von Schienenfahrzeugen
in dem Zugverband befinden.
2. Verfahren nach Anspruch 1, wobei der erste Sensor (2, 13, 15) und der zweite Sensor
(3, 14, 16) aus einem Drucksensor oder einem Strömungssensor ausgewählt sind, wobei
das pneumatische Signal ein Druck oder eine Druckänderung ist, oder wobei das pneumatische
Signal eine Strömung oder Strömungsänderung ist.
3. Verfahren nach einem der vorangehenden Ansprüche, wobei sich die erste Position bei
oder nahe einem ersten Ende (18) des Schienenfahrzeugs (1) befindet.
4. Verfahren nach einem der vorangehenden Ansprüche, wobei sich die zweite Position bei
oder nahe einem zweiten Ende (19) des Schienenfahrzeugs (1) befindet.
5. Verfahren nach einem der vorangehenden Ansprüche, wobei das pneumatische Signal von
einer leitenden Lokomotive (11) gesendet wird, die an einem Ende des Zugverbands platziert
ist.
6. Verfahren nach einem der vorangehenden Ansprüche, wobei das spezifische Druckmuster
als ein Befehl verwendet wird, dass die Ausrichtung des Triebwagens (1, 12) oder der
Lokomotive (11) bestimmt werden soll.
7. Verfahren nach einem der vorangehenden Ansprüche, wobei das Druckmuster ein Muster
von Druckabsenkungen ist, die zu bestimmten Zeiten und/oder für einen bestimmten Zeitraum
auftreten.
8. Verfahren nach einem der vorangehenden Ansprüche, wobei das Schienenfahrzeug ein Triebwagen
oder eine Lokomotive ist.
1. Procédé pour déterminer une orientation d'un véhicule ferroviaire dans un ensemble
train et pour contrôler si différents véhicules ferroviaires se trouvent dans le même
ensemble train,
- l'ensemble train (10) comprenant une pluralité de véhicules ferroviaires (1, 11,
12),
- dans lequel ladite pluralité de véhicules ferroviaires sont liés par une conduite
d'air (17) comprimé,
- dans lequel au moins un des véhicules ferroviaires (1, 11, 12) comprend, à une première
position, dans la direction longitudinale (L), un premier capteur (2, 13, 15), pour
détecter un signal pneumatique dans la conduite d'air (17), et
- dans lequel l'au moins un véhicule ferroviaire (1, 11, 12) comprend, à une deuxième
position, dans la direction longitudinale (L), un deuxième capteur (3, 14, 16), pour
mesurer un signal pneumatique dans la conduite d'air (17), le procédé comprenant
- l'envoi d'un signal pneumatique à travers ladite conduite d'air (17),
- la détection du signal pneumatique au niveau du premier capteur (2, 13, 15) et au
niveau du deuxième capteur (3, 14, 16),
- la détermination d'un décalage de temps de signal entre le signal pneumatique au
niveau du premier capteur (2, 13, 15) et le signal pneumatique au niveau du deuxième
capteur (3, 14, 16),
- la détermination de l'orientation du véhicule ferroviaire (1, 11, 12) à partir dudit
décalage de temps de signal
caractérisé en ce que
le signal pneumatique comprend un motif de pression spécifique qui est utilisé comme
signal d'identification pour l'ensemble train (10) et
dans lequel l'ensemble train comporte une commande radio à distance et des informations
concernant le motif de pression sont envoyées via radio afin de contrôler si différents
véhicules ferroviaires de la pluralité de véhicules ferroviaires se trouvent dans
l'ensemble train.
2. Procédé selon la revendication 1, dans lequel le premier capteur (2, 13, 15) et le
deuxième capteur (3, 14, 16) sont sélectionnés parmi un capteur de pression ou un
capteur de débit, dans lequel le signal pneumatique est une pression ou un changement
de pression, ou dans lequel le signal pneumatique est un débit ou un changement de
débit.
3. Procédé selon l'une des revendications précédentes, dans lequel la première position
est à une première extrémité (18) du véhicule ferroviaire (1) ou près de celle-ci.
4. Procédé selon l'une des revendications précédentes, dans lequel la deuxième position
est à une deuxième extrémité (19) du véhicule ferroviaire (1) ou près de celle-ci.
5. Procédé selon l'une des revendications précédentes, dans lequel le signal pneumatique
est envoyé depuis une locomotive (11) de tête, qui est placée à une extrémité de l'ensemble
train.
6. Procédé selon l'une des revendications précédentes, dans lequel le motif de pression
spécifique est utilisé comme instruction que l'orientation du wagon ferroviaire (1,
12) ou de la locomotive (11) est à déterminer.
7. Procédé selon l'une des revendications précédentes, dans lequel le motif de pression
est un motif de chutes de pression qui se produisent à des moments spécifiques et/ou
pendant une période de temps spécifique.
8. Procédé selon l'une des revendications précédentes, dans lequel le véhicule ferroviaire
est un wagon ferroviaire ou une locomotive.