DE10131585A1 - Identifying train vehicles involves reading vehicle-specific information from identification elements, storing for each train to associate information content and vehicle positions in train - Google Patents

Abstract

The method involves using identification elements applied to the vehicle, fixed read-out or polling elements coupled to at least one higher level data processing and storage unit and at least one receiver unit for evaluating the acquired information by conventional desired/actual value comparison. Vehicle-specific information is read from the identification elements and stored for each train for associating information content, position in train.

Description

The invention relates to a method for identifying vehicles by means of Identification elements attached to vehicles, stationary readout or query elements connected to at least one higher-level data processing and storage are coupled, and at least one receiving unit for evaluation of the recorded information as part of a known target / actual value Comparison.

The generally prevailing obligation to optimize producti based on costs ons procedure also applies to operators of rail transport and rail transport Infrastructures. Despite the progress made so far, and capital-intensive production processes.

So it is z. B. State of the art that after the new or remodeling train associations the individual vehicles of the train association were walked by an employee be, which this attached to the vehicles or vehicle accompanying documents manually entered data (wagon list) and then the data on this basis required parameters for setting the train brake and the train driver passes. Apart from the tediousness of this procedure, the Ver also works These optically recognizable codes (boards etc...) are susceptible to soiling. Previous automation approaches in this area are based on networking of the leading vehicle ("master") with the other vehicles ("slaves") via egg electronic train bus. However, this has the disadvantage that a continuous off All vehicles must be equipped with this train bus. A manual Individual vehicles not equipped with a train bus are not included in the system possible. In addition, the retrofitting of a train bus is in the existing ones Vehicles with a high engineering effort and correspondingly high costs connected.

Another example is the procedure for releasing a Track section for the next train after being driven by a front outgoing train.

It is state of the art, the occupancy of a track section by physical Check mechanisms of action, such as. B. track circuits or at the beginning and at the end of the track section arranged track switching means (usually axle counter). The most important The disadvantage of this method is that it requires cabling on the track side conditional high capital expenditure. Approaches to overcoming this problem are concerned with networking the trackside elements via radio data transmission.  

The complex adjustment work on the electrical and mechanical components However, ten of the track circles or axle counters remain. Another suggestion which can compensate for these disadvantages is that described in JP 2000-016292 A. Use of transponder technology. However, the conception of this system clearly on the genre-only facility operation - as he z. B. on subways or trams is typical - aligned and cannot undertake any production processes support for which knowledge of train or vehicle-specific data is required. A General description of the contactless automated reading of data from Vehicles - albeit related to another application (road toll) and with a different teaching regarding the use of the data read out - can also be found in DE 69 02 8756.

Other development approaches, the aim of which is also to dispense with fixed installations conditions for track vacancy detection are concentrated on one with on-board only Train completeness monitoring that can be implemented in devices. You are however, currently in a technological cul-de-sac, since the practical tests are not deliver operational results.

DE 198 33 279 also describes the monitoring of train completeness using GPS. However, it is well known that in shaded areas - ie route stretching fen with unfavorable topography, incisions, tunnels,. , , - no contact to the satellite and thus there is no functionality of the monitoring system. This is however not acceptable for a safety application.

Train completeness systems using devices attached to the end of the train actively determining their status have proven vulnerable to loss (especially Theft) and proven to be extremely costly.

The invention has for its object a method for the identification of iron to develop rail vehicles that support both the production processes and the operations Support train and fixed rail infrastructure can, the use of which requires a comparatively small expenditure of time and capital The availability of the required vehicle and train-specific data in the Production system increased. In addition, the method must also be used in conjunction with individual technically not equipped vehicles are functional and operational remain applicable so that migration scenarios can be implemented.

This object is invented in connection with the preamble of claim 1 solved according to the invention in that vehicle identification from the identification elements  cal information is read out and saved for each train set, so that a fixed assignment between information content and position of the correspond the vehicle is created in the train set, the identification elements Contain information through the unchangeably constant described the properties of the vehicle and I or current changes in a variable manner status or current characteristics of the vehicle and 1 or its load be written.

The method according to the invention is based on stationary from passing the train Interrogation or readout stations along the rail route data to downstream Dispositive, I&C or security systems (e.g. transport monitoring chung or interlockings) are available, ensuring that this after following use of the data both query ways are possible: it can both information on individual vehicles locally from the entire train association As well as status information about the entire train set the relation to the individual element "vehicle" can be generated.

An advantageous embodiment of the method consists in using the information the wagon number, length and unladen weight of the wagon as well as the load weight for creating car lists and brake pads. When using the information about The sender and recipient of the cargo is also electronic Freight accompanying documents possible. The receiving and evaluation unit is sensible fully in the driver's immediate work area, so the time complex and risky transfer of the data to them as well the provision of paper documents in the driver's cab can be dispensed with.

According to the invention, it is further proposed that the identification be more conspicuous or de perfect vehicles (e.g. overheated axle bearings, fixed brakes, impermissible transverse acceleration values,. , .) by coupling an evaluation station with the be Known sensors to facilitate hazard detection.

It is also particularly advantageous if information about the existence and type existing hazardous substances, as well as their position in the train set, both the train driver witnesses as well as the transport monitoring facilities / systems separately and can be made available automatically. The shipment tracking will thereby significantly easier.  

A particular field of application of the inventive idea is the track clearance. This is a prerequisite for issuing a driver's license to a train following and requires a complete clearance of the track section to be traveled by the train in front. In this case, the receiving and evaluation unit is part of a train protection system (e.g. signal box). There are basically two different, known methods of checking whether a train has completely cleared the track section:
The monitoring of whether the first and last vehicle have passed the test site only provides reliable results if it is ensured at the same time by operational measures that no vehicles without an identification element can be coupled to the last vehicle, which is already known as such to the system , In the case of light rail and subway systems with pure traffic and their train associations, this cannot be strengthened or weakened by hiring or exhibiting vehicles. On the other hand, for the operation of most full railways characterized by mixed traffic and shunting processes, monitoring the train length and the completeness of the train ("last vehicle passes the test site") are essential.

Finally, it is expedient if the last vehicle can be retrofitted in a simple manner Lich and / or temporarily equipped with an identification element can. Here, for example, the same is available on all vehicles signal support. This makes the functionality of the method for the purpose the track vacancy detection is guaranteed even if everyone is fully equipped vehicles with identification elements not running on a network can be achieved.

The invention is explained below using an exemplary embodiment, to which, however, it is in no way restricted. In the embodiment shown in Fig. 1, the inventive idea is applied to a rail-bound train. It approaches a train consisting of a leading vehicle, middle vehicle and a last vehicle on a track in the direction of travel of a stationary measuring station. The leading vehicle has a vehicle computer here and is equipped for radio-based data communication. All cars are equipped with identification elements - one transponder on each side of the car in the exemplary embodiment. The measuring station here has a proximity system, a transponder scanner and a transmission / reception system.

By means of the transmitting / receiving device, the measuring station can Contact communication equipped leading vehicle.

The leading vehicle now travels at a certain speed to the measuring station, which is activated by means of a proximity sensor. After a certain time, the transponder of the leading vehicle is in the reading area of the transponder scanner. In this reading area, the data of the transponder of the leading vehicle are read into the local computer (fixed computer) and stored with additional data, in particular times and locations. So there is a data content in the local computer of z. B .:
Reading time from the transponder of the leading vehicle: 19:54:31 (hh, mm, ss)
Registered vehicle: 365 465
Recorded radio address of the vehicle: 35777 (GSM R)
Location of the transponder scanner: Alzey line; Distance 12.23

As the train passes the transponder scanner, all existing ones are The transponder of all cars was read in and forwarded to the stationary computer. After a certain time, the last vehicle drives on the transponder scan ner / proximity system over. These are also from the transponder scanner Data read into the stationary computer. The proximity system will a certain time no longer recognized an object / vehicle and z. B. using time control the detection process is deactivated. The last read out Sene identification element is defined as a train conclusion.

All data read out while the train is passing by are sent to the driver Radio address of the recognized leading vehicle is sent and sent to the evaluators computer forwarded on the vehicle.

The result of the data collection is therefore:

• - length of train; Target / actual comparison with the stored reference value
• - number of the last vehicle; Target / actual comparison with the stored reference value
• - Free notification of the past up to the interrogation station (transponder scanner) reaching route section; Transmission of the free notification to the head office for the train control
• - determination of all carriages on the train; Provision of this data for lo histical or scheduling tasks (e.g. transport monitoring, shipment tracking supply).

Since by the inventive method, the exact location of both leading as well as the last vehicle of a train, it is suitable also as a functional fallback level for the new radio-based European trains systems according to the ETCS standard (European Train Control System), e.g. B. at Failure of the vehicle tracking system there.

The system according to the invention can also be used by using known ones Hazard detection systems - such as B. hot runner location systems for the detection of heat wheelset bearings of rail vehicles - for quick identification of the conspicuous current wagon / vehicle (i.e. it is found that e.g. on the Fz 365 456 9 in track 3 on the section between Alzey and Worms am Stre km 13.5 km on April 3, 1999 at 1:05 p.m. a danger of overheating Wheelset bearing exists). The previously required "search effort", e.g. B. by counting the Axes of the affected train, omitted.

Although the invention was explained using an exemplary embodiment, it is not by no means limited to this, but extends to demanding requirements attitudes that quickly become apparent to the specialist.

Claims (10)

1. A method for identifying vehicles by means of identification elements attached to the vehicles, stationary readout or query elements which are coupled to at least one superordinate data processing and storage unit, and at least one receiving unit for evaluating the detected information as part of a process Known setpoint / actual value comparison characterized in that vehicle-specific information is read out from the identification elements and stored for each train set, so that a fixed association between the information content and position of the corresponding vehicle in the train is created, the identification elements containing information , described by the unchanging properties of the vehicle and / or current conditions or current properties of the vehicle and / or its load are described in a variable manner. 2. The method according to claim 1, characterized in that the read In Formations in the receiving unit for creating car lists and / or electronic cargo wallpaper and / or to calculate the for the train association required braking parameters are used. 3. The method according to claim 1, characterized in that the read information mation, which describes the type of load, in the receiving unit in accordance with the Ge listed in the relevant legal regulations fuels is checked and if they match by the receiving and off value unit, a corresponding output signal "dangerous goods" is generated. 4. The method according to claim 1, characterized in that the read In formation that describes the vehicle number in combination with one per se Known sensors for detecting irregularities on the vehicle in the Receiver unit is used to identify the defective vehicle.   5. The method according to claim 1, characterized in that when driving past detected on the trackside query elements via the identification elements Length dimensions of the individual vehicles added and as information value "train length" be stored in the storage element. 6. The method according to claim 1, characterized in that when driving past detected on the trackside query elements via the identification elements Vehicle number of the last vehicle of a train set in the direction of travel as Information value "number of the last vehicle" stored in the storage element becomes. 7. The method according to claim 1, characterized in that when driving past detected on the trackside query elements via the identification elements Vehicle number of the first vehicle of a train set in the direction of travel as Information value "number of the first vehicle" stored in the storage element becomes. 8. The method according to claims 4 and 5, characterized in that the pre drive along the trackside query elements via the identification elements recorded information "train length" and "number of the last vehicle" with the stored values of the last previous reading or recording be compared and, if there is a match, a free notification of the past Track section is issued. 9. The method according to claims 5 and 6, characterized in that the pre drive along the trackside query elements via the identification elements recorded information "number of the first vehicle" and "number of the last Vehicle "with the stored values of the last previous Able Solution or recording are compared and if there is a match, a Freimel of the past track section is issued. 10. The method according to claim 7 or 8, characterized in that the in motion Direction of the last vehicle of a train group when the train is formed or for the first time Compilation of a train with a mobile identification element as Mar end of train is equipped.