DE102006005207A1 - Device for on-board monitoring of train completion - Google Patents

Abstract

A Device (1) for vehicle-side monitoring of completeness rail-bound vehicle associations (F) with a plurality of mutually coupled vehicles (8, 9) and at least one locating unit (4) for determining the position of the vehicle association (F) has at least one sensor (3) for determination the occurring shear and / or tensile forces in the range of at least one Connection of two vehicles (8, 9) of the vehicle grouping (F) coupled to one another and a monitoring unit (2) connected to at least one of the sensors (3) in the connection area and at least one locating unit (4) connected and for determining the train integrity by determining desired values of the thrust and / or tensile forces on the from the locating unit (4) determined position of the vehicle association (F) and comparing with at least one of the sensors (3) in the connection area determined actual values of the thrust and / or tensile forces is set up.

Description

The The invention relates to a device for on-vehicle monitoring of completeness railbound Vehicle associations, consisting of a plurality of mutually coupled vehicles, with at least one locating unit for determining the position of the Vehicle Association.

Currently In practice, the completeness of rail-bound vehicle associations exclusively determined with devices on the track. From the state of the art In addition, devices and methods are known which have a vehicle-side and not, as currently, a trackside determination of train completion enable.

For example, from the DE 101 12 920 A1 . DE 198 02 896 A1 . DE 198 28 906 C1 . DE 198 33 279 A1 . DE 199 02 777 A1 . DE 199 22 267 A1 . DE 199 30 252 A1 . DE 199 33 789 A1 . DE 298 23 381 U1 and DE 298 24 583 U1 Known devices and methods for train-side completeness control use the compressed air line to control the brakes, which is located in each train. In this case, the pressure and / or volume signals are continuously measured and evaluated in the compressed air line, which is concluded on the basis of suitable characteristics on a train separation.

From the DE 100 46 860 A1 and EP 1 316 489 A2 Furthermore, a method for vehicle-side train integrity control is known, in which an electrical signal is transmitted to an electrical line running through the entire train and evaluated.

Furthermore, in the DE 197 23 309 A1 and DE 100 54 230 C1 discloses a method in which determines the position of at least the first and the last vehicle of a train and determined on the basis of these two positions using a Streckenatlas the train length. If the train length exceeds a predefined tolerance range, then a train separation can be concluded.

In the DE 101 07 571 A1 and DE 102 48 246 A1 a method is described in which a train separation is concluded exactly when the radio signal of a radio transmitter installed at least on the last vehicle of a vehicle association can no longer be completely received at the nearest radio receiver. In this case, preferably also modern short-distance communication devices, such. B. according to the Bluetooth standard.

Furthermore, from the DE 199 51 259 A1 a device for detecting the train completeness known, which consists of a transmitting and receiving device respectively on the railcar and the last vehicle of the vehicle association, the transmitter emits a modulated signal in the form of an electromagnetic wave and the other receiver this signal on the duration and signal strength and compared with a pre-stored setpoint. If the signal is not in the setpoint range, an error signal is sent to a driving safety computer.

The DE 198 32 602 A1 and DE 199 63 258 A1 describe in each case a method for train length determination and train integrity control, wherein the vehicle association builds a radio link to a trackside track element and after passing the track element receives the signals determined by a trackside sensor.

main disadvantage the trackside train integrity control by axle counter and track circuits is the high investment needs and with the the inflexibility associated with stationary technology. Because the Track circuits and axle counters each monitor a section of fixed position and length, their number and arrangement has a direct influence on the route capacity. A Increase the capacity is thus possible only by costly reconstruction of the route. in the Contrary to the busy main lines where the track utilization justify the high investment needs, are in the field of Side routes with low traffic such investments do not made. this leads to in the end, to a poor utilization of the capacity of the track and due to the cost pressure threatens a massive track dismantling.

Of Furthermore, there is the problem that the equipment on the track themselves, which requires costly maintenance since the maintenance and repair personnel are at the installation site must go. Furthermore the plants are significant environmental influences such as temperature, humidity etc. exposed, resulting in a high load and a short life leads.

In the known from the prior art devices and methods for on-board monitoring of train completeness on the brake line, there is the disadvantage that these systems are subject to great uncertainties. Due to the high pressure fluctuations due to the application and release of the brakes and the frequent leaks within the system, the reliable detection of train separation is difficult. Furthermore, in such devices often major alterations are necessary, some of which also affect the vehicles themselves, the investment usually not economically ver are ver. This applies equally to the other devices and methods known from the prior art. Thus, devices that implement the train integrity check based on the electrical lines, only applicable to passenger trains, as they also have electrical lines for powering the individual vehicles. However, this is not possible with a freight train, as most of the vehicles do not have electrical wiring. Retrofitting with electrical lines is not useful from an economic point of view. This is particularly true for those devices and methods in which the train integrity is monitored using satellite positioning systems and / or modern radio communication equipment.

task It is therefore an object of the invention to provide an improved device for reliable, on-board determination of the occurring tensile and / or shear forces between the locomotive and the first attached wagon of a vehicle association to check the train integrity which can do without a trackside infrastructure.

The The object is achieved with the device of the type mentioned in the present invention by at least a sensor for determining the shear and / or tensile forces occurring in the area at least one connection between two vehicles coupled to each other a vehicle association and a surveillance unit with the at least one sensor in the connecting region between driving Vehicles and non-powered wagon train and at least one Detection unit connected and to determine the train completion by determining desired values the pushing and / or pulling forces the determined by the locating unit position of the vehicle association and comparing with the at least one of the sensors in the connection area determined actual values of the pushing and / or pulling forces is established.

Thereby will it be possible by means of the position of the vehicle association and preferably between the locomotive and the first attached vehicle to stepping on Shear and / or tensile forces proof of train completion on the vehicle side. This has the advantage of being on a costly and trackside infrastructure for investigation the train integrity can be waived. Furthermore, the device is designed to that expensive investments or conversion work on the vehicles themselves not necessary. Only one locating unit for determination the position of the vehicle body and at least one sensor for Determination of the occurring shear and / or tensile forces, for Example of the coupling or the buffers of the locomotive, as well a monitoring unit The type mentioned above is necessary to complete the train dynamically during to be able to determine the journey. As a result, only at one point of the vehicle association, namely in Connecting region of two mutually coupled vehicles, preferably between the traction unit and the first trailer, a conversion necessary. Expensive conversion measures at the other vehicles of the vehicle association, such as modern communication equipment or a continuous electrical Line are not required. This is economical and economical View particularly advantageous because the technical condition of the individual Vehicles of the vehicle association need not be considered.

In a particular embodiment is the monitoring unit connected to a data store, which allows for the deposit of a distance-related Reference force curve is set up. This reference force curve will pop up for each position the track a reference force deposited with the occurring Shear and / or tensile forces correlated in the connecting region of two vehicles coupled to each other. By means of the determined with the locating unit positions of the vehicle association can now determines the reference force at this position from the data memory and as the aforementioned target value in the determination the train integrity incorporated. For this purpose, the from the distance related reference force and Target value determined with the current position of the vehicle association with the currently detected shear and / or tensile forces, the as actual values are compared. The detected actual values deviate from the determined target values from, it can be concluded on a train separation.

there it is particularly advantageous if the distance-related reference force curve before the first Driving the route determined by a reference force-vehicle association and is deposited. With the help of this reference force vehicle association, the occurring Pushing and / or pulling forces measured along the route and along with the respective position of the vehicle association stored in the data memory. This will it is possible for every Position on the track to get a reference force. At a Evaluation of the relative force change A train separation can be recognized even if the number of wagons has changed become.

In a further advantageous embodiment, the desired values are calculated by means of a route topology stored in a data memory. Based on such a route Atlas and using the current position, the thrust and / or tensile forces at this position as Target values are determined and used to determine the train completion by comparing with the detected at the current position shear and / or tensile forces (actual values).

Especially advantageous here is that before the first driving the route no distance-related reference force curve by means of a reference force measuring vehicle association must be determined.

Especially It is advantageous if the monitoring unit to count of force impulses and comparisons with a predetermined number is set up by power pulses. This can be especially true at Starting or braking are used. If the individual vehicles of the vehicle association are not too tightly coupled, they stand after stopping usually denser than the length of the coupling between the individual vehicles of the vehicle association. This makes it possible for the Count the number of individual force impulses that result that the vehicles of the vehicle association are tightened one after the other become. If no vehicles have been disconnected during a stop, so the number of force impulses must be constant at each beginning, because it corresponds to the number of vehicles.

The reverse procedure, counting the power pulses of the incoming vehicles, can also be used when the train is operationally braked only by the locomotive becomes. Here, the start on the mountain is a special case. In the As a rule, the clutches between the individual vehicles by tensile forces loaded, so that no force pulses can be measured here.

At the Driving on a level track, that is when the vehicle association Completely rolls, a train separation from the monitoring unit is then detected when the thrust and / or pulling forces change despite constant speeds, as well when the power changes abruptly. The especially applies to the transition between a plane and a gradient or gradient. Also here occur in the Normally no sudden changes the pushing and / or pulling forces on. Furthermore, points at the passage through a transition a discontinuous course of shear and / or tensile forces on a vehicle dressing separation out. When driving on a slope is by the monitoring unit just then detected a vehicle dressing separation, if by the sensors a reduction of the pushing and / or pulling forces is detected.

at a ride on a downhill stretch in an unrestrained or non-braking vehicle body, d. H. if the entire vehicle body only braked by the locomotive is, a train separation from the detected shear and / or tensile forces by Determination of the total weight of the coupled railway vehicles be, as of a length the slope is larger than the vehicle association is a pitch-dependent thrust acts. There the entire vehicle association only from the leading or attached traction vehicle is braked, the weight of the shear and / or traction be measured on the buffers. Usually this is at low gradient or low speeds sufficiently accurately possible.

at A tub ride or dome ride can be the length of the vehicle association a sequential passage of the individual vehicles of the vehicle association by a sink enclosed on both sides by inclines at the Wan nenfahrt or dome at a Kuppenfahrt occurring Load changes with a respectively determined distance of the force sensor be determined on the traction unit and the sink or dome.

there It is particularly advantageous for the above steps needed Topology based on the current position of the vehicle association and one on a disk deposited route atlas can be determined.

Farther It is particularly advantageous that the monitoring unit with a Alarm unit is connected. Is the monitoring unit a vehicle dressing separation detected, an electrical signal is transmitted to the alarm unit, so that the vehicle association leader by visual, acoustic or haptic signals a vehicle dressing separation can be communicated.

short-term undesirable and measurement errors based force changes can by means of a suitable Low-pass filter are filtered out. For this it is advantageous if the monitoring unit and / or the force sensors a low pass filter for reduction the inevitable measurement noise and associated detected short-term force changes and elimination of such short - term force changes from those over the Time determined force gradients Has.

The The invention will be explained in more detail with reference to the accompanying drawings. It demonstrate:

1 A schematic representation of the apparatus for determining train completion;

2 The different sections considered in a case distinction;

3 - Sketch of a vehicle association with a train integrity control device installed in the locomotive.

The 1 shows a schematic representation of the device described above 1 to monitor train completion. Centerpiece of the device 1 is a monitoring unit 2 , The monitoring unit 2 is with at least one sensor 3 connected to determine the thrust and / or tensile forces occurring, wherein the one or more sensors 3 preferably in the connecting region of two vehicles coupled to one another, for example between the traction vehicle located at the beginning of the vehicle body and the subsequently attached vehicle. Furthermore, the monitoring unit 2 with a tracking unit 4 connected, which continuously updates the current position of the vehicle association to the monitoring unit 2 transfers. In addition, the monitoring unit 2 with a data store 5 be connected, on which a distance-related reference force history is deposited. The monitoring unit 2 can by accessing the data store 5 Determine location-dependent target forces stored there. It is also possible to have another data store 6 with the monitoring unit 2 to connect on which a track-related topology of the route is deposited. By means of this route-related topology, location-dependent desired forces can also be calculated for the determination of train completion. Preferably, then to the monitoring unit 2 an alarm unit 7 connected to the authorized Fahrzeugverbandperso nal one of the monitoring unit 2 detected vehicle dressing separation by visual, acoustic or haptic signals.

The sensors 3 For example, for the detection of the pushing and / or pulling forces can be attached to the coupling and / or to the buffers in the connecting region of two vehicles coupled to each other, so as to be able to dynamically determine the thrust and / or tensile forces occurring while driving. This is where the sensors become 3 preferably mounted in the connecting region of the traction vehicle and the first attached vehicle. Another constellation is conceivable in which the sensors 3 be mounted in the connection area of the penultimate vehicle and the last vehicle when the last vehicle is the traction vehicle and the vehicle body is pushed by the engine.

The shear and / or tensile forces thus detected are then sent to the monitoring unit 2 forwarded and evaluated. For this purpose, a location-dependent desired value which represents a reference force for the current position on the track is calculated by means of the current position detected from the locating unit. The means of the sensors 3 Thrust and / or traction forces detected at the current position are now compared with the previously determined reference force. If a serious deviation is detected, ie the difference exceeds a previously determined limit value, then the monitoring unit issues 2 detects a vehicle dressing separation.

The calculation of the reference force can be done in two different ways. For one, the reference force can be from one to a data store 5 stored distance-related reference force course can be determined by means of the current position. This distance-related reference force curve was previously determined with the help of a reference vehicle association, in which a standardized measuring vehicle association departs the route under idealized conditions and to each position on the route that the sensors 3 detected pushing and / or pulling forces in the data memory 5 deposited. So there is a reference force for every position on the track. On the other hand, the location-dependent reference force can also be from a data store 6 stored track-dependent topology of the route. For this purpose, the terrain properties prevailing at this position are determined from the map by means of the current position, and based on this, a location-dependent reference force is calculated.

The thrust and / or traction forces are essentially dependent on the acceleration, the frictional resistance at the axle bearings and the accelerated mass. The friction in the wheel bearings is assumed to be approximately constant and may possibly be filtered out by a suitable high-pass filtering. However, the influence of friction can also be due to a characteristic map in the central monitoring unit 2 to be taken into account. Gradients and gradients also influence the pushing and / or pulling forces. They go by the formula F G = m · g · sin (α) where _{Fg is} the force through the slope, m is the mass of the vehicles, g is the acceleration due to gravity, and α is the angle of the slope (positive) or slope (negative).

In 2 is a sketch of different sections to be seen in the case distinction of the monitoring unit 2 must be taken into account. The letter E represents the level line, that is, the vehicle group is located on a route with a slope of about 0 °. Furthermore, the letter G stands for a slope and the letter S for a slope, the slope G by a ne is characterized by a positive angle and the slope S is characterized by a positive angle. The letter Ü is used for a transition. A transition is characterized by the transition from a level track to a grade or slope, or from a grade or slope to a level track. The stretch of road enclosed by a slope and a slope, respectively, is referred to as either a well W, if it is a sink, or a knoll K, if it is an elevation.

Based on these different sections of the track are from the monitoring unit 4 the following topology-dependent cases differ:

a) Startup:

are the vehicles coupled to the locomotive are not too tight coupled, they are usually denser after stopping as the length of the Clutch between the individual vehicles. This makes it possible for the Number of force pulses to count which arise from the fact that the individual vehicles of the vehicle association be tightened in succession. Were at a stop no vehicles uncoupled, the number of force pulses must be at each startup be constant as it equals the number of vehicles.

b) level track:

If the vehicle association completely Rolls, there is normally no sudden change in the Tensile and / or shear forces. Vary the forces on a level track despite constant speed, so this shows on a vehicle dressing separation, as well as a sudden change the power.

c) slope:

Falls at a slope the traction abruptly at a constant speed, this indicates a train separation.

d) slope:

• – der gesamte Fahrzeugverband wird nur von dem Triebfahrzeug gebremst. In diesem Fall kann das Gewicht aus der Schubkraft an den Sensoren gemessen werden. Dies ist in der Regel der Fall bei geringem Gefälle oder geringen Geschwindigkeiten.
• – jedes Fahrzeug des Fahrzeugverbandes bremst selbstständig. In diesem Fall ist die Messung unwirksam, da keine repräsentativ auswertbaren Zug- noch Druckkräfte wirken.

On a slope, starting from a length of the slope which is greater than the length of the vehicle body, a pitch-dependent thrust force, which can occur in two cases:

• - The entire vehicle body is braked only by the locomotive. In this case, the weight can be measured from the thrust on the sensors. This is usually the case with low gradients or low speeds.
• - Each vehicle of the vehicle association brakes independently. In this case, the measurement is ineffective, since no representatively evaluable tensile or compressive forces act.

e) transition:

At the transition between level and slope or gradient, it usually comes to no leap, but to a continuous change the train and / or Thrusts. Therefore, a leap in change the force on a train separation.

f) Tub drive:

In This case can be due to the sequential passage of all vehicles of the vehicle association by a sink, the both sides of inclines is included, the length the vehicle association from the distance of the train integrity monitor, which is typically located on the traction unit at the Zugspitze and the center of the sink.

g) Coppice:

• – Das Triebfahrzeug muss Zugkräfte aufbringen. Dieser Abschnitt entspricht der Fahrt an einer Steigung.
• – Der Teil des Fahrzeugverbandes hinter der Kuppe zieht den Teil des Fahrzeugverbandes vor der Kuppe. In diesem Fall ist, ähnlich wie bei der Wannen fahrt, eine Bestimmung der Fahrzeugverbandslänge aus dem Lastwechsel möglich.
• – Alle oder die meisten Fahrzeuge des Fahrzeugverbandes bremsen. In diesem Fall ist die Messung unwirksam, da keine repräsentativ auswertbaren Zug- und/oder Schubkräfte wirken.

Here are three phases of the crossing:

• - The traction unit must apply tensile forces. This section corresponds to driving on a slope.
• - The part of the vehicle association behind the dome pulls the part of the vehicle association in front of the dome. In this case, similar to the tub ride, a determination of the vehicle body length from the load change is possible.
• - Braking all or most vehicles of the vehicle association. In this case, the measurement is ineffective because no representatively evaluable tensile and / or shear forces act.

The 3 shows a sketch of a rail-bound vehicle association F in which the device for monitoring the train integrity was completely installed in the locomotive of the vehicle association F.

At the same time the sensors became 3 for determining the tensile and / or shear forces occurring, for example, at the buffers in the connecting region of the traction vehicle 8th and the subsequently attached vehicle 9 appropriate. It can be seen that the sensor 3 with the monitoring unit 2 connected is. Furthermore, it can be seen that the monitoring unit 2 to a tracking unit 4 connected to determine the current position. Many modern rail vehicle associations F already have systems for determining the current position by means of satellite navigation. So it is conceivable that the monitoring unit 2 to an existing location system in the Vehicle is connected.

Furthermore, from the 3 seen that the monitoring unit 2 with both a data store 5 , on which a distance-related reference force course is deposited, as well as with a data memory 6 on which the topology of the route to be traveled is stored. The monitoring unit 2 with the two data stores 5 and 6 For example, it may be in the form of a computer equipped with a suitable program. Furthermore, the monitoring unit 2 with an alarm unit 7 connected as shown to the vehicle association leader 10 one from the monitoring unit 2 to report detected vehicle dressing separation by means of visual, acoustic and / or haptic signals.

With the train integrity monitor can be a trackside equipment for example with axle counters or track circuits can be saved. The device can, for example also be connected to a train control device, for example to cause an automatic braking of the vehicle association, when a vehicle dressing separation has been detected. If the Device is set sensitive enough, can also be detected be, at which point, that is between which vehicles of the vehicle association was separated.

Claims (16)

Contraption ( 1 ) for vehicle-side monitoring of the completeness of rail-bound vehicle bodies (F), consisting of a plurality of mutually coupled vehicles ( 8th . 9 ), with at least one locating unit ( 4 ) for determining the position of the vehicle body (F), characterized by - at least one sensor ( 3 ) for determining the thrust and / or traction forces occurring in the region of at least one connection of two vehicles coupled to one another ( 8th . 9 ) of the vehicle association (F) and - a monitoring unit ( 2 ) connected to the at least one sensor ( 3 ) in the connection area and at least one location unit ( 4 ) and determining the train completion by determining desired values of the thrust and / or tensile forces at the of the locating unit ( 4 ) determined position of the vehicle association (F) and comparing with the at least one of the sensors ( 3 ) is established in the connection area determined actual values of shear and / or tensile forces. Contraption ( 1 ) according to claim 1, characterized in that at least one sensor ( 3 ) for measuring the forces occurring in the connection region between at least one traction vehicle ( 8th ) at the beginning of the vehicle association and a subsequent vehicle ( 9 ) is provided at the beginning of the non-driven wagon train. Contraption ( 1 ) according to claim 1 or 2, characterized in that at least one sensor ( 3 ) for measuring the forces occurring in the connection region between at least one traction vehicle ( 8th ) at the end of the vehicle association (F) and a subsequent vehicle ( 9 ) is provided. Contraption ( 1 ) according to one of the preceding claims, characterized in that the monitoring unit ( 2 ) with a data memory ( 5 ), which is provided for depositing a distance-related reference force profile with location-dependent set forces in the connection area, and the monitoring unit ( 2 ) is set up to determine the desired values by means of the position of the vehicle association (F) and of the distance-related reference force profile. Contraption ( 1 ) according to claim 4, characterized in that the device ( 1 ) is set up such that the distance-related reference force profile is determined and stored at least before the first driving on the route by means of a reference force-measuring vehicle association. Contraption ( 1 ) according to one of the preceding claims, characterized in that the monitoring unit ( 2 ) with a data memory ( 6 ), which is provided for the deposit of a route-related topology of the route. Contraption ( 1 ) according to claim 6, characterized in that the monitoring unit ( 2 ) is set up for determining the target values by means of the position of the vehicle association (F) and the route-related topology of the route. Contraption ( 1 ) according to claim 6 or 7, characterized in that the monitoring unit ( 2 ) for detecting a separation of the vehicle body (F) when starting the vehicle body, if from the route topology and the current position, no slope (S) was detected on which the vehicle body is located by determining the force pulses to at least one of the sensors ( 3 ) in the connection area and comparing with a predetermined number of force pulses. Contraption ( 1 ) according to one of claims 6 to 8, characterized in that the monitoring unit ( 2 ) for detecting a separation of the vehicle body (F) at a detected from the route topology and the current position ride on a flat route (E) by changing the thrust and / or traction on at least one of Sensors ( 3 ) is set up in the connection area. Contraption ( 1 ) according to one of claims 6 to 9, characterized in that the monitoring unit ( 2 ) for detecting a separation of the vehicle body (F) at a gradient travel (S) detected from the route topology and the current position by reducing the pushing and / or pulling forces on at least one of the sensors ( 3 ) is set up in the connection area. Contraption ( 1 ) according to one of claims 6 to 10, characterized in that the monitoring unit ( 2 ) for detecting a separation of the vehicle body (F) at a gradient travel (G) detected from the route topology and the current position in the case of an exclusively by the locomotive ( 8th ) braked vehicle body (F) by determining the total weight of the vehicle body (F) by means of the measured shear and / or tensile forces on at least one of the sensors ( 3 ) is set up in the connection area. Contraption ( 1 ) according to one of the preceding claims, characterized in that the monitoring unit ( 2 ) for detecting a separation of the vehicle body (F) at a detected from the route topology and the current position ride at a transition (Ü) between a plane (E) and a slope (S) or a slope (G) by sudden change in thrust and / or tensile forces on at least one of the sensors ( 3 ) is set up in the connection area. Contraption ( 1 ) according to one of the preceding claims, characterized in that the monitoring unit ( 2 ) for detecting a separation of the vehicle body (F) at a trough travel (W) or tipping (K) detected from the route topology and the current position by determining the load change impulses between thrusting and / or pulling forces on at least one of the sensors ( 3 ) is arranged in the connection area and comparing with previously determined load change pulses. Contraption ( 1 ) according to one of the preceding claims, characterized in that the monitoring unit ( 2 ) is set up to eliminate short-term measurement-error-related force changes by means of a low-pass filter. Contraption ( 1 ) according to one of the preceding claims, characterized in that the monitoring unit ( 2 ) with at least one alarm unit ( 7 ) to notify a separation of the vehicle group (F) to at least one vehicle 10 ) is arranged by visual, acoustic or haptic signals. Contraption ( 1 ) according to one of the preceding claims, characterized in that the monitoring unit ( 2 ) with at least one alarm unit ( 7 ) is connected, which is set up to trigger a braking of the vehicle network (F) at a detected separation of the vehicle network (F).