DE29824583U1 - Device for monitoring the completeness of the train and checking the brake test on locomotive-covered trains - Google Patents

Description

The invention relates to a device for monitoring the train integrity of locomotive-hauled trains and for checking the brake test using pressure sensors and volume flow monitoring of the main air line (HL). In addition, the device supports methods that check the continuity of the HL and thus ensure that the train integrity monitoring refers to the entire train.

Deutsche Bahn AG, like some other European railways, wants to make future rail operations more economical through further automation. As part of these efforts, a new "European Rail Traffic Management System (ERTMS)" is being designed at European level, the core of which is planned to be the "European Train Control System (ETCS)". This and other new operational control systems are based on a control and safety system that is largely independent of the route. To secure the route, these systems require the "train integrity monitoring system (ZVS)" component, which can be used to monitor the integrity of the train.

With the current safety and control technology of DB AG, the routes are divided into block sections. For example, when entering a block section, the axles of a train are counted by axle counters, and this happens again when leaving. If the number of axles is identical, the previous section is reported free for the following train.

This method ensures at least selective monitoring of the train formation, but this means that the trains can only travel at block intervals. This does not result in optimal utilization of the route.

In GM DE 297 09 702 U1, a solution approach with measuring devices for determining the position and/or the speed is proposed. In OS DE 44 13 114 A1 and in European patent application 0 678 437 A2, an internal train end detection system - also with a measuring device for determining the speed - is described. The solution described in patent application EP 0 526 482 is essentially used to support braking systems in train formations. The first two solutions focus exclusively on speed and location and the only existing continuous medium of each train formation, the main air line (HL), is not included in the solution considerations. The third solution

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relates mainly to improving the braking systems. These monitoring systems are inadequate.

In the invention described, the monitoring of train completeness is essentially carried out by the ZVS vehicle device. If the train completeness cannot be clearly detected on the traction vehicle, the pressure on the train end device is queried in order to obtain a quick and reliable statement on the train completeness.

In addition, this invention enables the brake test, which until now was only carried out by humans, to be checked by technology. Furthermore, a device for determining the length (e.g. running time measurement) can be integrated into the system.

In an initialization phase, which can be set by the train driver (Tf), for example, the ZVS on-board unit registers a pressure fluctuation in the HL, which can be generated by the shunting personnel by briefly opening and closing the HL on the last wagon or by operating the driver's brake valve on the train.
To ensure that the HL is actually opened on the last wagon, the ZVS on-board unit can expect the input of operational data, e.g. the number of the last wagon, which is reported to the driver by the shunting staff. This data is compared with reference data provided independently. The reference data can, for example, be provided by the planning systems and transmitted to the traction unit (tractor).
During operation, the HL monitors whether a train has been separated by measuring pressure and/or volume flow. The pressure changes, the volume flow, its direction and the gradient of these changes, as well as the position of the driver's brake valve if applicable, are evaluated. If the train cannot be clearly identified on the traction vehicle - e.g. while the brake system is being released - the pressure sensor on the train end device is queried.

In order to ensure that no wagons are coupled to the train without a brake test, the number of axles in the train can be determined using axle counters and compared with the number of axles from the operational documents (e.g. brake sheet). Depending on the type of system, this comparison can be made in the ZVS on-board device or by trackside systems. The axle counters used for this purpose must be designed for each track.

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and can, for example, be installed at the locations where scheduled trains are formed, or can be distributed sporadically throughout the network.
One possible version of the system is the integration of train length measurement using GPS in the initialization phase. The location of the shunter and the locomotive are determined using GPS tracking.

The invention is explained using an embodiment shown in the drawings.
Fig. 1 Schematic diagram of a locomotive-hauled train
Fig. 2 Train termination device
Fig. 3 Locomotive device

The train end device (1) contains a sensor for determining the air pressure (6) of the main air line (18) of the train, optionally a sensor for determining the free distance to the rear (20), a processor (4) for suitable preprocessing and compression of the measurement data, a rechargeable, battery-buffered power supply (8) and a transmitter (2) for transmitting the measurement data to the locomotive.
The values from the train end device (1) received by a receiving device (12) in the locomotive are compared with the values obtained in the locomotive from a compressed air sensor (15) on the main air line (18) and a sensor for determining the air volume and the air direction by means of a processor (13) with regard to the levels and curves and processed together with status information from the vehicle control system (16) - such as the position of the driver's brake valve or the drive lever - and a message about the status of the train is generated from this.

To reliably detect the end of the train, a distance sensor (20) or a sighting hook in the coupling of the last car is proposed. The information can be transmitted via radio or existing electrical or optical connecting lines (19).

The train end device (1) should be attached detachably and rigidly to the fastening of the train end disc or fastened to the tow hook of the last vehicle. It contains a charger (10) and a battery (9).
Between the train terminal device (1) and the locomotive evaluation system (17) there is the possibility of using the train terminal device (3) receiving device and the transmitting device

direction (11) to transmit data from the locomotive device for control and communication.

List of reference symbols:

1 train termination device

2 Transmitter train end device

3 Receiving device train termination device

4 Processor for data evaluation at the end of the train

6 Sensor for determining the pressure within the main air line

8 Power supply

9 Battery

10 Charger

11 Locomotive transmitter

12 Locomotive receiver

13 Processor for data evaluation on the locomotive

14 Sensor for determining volume flow and possibly direction

15 Sensor for determining the pressure within the main air line 16 Vehicle control

17 Locomotive evaluation system

18 Main air line

19 Electrical or optical connection cable

20 Distance sensor 25

Claims (8)

1. Device for detecting the completeness of a train in locomotive-hauled trains, characterized in that a device on the traction vehicle ( 17 ), which is equipped with a processor for data evaluation ( 13 ) and a power supply with battery buffering, optionally with a rechargeable battery ( 9 ) and charger ( 10 ), issues a report on the condition of the train formation with the aid of a compressed air sensor ( 15 ) and a volume flow meter ( 14 ) in the main air line ( 18 ), whereby the position of the driver's brake valve ( 16 ) can also be used for the evaluation, and which, if no clear statement on the condition of the train formation is possible with this arrangement, addresses the receiving device ( 3 ) in the train end device ( 1 ) via the transmitting device ( 11 ) in order to query the pressure in the main air line ( 18 ) at the end of the train with the aid of the compressed air sensor ( 6 ) and the data evaluation ( 4 ) and to be transmitted via the transmitting device ( 2 ) to the locomotive evaluation system ( 17 ). 2. Device according to claim 1, characterized in that the closing of the train formation is carried out by a distance sensor ( 20 ) based on ultrasound, by means of radar or optically. 3. Device according to claim 1, characterized in that the end of the train is ensured by a suitable blocking of the trailer device or the coupling of the last wagon. 4. Device according to claims 1 to 3, characterized in that the transmission takes place via an electrical or optical connecting line ( 19 ) in the train. 5. Device according to claim 1 to 4, characterized in that the electrical or optical connecting line ( 19 ) in the train is used as part of the train completeness detection. 6. Device according to claims 1 to 5, characterized in that the electrical or optical connecting line ( 19 ) in the train is used for the energy supply ( 8 ) with charger ( 10 ) and battery ( 9 ) of the train termination device. 7. Device according to claims 1 to 6, characterized in that the train end device is attached detachably and rigidly using the fastening of the train end disc at the end of the train. 8. Device according to claims 1 to 7, characterized in that the train end device is designed in shape and color so that it can replace the train end signal of the last car.