Digital freight car - automatic freight car loading manifest

Abstract

This invention provides a system and method for automatically generating a unit list for a train comprising multiple units. The system includes a plurality of sensor devices, each configured to be installed in a corresponding unit of the train, and each configured to detect parameters of the corresponding unit to which it is installed, parameters adapted to provide information about the position of the unit relative to another unit in the train. Furthermore, the system includes a control device configured to receive the detected parameters from the plurality of sensor devices and process the detected parameters to generate the unit list.

Description

Technical Field

[0001] This invention relates to systems and methods for automatically generating a unit list in a train comprising multiple units, or more particularly, to systems and methods for automatically generating a freight car loading list in a freight train comprising multiple freight cars. The invention also relates to control equipment for receiving detected parameters from multiple sensor devices mounted on corresponding units in the train and for processing the detected parameters to generate the unit list. Background Technology

[0002] In current practice, the generation of unit lists in trains comprising multiple units, such as freight trains comprising multiple wagons, is performed manually. Specifically, according to current practice, train assembly personnel walk alongside the train and identify the location of units within the train—that is, the location of wagons within a freight train—to generate or verify a usable unit list. Units within the train are typically marked with wagon numbers and equipped with paper-based identification slips or other types of identifiers that can be manually checked by the train assembly personnel. The identified unit list is then used for further processing, such as subsequent braking tests and braking weight calculations, which are performed on a paper basis. However, this manual identification is time-consuming because train assembly personnel need to walk alongside the train and identify units one by one. Furthermore, this manual identification is error-prone, as it relies on the skill of the train assembly personnel, which can also lead to additional delays in correcting errors and rearranging the train. Moreover, this manual identification can only be performed when the train is not in operation, such as when the train is at the operational site, such as a marshalling yard or shunting yard, where train assembly personnel can safely walk alongside the train.

[0003] Furthermore, train composition may change. For example, one or more units may be added to or removed from a train after a phase of operation, depending on the goods transported in those units. Subsequent phases of operation for trains with changed unit compositions may then require the repeated generation of a new unit list, for example, for braking tests. However, repeatedly generating a new unit list manually is time-consuming and causes significant delays until the new unit list is available for braking tests and the train with the new unit composition can be put into operation.

[0004] Current systems detect the unit sequence in a train via GPS for performing braking tests, as disclosed in EP3081445B1, or determine the car sequence in a train using a time-measuring device synchronized with a pressure measuring device in the main air line and a communication device within range of the communication device used to initiate the braking test, as disclosed in DE202012012558U1. Furthermore, the continuity of the train used for braking tests is detected via a pneumatic continuity tester, and more specifically via a pneumatic continuity tester on the electro-pneumatic train braking system, as disclosed in US2002139181A1.

[0005] However, existing systems have certain drawbacks, such as their reliance on GPS availability, which can be disrupted if the train is in a tunnel.

[0006] Therefore, the technical problem of the present invention is to provide an improved system and method for efficiently and fault-safely automatically generating a list of units in a train, which overcomes the shortcomings of existing systems. Summary of the Invention

[0007] In summary, the present invention provides a system for automatically generating a unit list for a train comprising multiple units. The system includes multiple sensor devices, each configured to be installed in a corresponding unit of the train, and each configured to detect parameters of the corresponding unit to which it is installed, parameters adapted to provide information about the position of the unit relative to another unit in the train. Furthermore, each of the multiple sensor devices is configured to communicate with one or more other sensor devices, and the multiple sensor devices form a sensor mesh network to transmit the detected parameters for processing. The system also includes a control device configured to receive the detected parameters from the sensor mesh network and process the detected parameters to generate a unit list.

[0008] Sensor mesh networks can be categorized as either cable-based or wireless. A sensor mesh network is a communication network composed of sensor devices configured to transmit and receive data, organized in a mesh topology. The mesh refers to the rich interconnection between sensor devices along a train. Each sensor device also acts as a provider of forwarding data to the next connected sensor device. The network infrastructure is decentralized and simplified because each sensor device only needs to transmit data at least as far as the next connected sensor device. Control devices can be configured to access the sensor mesh network at any unit within the train. The location of the control device can be published and propagated within the sensor mesh network, allowing the control device's position along the train to be determined.

[0009] Therefore, by using multiple sensor devices installed on corresponding units within the train, and by using control equipment, the system can automatically generate a list of units within the train in seconds, regardless of the train's location, length, and composition, and regardless of the control equipment's position along the train. The multiple sensor devices detect parameters of the corresponding units and establish unit-to-unit communication, forming a sensor mesh network. The control equipment receives the collected parameters from the sensor mesh network and processes the detected parameters to automatically generate the unit list. In this way, the unit list can be generated without manual inspection of the units within the train. More specifically, train assembly personnel do not need to walk alongside the train to manually identify the units' locations within the train to generate the unit list. Therefore, the generation of the unit list can be efficient and performed within seconds. The generated unit list can then be used, for example, for brake weight calculation, and the control equipment can be used as a brake test controller without significant delay after train assembly and before train operation. Furthermore, the generation of the unit list within the train is more reliable and less prone to errors because the unit list is automatically generated based on parameters detected by multiple sensor devices, and therefore does not depend on the skills of the train assembly personnel. Furthermore, this is particularly advantageous when the train composition changes after a phase of train operation and a new unit list must be generated for the new train composition before braking tests and a new phase of operation. A new unit list can be generated within seconds. According to embodiments of the invention, each of a plurality of sensor devices is associated with an identifier of a corresponding unit in the train to which it is installed, and each of the plurality of sensor devices is configured to transmit the detected parameters and the associated identifier of the unit in the train to a control device or server for processing and generating the unit list. It is conceivable that such an identifier can be a series of numbers, a series of letters, or a series of numbers and letters, a barcode, or a QR code, which can be transmitted as a data bitstream by the plurality of sensor devices and received and processed by the control device.

[0010] In another embodiment, the system further includes a database or server configured to receive detected parameters and identifiers from a sensor mesh network or to receive detected parameters and identifiers or a generated unit list from a control device. It is conceivable that the server is then configured to process the detected parameters and identifiers to generate the unit list, or to record and save the detected parameters and identifiers or the generated unit list. Furthermore, in the case where the unit list is generated by the server, the control device can be configured to receive the generated unit list from the server for use in braking tests.

[0011] In a further embodiment, the control device includes at least one interface for manually inputting data relating to one or more items of the unit list, and is configured to generate the unit list at least in part based on the manual input of data relating to one or more items of the unit list via the interface.

[0012] Therefore, the control device may have at least one interface for manually inputting data related to one or more items in the unit list, such as items corresponding to newly added units in the train. The interface for manually inputting data may be an interface for manual text input, such as a touchpad or keyboard, for inputting text, such as a series of numbers or letters, associated with one or more units in the train and correspondingly associated with one or more items in the unit list. Furthermore, the control device may include an RFID reader for reading RFID tags associated with one or more units in the train to provide data related to one or more items in the unit list. The control device may also include a QR code reader or any other type of 2D code reader, such as a camera, to read QR codes or any other type of 2D codes associated with one or more units in the train to provide data related to one or more items in the unit list. Depending on the type of unit and the type of identification scheme used in the units present in the train, i.e., the type of identifier, the control device may have at least one of the interfaces described above.

[0013] By providing the possibility of manually inputting data related to one or more items in the unit list via at least one interface, the system is also compatible with recording the locations of units in the train that are not equipped with sensor devices. Furthermore, the system can record the locations of units where the sensor devices installed on those units are not detecting or transmitting any parameters due to equipment failure. In this way, the unit list can be generated based on both manual input of data related to one or more items in the unit list via the interface and parameters detected by multiple functional sensor devices. Therefore, the availability of unit list generation in the train is ensured, and fault tolerance is improved.

[0014] In one embodiment, the system further includes a user device connected to a server. The user device may then include a user interface for manually inputting data relating to one or more items of the unit list. The user device may then be configured to send data relating to one or more items of the unit list to the server for recording, saving, or generating the unit list, or to transmit data relating to one or more items of the unit list to a control device for further processing, unit list generation, and braking tests.

[0015] In one embodiment, the control device can be configured to function as a user device.

[0016] According to one embodiment, multiple units of the train are connected to a braking system, and at least one unit in the train, such as a locomotive or traction unit, is configured to control the pressure of fluid in the braking system. Furthermore, each of the multiple sensor devices includes a pressure sensor and a timestamp generator to detect the pressure of the fluid in the braking system of the corresponding unit and generate a corresponding timestamp indicating when the pressure of the fluid in the braking system of the corresponding unit exceeds or falls below a predetermined threshold pressure, from which information about the location of the corresponding unit in the train can be derived.

[0017] For example, the locomotive can be configured to set the pressure of the fluid in the braking system to a predetermined value, and can be configured to gradually increase or decrease the pressure of the fluid in the braking system if the pressure differs from the predetermined pressure value after the train is assembled. This causes pressure waves, or fluid waves, to propagate through the fluid in the braking system, i.e., from the locomotive along the train. Since each of the multiple sensor nodes is capable of detecting the pressure of the fluid in the braking system in its corresponding unit and can generate a corresponding timestamp of when the pressure of the fluid in the braking system in the corresponding unit exceeds or falls below a predetermined threshold pressure, the propagation of pressure waves through the fluid in the braking system can be tracked. It is conceivable that, corresponding to the first sensing procedure, the control device can then be configured to receive the detected pressure, timestamp, and identifier to calculate the time delay between the collected timestamps, and use the corresponding identifier to calculate the time delay between units associated with the detected pressure and timestamp, and thus infer information about the position of each unit in the train relative to another unit in the train and the locomotive to generate a unit list. Alternatively, the control device can be configured to calculate the distance of the corresponding unit from the locomotive using the corresponding timestamp and the propagation speed of the pressure wave in the fluid of the braking system, i.e., the speed of sound in the fluid, to generate a unit list. Then, for example, the unit list is created by arranging the timestamps in one column of a table according to the increment or decrement of the timestamp, and by arranging the corresponding identifiers of the corresponding units in the train to which the timestamps are assigned in another column according to the timestamp sequence. Thus, the column of identifiers of the corresponding units in the train represents the unit list of the train. Alternatively, the control device can be configured to receive detected pressure and timestamps to generate a column of timestamps in a table as described above. The unit list is then created by assigning identifiers to the timestamp sequence in another column, for example, assigning identifiers corresponding to the indices of the timestamp entries in the table. The unit list is then a column of identifiers in the table.

[0018] Typically, the multiple sensor devices are capable of detecting the pressure of the fluid in the braking system, largely unaffected by interference from the surrounding environment, thus ensuring fault-safe generation of the unit inventory. More specifically, the multiple sensor devices can detect the pressure of the fluid in the braking system for subsequent unit inventory generation independent of the train's location (i.e., whether the train is in a tunnel, in an assembly hall, or outside), and therefore the multiple sensor devices can safely detect the pressure of the fluid in the braking system without being affected by any irrelevant interference signals from the surrounding environment, such as interference with unrelated wireless transmissions. Furthermore, since the pressure waves through the braking system travel at the speed of sound in the fluid, the pressure and corresponding timestamps can be sampled and transmitted by the multiple sensor devices and received and processed by the control equipment within seconds to generate the unit inventory quickly and efficiently.

[0019] According to another embodiment, the plurality of sensor devices and the control device each include a wireless communication module for transmitting and receiving signals, and each of the plurality of sensor devices is configured to detect the signal strength and identifier of the wireless communication module of at least one adjacent sensor device, from which information about the location of the unit in the train to which the sensor device is installed can be derived. Furthermore, each of the plurality of sensor devices is configured to use the wireless communication module to implement wireless unit-to-unit communication, wherein the plurality of sensor devices form a wireless sensor mesh network to wirelessly transmit detected parameters, identifiers, pressure, timestamps, and signal strength.

[0020] A wireless sensor mesh network is a communication network composed of radio nodes, particularly sensor devices or sensor nodes that transmit data, and organized in a mesh topology, where "mesh" refers to the rich interconnections between sensor devices or sensor nodes. Each sensor node also acts as a provider of forwarding data to the next sensor node. The network infrastructure is distributed and simplified because each node only needs to transmit data at least as far as the next connected node. A wireless sensor mesh network typically consists of mesh clients (e.g., sensor nodes including sensor nodes and / or sensor hubs) and mesh gateways (e.g., control devices or gateways, or sensor nodes acting as gateways). The location of the control device or gateway can be advertised and propagated within the wireless sensor mesh network, allowing the location of the control device along a train to be determined.

[0021] According to one embodiment corresponding to the second sensing procedure, the control device of the system is configured to receive from one or more of the plurality of sensor devices one or more detected signal strengths and corresponding one or more identifiers transmitted by one or more wireless communication modules of one or more adjacent sensor devices, as well as corresponding identifiers of one or more of the plurality of sensor devices (by which one or more signal strengths and corresponding one or more identifiers of adjacent sensor devices have been detected), and thus infer from them the positions of the units in the train relative to each other to generate a unit list.

[0022] The unit list is then created, for example, by arranging the identifier of the first sensor device corresponding to the first unit of the train in a field of a table, arranging the identifier of the first nearest neighbor sensor device in an adjacent field of the table according to the first detected signal strength, and arranging the identifier of the second nearest neighbor sensor device according to a second detected signal strength that is similar to the first detected signal strength, indicating that the second nearest neighbor sensor device is in a field of the table in the same column or row opposite to the identifier of the first sensor device on the opposite side of the first nearest neighbor sensor device in the train. Therefore, the columns or rows of the three identifiers of the corresponding sensor devices installed on the units in the train represent the unit list of the train.

[0023] If the identifier of the second sensor device associated with the second sensor device and the identifier of the first nearest neighbor sensor device based on the first detected signal strength and the identifier of the second nearest neighbor sensor device based on the second detected signal strength are received, wherein two of the identifiers correspond to the identifiers associated with the first sensor device, then it is clear that the second sensor device is a neighbor sensor device of the first sensor device in the train, and the identifiers of the first or second nearest neighbor sensor devices that do not correspond to the identifiers associated with the first sensor device can be added to the table to the sequence of three identifiers associated with the first unit of the train.

[0024] In another embodiment, each of the plurality of sensor devices includes a Global Navigation Satellite System module for detecting the location of the unit to which it is installed, from which information about the location of the unit in the train can be derived.

[0025] According to an embodiment corresponding to the third sensing procedure, the system's control device is configured to receive the locations of detected units, which can be described by geographic coordinates and identifiers, and is configured to infer the locations of these units by comparing their relative positions within the train based on the coordinates. Then, for example, a unit list is created by arranging coordinates in a sequence with increasing or decreasing values ​​in one column of a table, and corresponding identifiers of the corresponding sensor devices or units within the train, assigned to the coordinates, in another column. Therefore, the column of identifiers for the corresponding units within the train represents the unit list of the train.

[0026] According to one embodiment, the control device of the system is configured to receive one or more of detected pressure and timestamps according to a first sensing procedure, to calculate the time delay between the collected timestamps and the corresponding identifiers of the units associated with the detected pressure and timestamps, and thus infer information about the position of each unit in the train relative to another unit in the train and the locomotive for generating a unit list, one or more detected signal strengths and corresponding one or more identifiers transmitted by one or more wireless communication modules of one or more adjacent sensor devices and the corresponding identifiers of one or more of the plurality of sensor devices (by which they have detected one or more signal strengths and corresponding one or more identifiers of adjacent sensor devices according to the second sensing), and thus infer the position of the units in the train relative to each other to generate a unit list, and the position of the detected units that can be described by geographic coordinates according to a third sensing, and infer the position of the units in the train by comparing the relative positions of the units in the train according to the coordinates.

[0027] The control device can be configured to begin receiving and processing parameters based on one of the first, second, and third sensing procedures described above, thereby inferring a unit list, and subsequently based on another parameter received and processed in the first, second, and third sensing procedures described above, thereby completing the unit list or checking its accuracy. If processing of the parameters according to two of the first, second, and third sensing procedures results in a complete and definitive list, the control device can stop further activities of generating the unit list and output the list.

[0028] If the control unit determines that the created list is incomplete or some items are ambiguous, or if one of the parameter processing procedures fails, one or both of the following actions are taken: the procedure may be repeated, or the reception and processing of parameters of the third sensing procedure in the first, second, and third sensing procedures described above may be initiated and used to complete or correct the list.

[0029] According to yet another embodiment, the control device is installed on the locomotive or as a handheld device, i.e., a mobile device.

[0030] It is conceivable that the control equipment could be configured to perform braking tests after the unit list is generated, and to use the generated unit list to calculate braking weight, which may be necessary before the train is operated using a locomotive or traction unit.

[0031] Therefore, the control device can be a special device called a brake test controller, and can also be user equipment, such as a smartphone, tablet, personal digital assistant, etc. Furthermore, the user equipment can be a laptop computer. Additionally, the user equipment can also be a computing device with a display.

[0032] According to the present invention, a method for automatically generating a unit list for a train comprising multiple units is provided. The method includes: associating each of a plurality of sensor devices with a plurality of corresponding units of the train. The method further includes: detecting parameters of the corresponding unit associated with each of the plurality of sensor devices, the parameters being adapted to provide information about the location of the corresponding unit in the train. Furthermore, each of the plurality of sensor devices is configured to perform unit-to-unit communication using a wireless communication module, and the plurality of sensor devices form a sensor mesh network. The method further includes: transmitting the detected parameters by each of the plurality of sensor devices via the sensor mesh network to a control device or server, and receiving the detected parameters from the sensor mesh network at the control device and processing the detected parameters to generate a unit list.

[0033] Each of the multiple sensor devices or sensor nodes installed in a corresponding unit of the train is configured to detect parameters of the corresponding unit and enable unit-to-unit communication. The multiple sensor devices form a sensor mesh network to transmit parameters via the sensor mesh network, and the control device is configured to receive the collected parameters from the sensor mesh network and process the detected parameters to automatically generate a unit list. This allows the unit list in the train to be automatically generated within seconds, regardless of the train's location, length, composition, or the position of the control device along the train. Furthermore, the unit list can be generated without requiring manual inspection of the units in the train. More specifically, train assembly personnel are not required to walk alongside the train to manually identify the positions of the units within the train. Therefore, the generation of the unit list can be performed quickly and efficiently. Moreover, the method of the present invention for automatically generating a unit list in a train is more reliable and less prone to error because the unit list is automatically generated based on parameters detected by multiple sensor devices and therefore does not depend on the skills of the train assembly personnel. This is particularly advantageous when the train composition changes after a phase of train operation and a new unit list must be generated for the new train composition before braking tests and new phases of operation. A new list of units can be generated in seconds.

[0034] In its embodiments, the above method may include additional features as described with respect to the system.

[0035] Therefore, in another embodiment, the method further includes associating each of the plurality of sensor devices with a corresponding identifier of a corresponding unit in the train associated with that sensor device. Furthermore, the method includes transmitting the identifier of a unit in the train by each of the plurality of sensor devices to a control device for processing and generating a unit inventory.

[0036] In another embodiment, the method further includes: receiving detected parameters and identifiers from a database or server from a sensor mesh network, or receiving detected parameters and identifiers or a generated unit list from a control device. It is conceivable that the method also includes: processing the detected parameters and identifiers by a server to generate the unit list. Alternatively, the method may include: recording and saving the detected parameters and identifiers or the generated unit list by a server. Furthermore, in the case where the unit list is generated by a server, the method may also include: transmitting the generated unit list from the server to the control device for subsequent braking tests.

[0037] In another embodiment of the invention, the method further includes: manually entering one or more items of the unit list via at least one interface for manual input of the control device, and generating the unit list at least in part based on one or more items of the unit list.

[0038] In one embodiment, the method further includes connecting a server to a user device. The method may then include manually entering one or more items from a unit list via at least one interface for manual input by the user device. The method may also include sending one or more items from the unit list to a server for recording, saving, or generating a unit list, or for transmitting one or more items from the unit list to a control device for further processing, unit list generation, and braking tests.

[0039] In one embodiment, the method may include using a control device as a user device.

[0040] According to one embodiment, the method includes: connecting a plurality of units of a train in a braking system, wherein at least one unit of the train, i.e., a locomotive or traction unit, controls the pressure of fluid in the braking system, and each of the plurality of sensor devices includes a pressure sensor and a timestamp generator; detecting the pressure of fluid in the braking system using one or more pressure sensors of the plurality of sensor devices; and generating a corresponding timestamp indicating when the pressure of fluid in the braking system in a respective unit exceeds or falls below a predetermined threshold pressure for the one or more pressure sensors, from which information about the location of the respective unit in the train can be derived.

[0041] It is conceivable that the method could include: setting the pressure of the fluid in the braking system to a predetermined value via the locomotive, and thus gradually increasing or decreasing the pressure of the fluid in the braking system if, after train assembly, the pressure of the fluid in the braking system differs from the predetermined pressure value. In this case, pressure waves or fluid waves propagate through the fluid in the braking system. Since the method also includes: detecting the pressure of the fluid in the braking system by each of a plurality of sensor devices installed in the respective units of the train, and generating corresponding timestamps of when the pressure of the fluid in the braking system in the respective unit exceeds or falls below a predetermined pressure threshold, the propagation of pressure waves through the fluid in the braking system can be tracked. The method could then include: calculating the time delay between the detected timestamps by a control device, and thus inferring information about the position of each unit in the train relative to other units in the train and the locomotive, to generate a unit list. Alternatively, the method could include: calculating the distance of the respective unit from the locomotive by the control device using the corresponding timestamps and the propagation speed of the pressure wave in the fluid of the braking system, i.e., the speed of sound in the fluid, to generate a unit list.

[0042] Because the detection of fluid pressure in the braking system using multiple sensor devices is largely safe from interference in the surrounding environment, fail-safe generation of the unit inventory is ensured. More specifically, the detection of fluid pressure in the braking system used for subsequent unit inventory generation is independent of the train's location—whether the train is in a tunnel, in an assembly hall, or outdoors—and is largely safe from any irrelevant interference signals in the surrounding environment, such as interference with wireless transmissions. Furthermore, since pressure waves through the fluid in the braking system travel at the speed of sound in the fluid, the pressure and corresponding timestamps can be sampled and transmitted by multiple sensor devices and received and processed by the control equipment within seconds to generate the unit inventory quickly and efficiently.

[0043] According to one embodiment, the method further includes: detecting the signal strength of at least one corresponding adjacent sensor device using one or more of the plurality of sensor devices to provide information about the location of a corresponding unit associated with the adjacent sensor device in the train. Each of the plurality of sensor devices and the control device includes a wireless communication module for transmitting and receiving signals and transmitting information about the location of a corresponding unit associated with the adjacent sensor device in the train. Furthermore, each of the plurality of sensor devices uses the wireless communication module to implement wireless unit-to-unit communication, wherein the plurality of sensor devices form a wireless sensor mesh network to wirelessly transmit detected parameters, identifiers, pressure, timestamps, and signal strength.

[0044] According to another embodiment of the present invention, the method further includes: detecting the position of a corresponding unit associated with the sensor device using one or more of the plurality of sensor devices. Each of the plurality of sensor devices includes a Global Navigation Satellite System module to detect the position of the unit and transmit information regarding the position of the corresponding unit associated with the sensor device within the train.

[0045] According to one embodiment of the present invention, the method includes: generating a cell list and evaluating the accuracy of the cell list based on detected parameters, identifiers, timestamps, signal strength, location, and manual input of one or more items of the cell list.

[0046] Because the generation and accuracy assessment of the unit list are performed based on one or more of the manually entered data, including detected parameters, identifiers, timestamps, signal strength, location, and data related to one or more items in the unit list, the accuracy, availability, and fault safety of the unit list generation in the train are increased.

[0047] For example, in each unit of the train, if the pressure in the fluid of the braking system reaches a predetermined pressure value, the "fill" state of the braking system can be identified by the corresponding sensor node, and the method may further include waking the system from sleep mode if any unit is in sleep mode. Subsequently, the method may include detecting the unit's position in the train via a Global Navigation Satellite System (GNSS) module in the sensor node for cross-checking. Furthermore, the method may result in determining the unit list sufficiently accurately using only one or two of the automatic detection devices using parameters, pressure, timestamps, signal strength, or position. In this case, the method may include discontinuing the use of other detection devices to conserve energy. Additionally, if the assessed accuracy is below a predetermined threshold, for example, if the control equipment identifies two contradictory detected parameters or a missing parameter, the detection of signal strength and position may be automatically repeated to generate a new unit list. Furthermore, if the train is in a tunnel and the detection of the unit's position in the train via the GNSS module in the sensor node is unavailable, the method may include reverting to manual input of any remaining devices to detect parameters, pressure, signal strength, identifiers, or data related to one or more items in the unit list to provide information about the units in the train for generating the unit list. Therefore, generating a cell list by manually inputting one or more of the detected parameters, identifiers, timestamps, signal strength, location, and data related to one or more items in the cell list can ensure reliable and fail-safe generation of the cell list.

[0048] According to another embodiment, the method further includes: using a control device as a brake test controller for brake testing after generating a unit list, and using the generated unit list for brake weight calculation. Attached Figure Description

[0049] In the following detailed description, presently preferred embodiments of the invention are further described with reference to the accompanying drawings, in which...

[0050] Figure 1 A system overview of a system for automatically generating a list of units in a train comprising multiple units, according to an embodiment of the present invention, is shown;

[0051] Figure 2 A system overview of a system for automatically generating a list of units in a train in individual units according to an embodiment of the present invention is shown. Detailed Implementation

[0052] In the following description, preferred embodiments of the invention are illustrated with respect to a system for automatically generating a unit list for a train comprising multiple units. The methods disclosed herein are generally used to provide efficient and fail-safe automatic generation of unit lists for trains.

[0053] Figure 1-2 A system overview of a system 100 for automatically generating a unit list in a train 110 comprising a plurality of units 114, according to an embodiment of the present invention, is shown. The system 100 includes a plurality of sensor devices 222, each of which is mounted to a corresponding unit 114 of the train 110 and configured to detect one or more parameters of the corresponding unit 114 to which it is mounted, the parameters being adapted to provide information about the position of the unit 114 relative to another unit 114 in the train 110. Furthermore, the system 100 includes a control device 124 configured to receive the detected parameters from the plurality of sensor devices 222 and process the detected parameters to generate a unit list.

[0054] like Figure 1 and 2As partially shown, each of the plurality of sensor devices or sensor nodes 222 may include several components, including a microcontroller, a timestamp generator, a transceiver, a wireless communication module 122, memory, a power supply, one or more pressure sensors 226, and a global navigation satellite system module 226. The microcontroller performs tasks, processes data, and controls the functions of other components in the sensor node 222. The power supply in each of the plurality of sensor nodes typically includes batteries such as NiCd (nickel-cadmium), NiZn (nickel-zinc), NiMH (nickel-metal hydride), or lithium-ion batteries. Alternatively, the plurality of sensor nodes may utilize the power lines in the train (if present). The memory in each of the plurality of sensor nodes may be one of on-chip or off-chip memory for storing data including detected parameters and identifiers, such as digitized series of numbers or letters or combinations of numbers and letters, associated with the corresponding unit 114 of the train 110 to which the sensor node is installed. The transceiver utilizes the wireless communication module 122 to transmit and receive data in signal form, i.e., data relating to detected parameters and identifiers retrieved from its own memory or other detected parameters and identifiers received from adjacent sensor nodes. Alternatively, the transceiver can utilize cable-based connections (if present) between units 114 in train 110 to transmit and receive signals. A timestamp generator in each of the multiple sensor nodes is capable of generating timestamps, and there is a time interval (depending on the situation) between each individual timestamp. Considering the propagation speed of pressure, typical time intervals are in the range of 100 ms, 10 ms, or 1 ms, and there are no restrictions on these values. See reference... Figure 2 The one or more pressure sensors can be attached to the distribution valve of the braking system 210 in the corresponding unit 114. Preferably, the distribution valve of unit 114 is a distribution valve for the compressed air circuit. The pressure sensor 226 has specific characteristics suitable for detecting pressure changes in the braking system of a train, such as accuracy and sensitivity.

[0055] like Figure 1 and 2As shown, multiple units 114 of the train 110 are connected to the braking system 210, and at least one unit 114 of the train 110, such as the locomotive 112, is configured to control the pressure of the fluid in the braking system 210. Furthermore, each of the multiple sensor nodes 222 is configured to detect the pressure of the fluid in the braking system 210 in the corresponding unit 114 to which it is installed, and to generate a corresponding timestamp indicating when the pressure of the fluid in the braking system 210 in the corresponding unit 114 exceeds or falls below a predetermined threshold pressure. Information about the location of the corresponding unit 114 in the train 110 can be derived from this corresponding timestamp. Specifically, the locomotive 112 can be configured to set the pressure of the fluid in the braking system 210 to a predetermined value, and, for example, if the pressure in the braking system 210 is lower than the predetermined pressure value after the train 110 is assembled, the pressure in the braking system 210 can be gradually increased. In this case, pressure waves or fluid waves propagate through the fluid in the braking system 210. Since each of the multiple sensor nodes 222 detects the pressure of the fluid in the braking system 210 of its corresponding unit 114 via one or more pressure sensors 226, and generates a corresponding timestamp via a timestamp generator when the pressure of the fluid in the braking system 210 of the corresponding unit 114 exceeds a predetermined threshold pressure, the propagation of pressure waves through the fluid in the braking system 210 can be tracked. The analog signals generated by one or more pressure sensors 226 in the sensor nodes 222 can preferably be digitized by an analog-to-digital converter and sent to a microcontroller in the sensor nodes 222 for further processing or stored in memory. The control device 124 can then be configured to receive the detected pressure and timestamp from the sensor nodes 222 and calculate the time delay between the collected timestamps, and thus be able to infer information about the position of each unit 114 in the train 110 relative to the other units 114 and the locomotive 112 in the train 110 to generate a unit list. Alternatively, the control device 124 can be configured to calculate the distance of the corresponding unit 114 from the locomotive 112 by using the corresponding timestamp and the propagation speed of the pressure wave in the fluid in the braking system 210, i.e. the speed of sound in the fluid, to generate a unit list.

[0056] The wireless communication module 122 in each of the plurality of sensor nodes 222 may include an antenna for transmitting and receiving signals, including but not limited to antennas for wireless local area network (WLAN), Bluetooth, or other radio frequency (RF) signals. Each of the plurality of sensor nodes 222 is therefore able to communicate with at least one neighboring sensor node 222 within the range of its antenna, for example, within tens or hundreds of meters. Thus, each of the plurality of sensor nodes 222 is able to determine the signal strength of at least one neighboring sensor node 222 to provide information about the position of the corresponding unit 144 relative to its neighboring unit 144 in the train 110 for the purpose of generating a unit inventory. Furthermore, each of the plurality of sensor nodes 222 includes the Global Navigation Satellite System module 226 as described above and detects the position of the unit 114 to which it is installed, from which information about the position of the unit 114 in the train 110 can be derived for the purpose of generating a unit inventory.

[0057] Therefore, multiple sensor nodes 222 are configured to implement wireless cell-to-cell communication via wireless communication module 122, in order to determine the mesh topology by utilizing the detection of one or more sensor nodes 222 in other cells 114 by each of the multiple sensor nodes, and to form a mesh topology as shown in the diagram. Figure 1 The wireless sensor network 120 is presented. The wireless sensor network 120 can then be configured to propagate detected parameters, pressure, timestamps, signal strength, location, and identifiers to the control device 124 via the wireless sensor network 120. That is, the wireless sensor network sequentially receives detected parameters, pressure, timestamps, signal strength, location, and identifiers from one sensor node 222 to adjacent sensor nodes 222 and transmits them to the control device 124, such as... Figure 1 As presented in the document.

[0058] As described above, system 100 includes a control device 124 or gateway configured to receive and process detected parameters, pressure, timestamps, signal strength, location, and identifiers from sensor network 120 to generate a unit inventory. Control device 124 may be mounted on locomotive 112 or may be a handheld device, i.e., a mobile device, which includes the wireless communication module 122 described above. Therefore, control device 124 may be a user device such as a smartphone, tablet, personal digital assistant, etc. Further, the user device may be a laptop computer or desktop computer. Additionally, the user device may also be a computing device with a display.

[0059] Furthermore, control device 124 includes at least one interface for manually inputting data related to one or more items in the unit list, such as the item corresponding to a newly added unit 114 in train 110. The interface for manually inputting data may be an interface for manual text input, such as a touchpad or keyboard, for inputting text or identifiers, such as a series of numbers or letters, associated with one or more units in the train and correspondingly associated with one or more items in the unit list. Additionally, control device 124 may include an RFID reader for reading RFID tags associated with one or more units 114 in train 110 to provide data related to one or more items in the unit list. Control device 124 may also include a QR code reader or any other type of 2D code reader, such as a camera, to read QR codes or any other type of 2D codes associated with one or more units in the train to provide data related to one or more items in the unit list.

[0060] In the case where the control device 124 is a handheld device, i.e., a mobile device, as described above, it may further include a camera and a processing module implemented by an integrated hardware and software solution for recognizing 2D codes or text, thereby recognizing identifiers coated on the side of the corresponding unit 114 in the train 110, such as a series of numbers or letters, a QR code, or any other type of visual 2D code that identifies the corresponding unit 114 coated in the train 110. Furthermore, the control device 124 may include an RFID reader to read RFID tags installed on the corresponding unit 114 in the train 110, thereby providing data related to one or more items in the unit list. In this way, manual input of data related to one or more items in the unit list can be provided as described above.

[0061] The generation of the unit list and the evaluation of the accuracy of the unit list based on one or more manual inputs of detected parameters, identifiers, timestamps, signal strength, location, and data related to one or more items in the unit list can be achieved by a specific application running on the control device 124, performed by an integrated software and hardware solution.

[0062] System 100 may also include a database or server 140 configured to receive detected parameters or generated unit lists from control device 124 for processing or record storage. Control device 124 and server 140 may use any transmission protocol, such as Hypertext Transfer Protocol, to transmit data related to the generated unit list. Alternatively, control device 124 may receive data related to one or more items on the unit list from server 140 used to generate the unit list.

[0063] Server 140 may be communicatively coupled to user equipment 160, or alternatively, may be communicatively coupled to control device 124 used as user equipment 160. User equipment 160 may be a user device, i.e., a mobile device, such as a smartphone, tablet, personal digital assistant, etc., as described above. Furthermore, user equipment 160 may also be a computer, such as a laptop or desktop computer. Additionally, user equipment 160 may be a computing device having a display device removably attached to a computing device.

[0064] Furthermore, user equipment 160 can be configured to perform component tests using the generated unit list, and specifically to perform braking tests and braking weight calculations. The braking tests and braking weight calculations can be implemented through a specific application running on user equipment 160 or control device 124 used as user equipment. Therefore, user equipment 160 or control device 124 used as user equipment can be a special device referred to as a braking test controller. This braking test controller can be an integrated hardware and software solution that, together with the generated unit list, executes the application that performs the braking tests and braking weight calculations.

[0065] As described above, sensor node 222 can forward detected parameters such as pressure, timestamp, signal strength, location, and identifier to control device 124 via wireless sensor network 120 for processing and generating a unit inventory. Conversely, the location of control device 124 can also be propagated along the wireless sensor network 120 of train 110, for example, to automatically determine the location of locomotive 112 within train 110 when control device 124 is located on locomotive 112 and locomotive 112 does not include dedicated sensor node 222. Therefore, information regarding the location of locomotive 112 within train 110 can be provided, for example, to control device 124 or server 140 for subsequent braking tests.

[0066] Furthermore, if the control device 124 is a portable device, i.e., a handheld device, with a wireless communication module 122, then the control device 124 can be used as a signal strength detector. Therefore, when moving with the control device 124 from one end of the train 110 to the other, for example, from locomotive 112 (which is at one end of the train 110) to the other end, or vice versa, the control device 124 can generate a list of units in the train by detecting the signal strength and corresponding identifiers of the units 144 in the train 110. The control device 124 can then generate the unit list based on the detected signal strength and identifiers. It is conceivable that the control device 124 can then generate a first list of units in the train, for example, by moving from locomotive 112 (which is at one end of the train 110) to the other end, and generate a second list of units in the train by moving back. These two lists of units can then be used to cross-check and evaluate the accuracy of the unit lists.

[0067] Therefore, system 100 is able to generate a cell list and evaluate the accuracy of the cell list based on one or more of the manually inputted data related to one or more items in the cell list, including detected parameters, identifiers, timestamps, signal strength, location, and data related to one or more items in the cell list.

[0068] It is conceivable that in each unit 114 of the train 110, if the pressure in the fluid of the braking system 210 reaches a predetermined pressure value, the "filling" state of the braking system 210 can be identified by the corresponding sensor node 222, and if any unit 114 is in sleep mode, the system 100 wakes itself from sleep mode. Subsequently, the position of the unit 114 in the train 110 can be obtained via the global navigation satellite system module 226 in the sensor node 222.

[0069] Furthermore, system 110 can determine that the unit list is sufficiently accurate by using only one or two of the automatic detections of pressure, timestamp, signal strength, or location. In this case, system 100 can be configured to stop using other detection devices to conserve energy. Furthermore, if the assessed accuracy is below a certain threshold, for example, if the control equipment identifies two contradictory detected parameters or a missing parameter, the detections of signal strength and location can be automatically repeated to generate a new unit list. Additionally, if train 110 is in a tunnel and the detection of the location of unit 114 within train 110 via the Global Navigation Satellite System module 226 in sensor node 222 is unavailable, system 100 can revert to manual input of any remaining devices to detect parameters, pressure, signal strength, identifiers, or data related to one or more items in the unit list, to provide information about unit 114 in train 110 for generating the unit list. Therefore, by generating the unit list based on one or more of the detected parameters, identifiers, timestamps, signal strength, location, and manual input of data related to one or more items in the unit list, fail-safe and reliable generation of the unit list is ensured.

[0070] Furthermore, once the unit list is generated, its accuracy or whether the train 110 has been correctly assembled by the assembly personnel can be checked again. The generated unit list can then be signed and sent to the server 140 for record keeping or further processing, but primarily for further use in brake weight calculation and brake testing on the brake test controller 124 or user equipment 160.

[0071] Various modifications may be made to the embodiments without departing from the scope of the claims. For example, each of the plurality of sensor devices 222 may include a voltage sensor 226 to measure the voltage drop along the power lines of the train 110 when the unit 114 in the train 110 is connected in the power lines, thereby providing information about the location of the respective unit 114 in the train 110.

[0072] Furthermore, it should be noted that train 110 may include more or fewer than five units 114 and more than one locomotive, which is consistent with... Figure 1 The situation shown is different.

[0073] List of reference numerals

[0074] 100 system

[0075] 110 is a train consisting of multiple units.

[0076] 120 Wireless Sensor Networks

[0077] Unit in train 114

[0078] 112 locomotive

[0079] 122 wireless communication module

[0080] 124 control equipment, brake test controller

[0081] 140 servers

[0082] 160 User Equipment

[0083] 210 Braking System

[0084] 222 Sensor devices, sensor nodes

[0085] 226 Pressure sensor, Global Navigation Satellite System module

Claims

1. A system (100) for automatically generating a list of units in a train (110) comprising multiple units (114), the system comprising: A plurality of sensor devices (222), each of which is configured to be mounted to a corresponding unit (114) of the train (110), and each of which is configured to detect parameters of the corresponding unit (114) of the train (110) to which it is mounted, the parameters being adapted to provide information about the position of the unit (114) relative to another unit (114) in the train (110), and wherein each of which is configured to communicate with one or more of the plurality of sensor devices (222), and the plurality of sensor devices (222) form a sensor mesh network (120) to transmit the detected parameters for processing; A control device (124) is configured to receive detected parameters from the sensor mesh network (120) and process the detected parameters to generate the cell list. The invention is characterized in that each of the plurality of sensor devices (222) and the control device (124) includes a wireless communication module (122) for transmitting and receiving signals, and each of the plurality of sensor devices (222) is configured to detect the signal strength and identifier of the wireless communication module of at least one adjacent sensor device (222), from which information about the position of the unit (114) to which the sensor device is installed can be derived in the train, and wherein each of the plurality of sensor devices (222) is configured to perform wireless unit-to-unit communication using the wireless communication module (122), and wherein the wireless communication modules (122) of the plurality of sensor devices (222) form a wireless sensor mesh network (120) to wirelessly transmit the detected parameters, identifiers and signal strengths.

2. The system (100) according to claim 1, wherein, Each of the plurality of sensor devices (222) is associated with an identifier of the corresponding unit (114) to which it is installed in the train (110), and each of the plurality of sensor devices (222) is configured to transmit the detected parameters and the associated identifier of the unit (114) to which it is installed in the train to the control device (124) or server (140) for processing and generating the unit list.

3. The system (100) according to claim 1 or 2, wherein, The control device (124) includes at least one interface for manually inputting data relating to one or more items of the unit list, and is configured to generate the unit list at least in part based on manual input of data relating to the one or more items of the unit list via the interface.

4. The system (100) according to claim 1 or 2, wherein, The plurality of units (114) of the train (110) are connected to the braking system (210), at least one unit (112) of the train (110) is configured to control the pressure of the fluid in the braking system (210), and each of the plurality of sensor devices (222) includes a pressure sensor (226) and a timestamp generator to detect the pressure of the fluid in the braking system (210) in the corresponding unit (114) and generate a corresponding timestamp indicating when the pressure of the fluid in the braking system (210) in the corresponding unit (114) exceeds or falls below a predetermined threshold pressure, from which information about the position of the corresponding unit (114) in the train (110) can be derived.

5. The system (100) according to claim 1 or 2, wherein, Each of the plurality of sensor devices (222) includes a Global Navigation Satellite System module (226) to detect the location of the unit (114) to which it is installed, and information about the location of the unit (114) in the train (110) can be derived from the location of the unit to which it is installed.

6. The system (100) according to claim 1 or 2, wherein, The control device (124) is a fixed device or a handheld device.

7. A method for automatically generating a list of units in a train (110) comprising multiple units (114), the method comprising: Each of the multiple sensor devices (222) is associated with a multiple corresponding unit (114) of the train (110); Each of the plurality of sensor devices (222) is configured to communicate with one or more of the plurality of sensor devices (222), and the plurality of sensor devices (222) form a sensor mesh network (120). Each of the plurality of sensor devices (222) detects parameters of a corresponding unit (114) associated with the sensor device (222), the parameters being adapted to provide information about the position of the corresponding unit (114) in the train (110); Each of the plurality of sensor devices (222) transmits the detected parameters to the control device (124) or the server (140) via the sensor mesh network (120); as well as The control device (124) receives detected parameters from the sensor mesh network (120) and processes the detected parameters to generate the cell list. Its features are, The signal strength of at least one corresponding adjacent sensor device (222) is detected using one or more of the plurality of sensor devices (222) to provide information about the position of a corresponding unit (114) associated with the adjacent sensor device (222) in the train (110), wherein each of the plurality of sensor devices (222) and the control device (124) includes a wireless communication module (122) for sending and receiving signals and transmitting information about the position of a corresponding unit (114) associated with the adjacent sensor device (222) in the train (110), and wherein each of the plurality of sensor devices (222) uses the wireless communication module (122) for wireless unit-to-unit communication, and wherein the plurality of sensor devices (222) form a wireless sensor mesh network (120) to wirelessly transmit detected parameters, identifiers and signal strengths.

8. The method of claim 7, further comprising associating each of the plurality of sensor devices (222) with a corresponding identifier of a corresponding unit (114) in the train (110) associated with the sensor device (222), and each of the plurality of sensor devices (222) transmitting the identifier of the unit (114) in the train (110) to the control device (124) for processing and generating the unit list.

9. The method of claim 7 or 8, further comprising manually inputting one or more items of the unit list via at least one interface for manual input of the control device (124), and generating the unit list at least in part based on the one or more items of the unit list.

10. The method according to claim 7 or 8, further comprising connecting the plurality of units (114) of the train (110) to a braking system (210), wherein, At least one unit (112) in the train (110) controls the pressure of the fluid in the braking system (210), and each of the plurality of sensor devices (222) includes a pressure sensor (226) and a timestamp generator; and uses one or more pressure sensors (226) of the plurality of sensor devices (222) to detect the pressure of the fluid in the braking system (210) and generate a corresponding timestamp of when the pressure of the fluid in the braking system (210) in the corresponding unit (114) exceeds or falls below a predetermined threshold pressure for the one or more pressure sensors (226), from which information about the position of the corresponding unit (114) in the train (110) can be derived.

11. The method according to claim 7 or 8, further comprising using one or more of the plurality of sensor devices (222) to detect the position of a corresponding unit (114) associated with the sensor device (222), wherein, Each of the plurality of sensor devices (222) includes a global navigation satellite system module (226) to detect the position of the unit (114) and transmit information about the position of the corresponding unit (114) associated with the sensor device (222) in the train (110).

12. The method according to claim 7 or 8, wherein, The method includes generating the cell list and evaluating the accuracy of the cell list based on one or more of the following: detected parameters, identifiers, pressure, timestamps, signal strength, location, and manual input of data related to one or more items in the cell list.

13. The method according to claim 7 or 8, wherein, The method further includes using the control device (124) as a brake test controller for brake testing after generating the unit list and using the generated unit list for brake weight calculation.

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