Brake testing of freight trains

Abstract

Method for the automatic brake testing of a freight train consisting of a number of wagons, wherein a smartphone located in a locomotive (1) and provided with position-determining equipment displays a predetermined braking pattern to a locomotive driver for carrying out a brake test, characterized in that that the locomotive driver uses the smartphone to access a website hosted on a central computer (8), which then interactively gives the locomotive driver instructions to carry out the brake test, that the central computer (8) transmits a braking pattern (26, 27) to the smartphone, that the braking pattern (26, 27) is carried out by the locomotive (1), that the wagons (2 - 5) of the freight train are each equipped with a position-determining on-board diagnostic device (12) which monitors the pressure conditions of a main air line (7) and a brake air line (22) and, if present, the position of a parking brake (18) and stores their status, that the on-board diagnostic device (12) contains the car number of the car (2 - 5), that after completion of the brake test, each on-board diagnostic device (12) sends the position of the wagon (2 - 5) determined by the respective on-board diagnostic device (12), the wagon number of the wagon (2 - 5) and a report of the brake test to the central computer (8), that the central computer (8) evaluates the messages of the individual wagons (2 - 5) and determines the wagon sequence of the freight train with the help of the position data of the individual wagons (2 - 5) transmitted by the on-board diagnostic devices (12), that the central computer (8) transmits the result of the brake test and a list of the carriage sequence to the smartphone located in the locomotive (1).

Description

[0001] The invention relates to a method for automatically testing the brakes of a freight train consisting of a number of wagons and to a wagon for carrying out the method. Background of the invention

[0002] According to the General Railway Act (AEG), Part C, Construction and Operational Law, Section 35, "Train Braking" (7), a brake test must be conducted before a train operating with continuous brakes leaves the initial station. The brake test must be repeated whenever the driver's cab is changed or the train is joined or separated, unless vehicles are only detached at the end. Exceptions are permitted for trains that remain unchanged during multiple journeys.

[0003] For freight trains, the brake test is performed as follows. After the locomotive is connected to the train, consisting of a number of freight cars of various types, the first step is to check the leaks of the main brake air line. The pressure drop must not exceed 0.5 bar within one minute. This process is supervised solely by the locomotive driver.

[0004] This is followed by the actual brake test. A wagon inspector conducts an initial walkthrough of the train to ensure all brakes are properly released. Any visible damage is also recorded and the load securing is checked. After completing the initial walkthrough, the wagon inspector instructs the locomotive driver to apply the train's brakes. The wagon inspector then walks along the train, first on one side and then on the other, checking that all brakes are properly applied. He then instructs the locomotive driver to release the brakes. He walks along the train again on both sides and ensures that all brakes are properly released. If not already available, the train composition is recorded at this time, and the braked weight of the train is determined, from which the braked percentile is calculated.The braking percentages are needed to adjust the train's maximum speed to the track conditions so that the train can safely come to a stop before a red stop signal. If no problems are detected, the car inspector informs the locomotive driver accordingly and clears the train to depart. For a 700-meter-long freight train, for example, the entire process can take several hours, depending on weather conditions.

[0005] For years, a cost-effective automation solution has been considered to avoid long downtimes. This would significantly reduce costs and speed up rail freight transport. A cost-effective solution has so far failed because, unlike passenger cars, freight cars are not electrically connected to each other, and there is no power supply on board the freight cars.

[0006] EP 2 805 859 A1 describes a method for conducting guided brake tests on rail vehicles. An authorized person carries out a menu-guided procedure using a communication device external to the device. The solution described therein comprises a mobile device designed as a coupling head, which is coupled to the end of a train in the main air line and records the current air pressure of the main air line. This device also contains a communication module for sending the measured data to a smartphone belonging to the authorized person. The smartphone can acquire GPS data, which can then be used to determine the train length. Since only the handheld device acquires the GPS data, the authorized person must walk the entire train to determine the train length.

[0007] WO 2006 / 021398 A2 is a telematics system for freight wagon transport. This system is used to monitor the flow of goods between producers and customers. It proposes a web-based system that allows the position of individual freight wagons to be retrieved in order to detect potential delays in the supply chain in advance and take appropriate action. A brake test is not performed. Furthermore, no data is collected at the train set level. Each freight wagon is equipped with a telematics sensor unit. This is used exclusively to determine the position of an individual freight wagon or a group of freight wagons.

[0008] WO 2002 / 053438 A2 is a system for diagnosing a freight car's braking system. The freight car is equipped with a remotely controllable valve that measures data from the various pressure lines, such as the main line, brake line, and pressure reservoir. The valve is controlled by a portable control unit and receives data from the valve, which it then forwards to a mobile data unit for storage.

[0009] AT 511 269 A1 describes a device for automatically monitoring and controlling the pneumatic braking systems of vehicles. This device comprises a pneumatic module that monitors the air pressure of the braking systems using pressure sensors, as well as a control module that controls one or more braking systems. The control module also receives position data from the vehicle. The invention enables the monitoring of parked vehicles and vehicles in towing mode.

[0010] US 2014 / 0 081 512 A1 describes a system for testing the air brake of a train set. It includes an air flow control unit connected between the air brake and a compressed air source in the station. The system also includes a portable handset and a train-end pressure monitoring sensor that can communicate wirelessly with the air flow control unit via a repeater. An air flow sensor in the air flow control unit is used both for charging the air brake and for performing an air flow method for brake hose testing.

[0011] WO01 / 30 632 A1 describes a diagnostic and repair recommendation system for a railway locomotive. The system uses general repair recommendations and adapts them to a specific repair process for a unique locomotive with a train number. In addition to the repair steps to be performed by the technician, the system provides remotely controlled supporting documentation specifically tailored to each step in the repair process. While the repair is being performed, the technician enters feedback information. The repair recommendations and supporting documents are available to the technician via a remote control unit, allowing the technician to access the repair steps and supporting documentation during the repair.

[0012] DE 10 2006 005 597 A1 discloses a mileage counter for wheel sets consisting of a rotation sensor with a connected transmission shaft. This generates a signal pulse, preferably per revolution, using a suitable signal generator. In a tachometer unit, these pulses are weighted by the length of the wheel circumference and added to the mileage to date. The tachometer unit is powered by a battery-backed power supply, and the mileage is displayed on a visual display. Additionally, the mileage can be transferred from the tachometer unit to a computer for statistical analysis.

[0013] DE 2012 013 110 A1 relates to a device for measuring and displaying the payload of a rail vehicle with two bogies. Strain gauge sensors are mounted on longitudinal beams using bending beams. Each sensor is assigned to an evaluation electronics unit that determines the respective loading status. A warning light is visibly mounted at each end of the freight vehicle, preferably connected wirelessly to the evaluation electronics. The warning light can indicate the loading status of each bogie, for example, using different colors or clearly visible numbers. The measurement results from the evaluation electronics are transmitted to a remote receiver or server via a tracking module consisting of a mobile radio transmitter combined with a GPS system.

[0014] DE 10 2010 011 352 A1 relates to a mobile measuring device for conducting a brake test on a rail vehicle, in particular with a pneumatic brake system. Externally accessible measuring connections for pressure sensors are attached to this measuring device. These sensors generate an electrical measurement signal, which is processed by a locally connected mobile electronic measuring unit. The measuring unit is equipped with input devices for operation and display devices for user dialogue and for displaying measurement results. The input devices and display devices are located in a separate, portable control terminal for remote control and storage of the measurement results. The electronic measuring unit and the control terminal communicate with each other via a bidirectional radio interface.

[0015] DE 44 08 261 A1 describes a monitoring device for rail vehicles, particularly freight wagons. This device consists of an electronic data storage device connected to a mobile communications unit. This, in turn, can communicate with at least one other mobile communications unit of a stationary control center with a central computer. Additionally, sensors are mounted on the rail vehicle. The goal is to provide a reliable solution for the specific requirements of communication and monitoring of rail vehicles. This is achieved by an active, automatically operable computing and control device connected to the data storage device, the mobile communications unit, and the sensors. The computing and control device is also equipped with its own independent power supply.

[0016] The invention is based on the object of specifying a method for automatically testing the brakes of a freight train consisting of a number of wagons and a wagon for carrying out the method.

[0017] This object is achieved by the features specified in claim 1 and claim 7.

[0018] Further developments and advantageous embodiments of the invention emerge from the further claims, the description and the drawing.

[0019] According to the invention, the brake test of a freight train is carried out as described below.

[0020] Using a smartphone with an activated GPS function or similar positioning equipment, the locomotive driver accesses a website hosted on a central computer, which then interactively gives the locomotive driver instructions on how to perform the brake test.

[0021] When the website is accessed, the locomotive's GPS position, determined by the smartphone, is transmitted to the central computer. The website then instructs the driver to release and reapply the brakes several times at a set time.

[0022] The cars in the train are equipped with pressure sensors or pressure switches that measure the pressure in the main air line and in the brake cylinder. If the car is equipped with a handbrake, a limit switch is present that signals the position of the parking brake. Each car is equipped with an on-board diagnostic device, such as the one known from DE 10 2006 005 597 as a mileage counter. The on-board diagnostic device is internet-enabled and equipped with a GPS module for determining GPS coordinates. Furthermore, the on-board diagnostic device contains the car number. The car's on-board diagnostic device recognizes the braking pattern specified by the central computer.

[0023] In a further embodiment of the invention, the on-board diagnostic device detects the vehicle's speed at 0 km / h to prevent a randomly occurring braking pattern during driving from causing data from the on-board diagnostic device to be sent to the central computer. This is preferably done by determining and comparing the vehicle's position twice at short intervals using GPS. Alternatively, speed pulses from the on-board diagnostic device can be used according to DE 10 2006 005 597.

[0024] After the braking pattern specified by the central computer has been completed, or after each change in the status of the brakes and / or if the car's speed is detected to be 0 km / h, the on-board diagnostic device transmits the car's position determined by GPS in the on-board diagnostic device to the central computer, along with a log of the brake test carried out. The log contains, among other things, data on whether pressure was present in the brake cylinder line after the brake request and, if present in the car, whether the parking brake is released, as well as the car number. The central computer evaluates the messages from the individual cars. The GPS data can be used to determine the car sequence. After the evaluation of the car messages has been completed, the central computer sends the car list with the car sequence and the result of the brake test to the smartphone in the locomotive and stores a log centrally.sends them to the railway company operating the train. If the train contains wagons that are not equipped with the appropriate equipment, such as a pressure sensor and on-board diagnostic device, their data is manually entered by the wagon inspector, and the brake test on these wagons is carried out manually as before. If a wagon has a defective brake, the brake is deactivated, and the wagon data is manually entered by the wagon inspector. However, the wagon should preferably be equipped with a corresponding status sensor that indicates the deactivated brake to the on-board diagnostic device. Such a sensor signal can be added to the on-board diagnostic device's log.

[0025] To ensure that the brake command is transmitted to the last car of the train, since a shut-off valve could be accidentally closed, a device for detecting the end of the train can be attached to the main air line at the end of the train. This mobile device for monitoring the main air line contains a sensor for detecting the request for the "brake test" command and a GPS receiver with the ability to transmit the data to the central computer. The device identifies itself to the central computer as the "end of the train." Alternatively, each on-board diagnostic device could also be equipped with a "last car" button. The car inspector then presses the "last car" button on the on-board diagnostic device of the last car while walking around the train. This signal is subsequently recorded in the log for the last car as part of the automatic brake test.

[0026] Once the wagon messages have been evaluated, the wagon list with the wagon sequence is available in the central computer. The on-board diagnostic device has transmitted the wagon number stored in the on-board diagnostic device to the central computer along with the report on the brake test performed. This data is used to determine the braked percentage. To determine the braked percentage, the central computer accesses a stored wagon database. All relevant wagon data is stored in this wagon database. The central computer retrieves the stored braked weight of the individual wagons from this database. Wagons that are only transported full or empty, such as tank wagons, can also be equipped with a sensor that reports the position of a load level switch. For wagons that are individually loaded, such as container wagons, the current load weight is entered manually according to the loading note on the wagon.Alternatively, the wagon can be equipped with a device for measuring the payload according to DE 10 2012 013 110, which is then connected to the on-board diagnostic device. The data from such a device is transmitted from the on-board diagnostic device to the central computer along with the report of the brake test. Once the data for all wagons is available, the website can calculate the brake percentages and transmit them to the locomotive driver.

[0027] In a further embodiment of the invention, the data in the central computer's car database regarding the length of the individual cars is used. Using the GPS position of the locomotive and the end of the train, the total length of the train is determined from the GPS data and compared with the sum of the lengths of the individual cars from the car database. This checks whether all cars in the train have been recorded.

[0028] In the rare case that two trains standing side by side in a marshalling yard attempt to perform an automatic brake test at the same time, there is a risk that wagons on the adjacent track could also be mistakenly detected. This is avoided by informing the locomotive driver who is second to perform the brake test via the website that a train on the adjacent track is currently performing the brake test and that he must therefore wait until this brake test is completed. Since the central computer performs brake tests across Europe, when a brake test is requested for a train set, only those wagon messages that are sent within, for example, 1 km of the locomotive are assigned and evaluated.

[0029] Advantageously, the invention automates the brake test, thus significantly shortening the time. Furthermore, the sequence of the cars in the train is automatically recorded. The central computer records the brake test and the sequence of the cars in the train. Furthermore, the process for determining the brake percentage can be automated or at least significantly simplified.

[0030] The brake test can also be carried out using stationary brake test benches, for example, in large marshalling yards. A tester, like the locomotive driver, uses a GPS-enabled smartphone. They use their smartphone to inform the central computer that they will be conducting the brake test from a stationary test bench. Since the brake test bench is located near the front of the train, the central computer also assigns the train to this test bench. At the end of the test, the tester receives the test results and the brake calculation via their smartphone. They can then print them out and hand them over to the locomotive driver.

[0031] An embodiment of the invention is explained in more detail below with reference to the drawing.

[0032] The drawing shows: Fig. 1 shows a train communicating with a central computer; Fig. 2 shows a car; Fig. 3 shows a predefined braking pattern.

[0033] The Fig. Figure 1 shows a train set communicating with a central computer 8. The central computer 8 can be accessed, for example, via the Internet 11. The train set consists of a locomotive 1 and a number of carriages 2-5. At the end of the train set, a train end device 6 is arranged. The carriages 2-5 are connected to a continuous main air line 7 extending from the locomotive. The driver of locomotive 1 interacts with a central computer 8 using a smartphone (not shown) via an app as soon as the train set is assembled and the driver wishes to perform a brake test. The central computer 15 transmits to the driver the Fig. 3, which is applied to the main air line 7. In an activation phase 25, the command "release brake" 26 is executed for a first period, the main air line 7 is pressurized with, for example, 5 bar, and the brakes of the train set are thus released. For a second period, the command "apply brake" 27 is executed, the main air line 7 is pressurized with, for example, 4.2 bar, and the brakes of the train set are applied. For a third period, the command "release brake" 26 is executed again, and the brakes of the train set are released. After the activation phase 25 has been completed, on-board diagnostic devices of the respective cars 2 - 5 send a report to the central computer 8. The report contains the determined position of the individual cars, the car number, and, among other things, data on the brake test performed, whether the pressure in the brake cylinder line was present after the brake request, and whether an existing parking brake is released.The central computer evaluates the messages from the individual cars. Using GPS data, the car sequence can be determined. The central computer can access a car database 9, which stores the specific values ​​for calculating the braking percentage for each car.

[0034] After the evaluation of the wagon messages has been completed, the central computer 8 sends the wagon list with the wagon sequence, the determined brake percentage and the result of the brake test to the smartphone located on the locomotive 1 and stores a report centrally or sends it to a customer database 10, for example the railway company that operates the train.

[0035] Fig.Figure 2 shows a car equipped with the components according to the invention for an automatic brake test. A control valve 15 is connected to the main air line 7, which runs from the front to the rear of the train. An air reservoir 14 and a brake cylinder 20 are connected to the control valve 15 via a brake air line 22. According to the invention, a first pressure sensor 16 is connected to the main air line 7 via a T-piece. A second pressure sensor 19 is connected to the brake air line 22 between the control valve 15 and the brake cylinder 20. The first pressure sensor 16 and the second pressure sensor 19 are connected to an on-board diagnostic device 12. The brakes of cars 2 - 5 are actuated via a brake cylinder 20 and brake air lines 21, 24. If the car has a parking brake 18, the parking brake 18 is connected to a limit switch 17.The limit switch 17 is also connected to the on-board diagnostic device 12 and signals the position of the parking brake 18 to the on-board diagnostic device 12.

[0036] For example, in the case of tank wagons, which are typically transported empty or fully loaded, a manually operated load level switch 23 equipped with a sensor can be provided that reports the "empty" or "fully loaded" status to the on-board diagnostic device 12. For wagons that are individually loaded, such as container wagons, the wagon can be equipped with a weight sensor 13 for determining the payload. The weight sensor 13 is also connected to the on-board diagnostic device 12.

[0037] After completion of the brake test, the on-board diagnostic device 12 creates a report from the data received from the pressure sensors 16, 19, if present, from an end position switch 17, charge level switch 23 and weight detection 13 and transmits it, together with the wagon number and the GPS coordinates of the wagon, to the central computer 8 via the Internet 11. List of reference symbols 1 locomotive 2 cars 3 cars 4 cars 5 cars 6 train terminal device 7 Main air line 8 central computers 9 Car database 10 Customer database 11 Internet 12 On-board diagnostic device 13 Weight recording 14 Air reservoir 15 Control valve 16 Pressure sensor 17 limit switches 18 Parking brake 19 Pressure sensor 20 brake cylinders 21 Brake air line 22 brake air line 23 Charge level switch 24 brake air line 25 Activation phase 26 Release the brake 27 Apply the brake

Claims

[1] Method for the automatic brake test of a freight train consisting of a number of wagons, wherein a smartphone located in a locomotive (1) and provided with position-determining equipment displays a predetermined braking pattern to a locomotive driver for carrying out a brake test, characterized by , that the locomotive driver uses the smartphone to access a website hosted on a central computer (8), which then interactively gives the locomotive driver instructions to carry out the brake test, that the central computer (8) transmits a braking pattern (26, 27) to the smartphone, that the braking pattern (26, 27) is carried out by the locomotive (1), that the wagons (2 - 5) of the freight train are each equipped with a position-determining on-board diagnostic device (12) which monitors the pressure conditions of a main air line (7) and a brake air line (22) and, if present, the position of a parking brake (18) and stores their status, that the on-board diagnostic device (12) contains the car number of the car (2 - 5), that after completion of the brake test, each on-board diagnostic device (12) sends the position of the wagon (2 - 5) determined by the respective on-board diagnostic device (12), the wagon number of the wagon (2 - 5) and a report of the brake test to the central computer (8), that the central computer (8) evaluates the messages of the individual wagons (2 - 5) and determines the wagon sequence of the freight train with the help of the position data of the individual wagons (2 - 5) transmitted by the on-board diagnostic devices (12), that the central computer (8) transmits the result of the brake test and a list of the carriage sequence to the smartphone located in the locomotive (1). [2] Method according to claim 1, characterized by that the last car (5) of the train sends a train end signal to the central computer (8). [3] Method according to claim 1, characterized by that the central computer (8) retrieves from a wagon database (9) the values ​​specified for the wagons (2 - 5) by the wagon number and determines the total length of the train from these values ​​and compares them with the received position data. [4] Method according to claim 1, characterized by that the central computer (8) retrieves the values ​​specified for the wagons (2 - 5) by the wagon number from a wagon database (9) and uses these values ​​to determine a braking percentage of the train set. that the central computer (8) transmits the braking percentage of the train set to the smartphone located in the locomotive (1). [5] Method according to claim 1, characterized by that the on-board diagnostic device (12) detects the speed of the vehicle 0 km / h and only sends data to the central computer (8) at the speed 0 km / h. [6] Method according to claim 4, characterized by that the protocol of the on-board diagnostic device (12) contains data on the loading state of the wagon (2 - 5), which are used by the central computer (8) with the wagon-specific data contained in the wagon database (9) to determine the braking percentage. [7] Carriage for carrying out a method according to any one of claims 1-6, characterized by that the vehicle (2 - 5) has an on-board diagnostic device (12), that the on-board diagnostic device (12) is connected to and receives data from: a pressure sensor (16) for monitoring the pressure in a main air line (7), a pressure sensor (19) for monitoring the pressure in a brake air line (22), for carriages (2 - 5) with a parking brake (18) a limit switch (17), that the on-board diagnostic device (12) contains the car number of the car (2 - 5), that the on-board diagnostic device (12) has position-determining equipment and that the on-board diagnostic device (12) contains a transmitting device for transmitting a protocol to the central computer (8). [8] Car according to claim 7, characterized by that the on-board diagnostic device (12) is connected and receives data from a charge level switch (23). [9] Car according to claim 7, characterized by that the on-board diagnostic device (12) contains means which identify the on-board diagnostic device (12) as a train end device (6).

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