Method for determining a train configuration

Abstract

Procedure for determining a train configuration, comprising the following steps: - Define (S1) a geozone (100a, 100b) which intersects a railway line (110a, 110b) on which the train travels, at least at one point; - Determining (S3) the respective entry and the respective associated entry time of a plurality of communication facilities (104a-104h) into the geozone (100a, 100b), wherein one communication facility (104a-104h) of the plurality of communication facilities (104a-104h) is attached to each wagon (102a-102h) and the communication facilities (104a-104h) are each set up to determine their position; - Determining (S4) the train configuration based on the temporal sequence resulting from the entry times of the plurality of communication devices (104a-104h) and a stored assignment of communication device (104a-104h) to wagon (102a-102h) at a backend (106), characterized in that the step of defining (S1) the geozone (100a, 100b) is carried out at the backend (106), and the method further comprises: - Transmitting (S2) the geozone (100a, 100b) to the multitude of communication facilities (104a-104h), wherein the step of determining (S3) the respective entry comprises the steps carried out by each of the multitude of communication facilities (104a-104h): - Determining (S3.1) the position of the communication equipment (104a-104h) using a position determination device for the communication equipment (104a-104h); - Compare (S3.2) the determined position with the geozone (100a, 100b); - Sending (S3.3) a notification to the backend (106) when the geozone (100a, 100b) is entered, whereby the step of determining (S4) the train configuration is performed by the backend (106) based on the notifications from the multiple communication devices (104a-104h).

Description

Technical field

[0001] The present invention relates to a method for determining a train configuration and an associated system. State of the art

[0002] A train configuration, such as the composition of a train's carriages and their order, is important information for a train operator.

[0003] To determine such a train composition or wagon order, methods are known in the prior art in which the order of the wagons is derived, for example, from the time difference of the increase of a brake pressure in the individual wagons, compare WO 2022 / 632 48 A1.

[0004] However, such systems require additional sensor systems in each wagon. Further resources are also needed, for example, for configuring individual modules within the wagons. Consequently, the implementation effort for such a system is considerable.

[0005] German patent application DE 10 2008 026 253 A1 discloses a method for locating trains on a rail network, where the rail network lies within the coverage area of ​​a cellular mobile communication system in which mobile devices located on the trains are registered. Collective data is collected that indicates the changeover times for registered mobile devices between adjacent spatial areas. By evaluating this collective data, common changeover times are determined for several registered mobile devices and assigned to specific trains. Finally, each common changeover time can be assigned to a specific train in order to identify and locate the train on the rail network.

[0006] German patent DE 603 ​​00 567 T2 discloses a train registration system in conjunction with a railway track system for detecting and locating trains. Basic data from transponders positioned on each train vehicle are transmitted to stationary transponder readers alongside the track and forwarded to a computer. This basic data is suitable for determining the location of each train within a predefined zone of the system; the identification of individual vehicles within each train; and the total number of trains in the system. Description of the invention

[0007] It is therefore an object of the present invention to provide a system for determining the train configuration which is as simple as possible in its configuration and implementation and can thus be used flexibly with different trains.

[0008] According to a first aspect, the present invention relates to a method for determining a train configuration of a train.

[0009] A train configuration can be either the composition of the train from wagons or cars, or the arrangement of the wagons within the train.

[0010] The process begins with defining a geofence that intersects the railway line, on which the train travels, at least at one point. A geofence, also known as a geozone, is defined by at least one geographical location. It can also be defined by connecting multiple geopoints. A geofence can also be a single point or a zone defined around a point, for example, by a radius. This geofence is positioned such that it intersects the railway line. This means that an object moving on this railway line, such as a track, approaches this geofence, enters it, and exits it again after a certain time. If the geofence is only a single point, the entry and exit times are nearly identical.Trains can then travel on this railway line.

[0011] In a subsequent step, the entry point and corresponding entry time of a large number of communication facilities are determined. For this purpose, the position of each communication facility is repeatedly determined. Thus, for each of the numerous communication facilities, provided it is located on the railway line where the geozone is situated, the entry time of the communication facility into the geozone is known.

[0012] In a subsequent step, the train configuration can then be determined based on the temporal sequence resulting from the entry times of the numerous communication devices, as well as a stored assignment of communication device to wagon. This determination is performed on a backend. Accordingly, based on the entry times, it can first be determined which wagon is in the train, since it can be determined which wagon, for example, within a predefined time period, entered the geofenced area. Furthermore, in one embodiment, the wagon order can also be determined based on the entry times. For this purpose, the backend can use an assignment of a communication device to a respective wagon stored within the backend.Accordingly, a temporal sequence of specific wagons can be derived from the temporal sequence of the entry of the respective communication device by using the stored assignment of devices to the wagon.

[0013] The backend comprises the hardware and software required to implement the described functionalities, such as databases and API interfaces. Furthermore, the backend can include software and algorithms for data analysis. The backend can be part of a cloud environment where information and data received from a frontend are processed. In other words, the backend encompasses the part of the system that handles background data processing. The backend can also include so-called microservices, which, for example, define rules for exchanging system components or sending a modified configuration to specific system components. This can involve receiving the data and files transferred from system components, particularly frontend components, to the backend, processing the individual algorithms, and finally storing the results in a database.Frontend components can access such results if necessary. The frontend includes components that are, for example, attached to a wagon and primarily serve the purpose of data acquisition, input, and, if necessary, preprocessing. The results and information can then also be displayed and output via the frontend.

[0014] Thus, the present system allows the determination of a train configuration, such as composition and car order, based solely on a multitude of entry times from communication devices attached to railcars at any given section of a rail network. For this purpose, the system requires neither complex sensors in the individual cars nor manual input of information on the cars themselves. Communication between the individual units of the train is also unnecessary, as they can communicate autonomously with the backend in one embodiment. Therefore, even when the train is re-assembled, no additional system configuration is required, such as connecting the communication devices to each other. Furthermore, additional geographic zones can be defined at any point in the rail network to determine the train configuration at those locations.No equipment such as a train station or similar with corresponding sensors is necessary for this either.

[0015] The method first performs the step of defining the geozone on a backend. The method can then include the step of transmitting the geozone to a multitude of communication devices. Such transmission can occur, for example, via wireless transmission, such as over a mobile network. According to this embodiment, the method then comprises a multitude of steps in the determination phase, which are executed by each of the communication devices. Each communication device determines its position using a positioning device. Such a positioning device can be, for example, a GPS receiver. Other positioning devices, such as other satellite-based positioning devices, can also be used. This determination can be performed repeatedly.The determined position can then be compared with the geographic zone to determine entry into the geographic zone. This step can also be repeated.

[0016] If communication devices detect that a geozone has been entered, a notification can be sent to the backend. Such a notification can also include a timestamp of the entry into the geozone and, if applicable, a unique identifier for the geozone to determine which geozone has been entered.

[0017] The step of determining the train configuration can then be carried out by the backend using notifications from the numerous communication devices. Here, too, the transmitted timestamp and, if applicable, the geozone identifier can be used.

[0018] Such a configuration allows for a reduction in transmission volumes, since communication from the communication device to the backend only needs to take place when a geozone is actually entered.

[0019] Alternatively, the determination of entry into the geofenced area can also be performed at the backend. First, the geofenced area is defined at the backend. Then, each communication device performs a position determination using its own positioning device. This position is then transmitted as a notification from each communication device to the backend. A timestamp associated with the measurement can also be transmitted with this notification.

[0020] The comparison of the specific positions of the numerous communication devices with the geographic zone can be performed at the backend, as all position determination results have been transmitted to the backend. Here, too, the backend can compare with a multitude of geographic zones and thus verify entry into a multitude of geographic zones, each of which can be identified by a unique identifier.

[0021] Such a configuration reduces the required processing power in the communication device, while in return increasing the amount of data transmitted.

[0022] In another embodiment, as already indicated above, communication between the multitude of communication devices and the backend can take place via a mobile communication link between these units. In other words, each of the communication devices communicates independently with the backend. Communication between the communication devices or communication from one communication device to another with the backend is not provided for in this embodiment.

[0023] This facilitates the installation and use of the procedure even with frequent reconfiguration and reassembly of trains.

[0024] In a further embodiment, it is also provided that an input regarding the assignment between a communication device and a wagon is received at the backend and this assignment is stored in the backend. "Receive" here refers to any data transmission as well as reading from a memory. The receive can, for example, originate from a user input device, such as a computer or a keyboard connected to the backend. This allows the user to store the assignment of a communication device to a specific wagon in the backend. A corresponding assignment can also be received from a wagon management system or another administrative system and stored in the backend for use in this assignment process.

[0025] In one embodiment, the train configuration can comprise at least one of an assembly of the train from wagons and an arrangement of the wagons within a train.

[0026] In a further embodiment, it is also possible to determine the train length based on the specific train configuration and information regarding the car length. This car length information can be, for example, data entered by a user in the backend. It can also be received from a train management system or from a user input as part of the aforementioned input process. Alternatively, it is possible to estimate the train length based on the car type and a database of car types and their corresponding car lengths.

[0027] Furthermore, in order to further reduce the information required to determine the train length, one embodiment may provide to determine the train length based on the train's speed and two pieces of spatial information, such as two entries into two geozones or the entry into and exit from a geozone, where the spatial relationship between these points is known beforehand.

[0028] In one embodiment, the method can further include determining, at each of the multiple communication devices, a time point of a second interaction of the communication device with a geographic zone. An interaction can, for example, represent an entry into or exit from a geographic zone.

[0029] The method can then further include a step, executed on a backend, to determine the train length based on the entry times, the times of a second interaction, and a known spatial relationship between the entry position and the second interaction position. Thus, the train's velocity can be derived from the known spatial relationship, such as the distance, between the entry position and the second interaction position, and the known times. Using the train's velocity and the aforementioned times, the train length can then be derived based on the velocity and the times.

[0030] It is therefore possible to estimate the length of the train without additional information about the train or the carriages.

[0031] Furthermore, a system for executing the method according to one of the preceding embodiments is disclosed. This system comprises, on the one hand, the backend and, on the other hand, the multitude of communication devices.

[0032] In one embodiment, the multiple communication devices can be configured to each communicate independently with the backend. "Independent" in this context means communication that does not require the other communication devices to communicate with the backend. Brief description of the characters Fig. Figure 1 shows a rail system with the components of the system of one embodiment. Fig. Figure 2 illustrates the determination of the train configuration based on a geozone. Fig. Figure 3 shows a flowchart of the associated procedure. Detailed description of embodiments

[0033] Fig. Figure 1 shows a rail system with a first track 110a and a second track 110b. Two geozones 100a and 100b are shown, with geozone 100a being configured to intersect track 110a, on which the train, consisting of wagons 102a-102e, moves in the illustrated direction. A second train, consisting of wagons 102f-102h, is also shown, moving forward on the second track 110b in the direction of the arrow. The locomotive of the train can also be generally considered and included as a wagon in this procedure.

[0034] Wagons 102a-102h are equipped with communication devices 104a-104h, each attached to one wagon 102a-102h. Furthermore, the backend 106 is shown, which communicates wirelessly with the

[0035] Communication devices 104a-104h can communicate. In the embodiment discussed here, two geozones 100a and 100b are first defined by the backend 106 and communicated to the communication devices 104a-104h. The communication devices 104a-104h then repeatedly determine their position and compare it with the definitions of the geozones 100a and 100b.

[0036] If the two trains move forward in the direction shown, the communication devices 104a-104e will then determine an entry into geozone 100a and communicate this, along with the corresponding entry time, to the backend 106. Similarly, the communication devices 104f-104h will detect an entry into geozone 100b and communicate this, along with the entry time, to the backend 106. Based on the entry into the respective geozone 100a or 100b and the entry times, this backend 106 can then determine both the composition and sequence of the train consisting of wagons 102f-102h and the composition and sequence of the train consisting of wagons 102a-102e.

[0037] In the Fig. Figure 2 illustrates the entry times t0 to tn of the communication devices 104a-104e. These entry times t0 to tn are transmitted to the backend 106, as illustrated by the dashed arrow. Furthermore, the Fig. 2. An input device 108 is also available, which serves to input the assignment of communication devices 104a-104h to wagons 102a-102h. Accordingly, the backend 106 also has, in addition to the entry times t0 to tn of the communication devices 104a-104h, an assignment of communication devices 104a-104h to wagons 102a-102h, which can be used in determining the wagon order and the train configuration.

[0038] Fig.Figure 3 shows a corresponding procedure. As described above, in step S1 a geozone, or in this example two geozones 100a and 100b, which intersect a railway line 110a or 110b, is defined. In step S2, the information about this geozone, or about geozones 100a and 100b, is transmitted to the communication devices 104a-104h. This is followed by step S3, which determines the respective entry point. In the corresponding sub-steps, in step S3.1, each of the multiple communication devices 104a-104h first determines the position of the communication device 104a-104h using a position tracking device (not shown here). This position is then compared, again by each communication device 104a-104h, with the location of the geozone or geozones 100a and 100b. Steps S3.1 and S3.2 can be repeated.

[0039] When entry into a geofenced area is detected, the respective communication device 104a-104h sends a notification to the backend 106, which in the present embodiment includes both the geofenced area, for example in the form of a unique identifier of the geofenced area, and the time of entry. From this, the backend 106 can then determine the train configuration and a train formation in step S4. Reference sign 100a, 100b Geozone 102a-102h Wagon 104a-104h Communication device 106 Backend 108 User Input Setup 110a, 110b Railway S1 Defining a geozone S2 Transmit the geozone S3 Determining the entry S3.1 Determining the position S3.2 Comparing the determined position of the geozone S3.3 Sending a notification S4 Determining a train configuration

Claims

[1] Method for determining a train configuration, comprising the following steps: - Define (S1) a geozone (100a, 100b) which intersects a railway line (110a, 110b) on which the train travels, at least at one point; - Determining (S3) the respective entry and the respective associated entry time of a plurality of communication facilities (104a-104h) into the geozone (100a, 100b), wherein one communication facility (104a-104h) of the plurality of communication facilities (104a-104h) is attached to each wagon (102a-102h) and the communication facilities (104a-104h) are each set up to determine their position; - Determining (S4) the train configuration based on the temporal sequence resulting from the entry times of the multitude of communication devices (104a-104h) and a stored assignment of communication device (104a-104h) to wagon (102a-102h), at a backend (106), characterized by , that the step of defining (S1) the geozone (100a, 100b) is performed on the backend (106), and the procedure further comprises: - Transmitting (S2) the geozone (100a, 100b) to the multitude of communication facilities (104a-104h), wherein the step of determining (S3) the respective entry comprises the steps carried out by each of the multitude of communication facilities (104a-104h): - Determining (S3.1) the position of the communication equipment (104a-104h) using a position determination device for the communication equipment (104a-104h); - Compare (S3.2) the determined position with the geozone (100a, 100b); - Sending (S3.3) a notification to the backend (106) when the geozone (100a, 100b) is entered, whereby the step of determining (S4) the train configuration is performed by the backend (106) based on the notifications from the multiple communication devices (104a-104h). [2] Method for determining a train configuration, comprising the following steps: - Define (S1) a geozone (100a, 100b) which intersects a railway line (110a, 110b) on which the train travels, at least at one point; - Determining (S3) the respective entry and the respective associated entry time of a plurality of communication facilities (104a-104h) into the geozone (100a, 100b), wherein one communication facility (104a-104h) of the plurality of communication facilities (104a-104h) is attached to each wagon (102a-102h) and the communication facilities (104a-104h) are each set up to determine their position; - Determining (S4) the train configuration based on the temporal sequence resulting from the entry times of the multitude of communication devices (104a-104h) and a stored assignment of communication device (104a-104h) to wagon (102a-102h), at a backend (106), characterized by , that the step of defining (S1) the geozone (100a, 100b) is carried out on the backend (106), and the step of determining (S3) the respective entry includes: - Determining the position of the communication equipment (104a-104h) in each case by means of a respective position determination device of the communication equipment (104a-104h); - Sending the position as a notification to the backend (106) - Comparison of the determined positions with the geozone (100a, 100b) by the backend (106), wherein the step of determining (S4) the train configuration is carried out by the backend (106) based on the notifications of the multitude of communication facilities (104a-104h). [3] Method according to any of the preceding claims, wherein - communication between the multitude of communication devices (104a-104h) and the backend (106) takes place via a mobile communication connection between these units. [4] Method according to any of the preceding claims, further comprising: - Receiving an input of an assignment between communication device (104a-104h) and wagon (102a-102h) at the backend (106) and storing this assignment in the backend (106). [5] Method according to any of the preceding claims, wherein the train configuration comprises at least one of an assembly of the train of wagons (102a-102h) and an arrangement of the wagons (102a-102h) within the train. [6] Method according to any of the preceding claims, further comprising: - Determining the length of the train based on the specified train configuration and information regarding the car length. [7] Method according to any of the preceding claims, wherein the method further comprises the step performed on each plurality of communication devices (104a-104h): - Determining a time of a second interaction of the communication device (104a-104h) with a geozone (100a, 100b), the procedure further comprising: - Determining a train length based on the entry times, the times of a second interaction, and a previously known spatial relationship between the position of entry and the position of the second interaction. [8] System for carrying out the method according to any of the preceding claims, comprising: - the backend (106) - the multitude of communication facilities (104a-104h). [9] System according to claim 8, wherein the plurality of communication devices (104a-104h) each communicate autonomously with the backend (106).

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