Method for determining a train configuration

Abstract

A method for determining the train configuration of a train and an associated system are described.The procedure for determining a train configuration comprises the steps of defining a geozone (100a, 100b) (S1) which intersects a railway track (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 devices (104a-104h) into the geozone (100a, 100b), wherein each communication device (104a-104h) of the plurality of communication devices is attached to each wagon (102a-102h) and the communication devices (104a-104h) are each configured to determine their position, and 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 devices. (104a-104h) to Wagon (102a-102h), at a backend (106).

Description

Technical area

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

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

[0003] In order to determine such a train composition or a wagon sequence, methods are known in the prior art in which the sequence of the wagons is derived, for example, from the time difference of the increase in brake pressure in the individual wagons, see WO 2022 / 63248 A1.

[0004] However, such systems require additional sensor systems in the individual wagons. Additional resources, such as configuring individual modules in the wagons, are also required. The implementation effort of such a system is correspondingly high. Description of the invention

[0005] 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 configuration and implementation and can thus be used flexibly for different trains.

[0006] In this regard, the present invention relates, according to a first aspect, to a method for determining a train configuration of a train.

[0007] A train configuration can be a composition of the train from wagons or cars as well as a sequence of the wagons within the train.

[0008] First, the method involves defining a geozone that intersects a railway line on which the train travels at least at one point. A geozone, also known as a geofence, is a zone defined by at least one geographical position. A geozone can also be defined by connecting several geopoints. However, a geozone can also be a single point or a zone formed around a point, for example by a radius. This geozone is located such that it intersects a railway line. This means that an object moving on this railway line, such as a track, approaches this geozone, enters it, and then exits it again after a certain time. If the geozone is only a single point, the entry and exit times are almost identical.Trains can then move along this railway line.

[0009] In a subsequent step, the entry into the geozone and the corresponding entry time are determined for a plurality of communication devices. For this purpose, each of the communication devices is designed to determine its position repeatedly. Thus, for each of the plurality of communication devices, if it is located on the railway line on which the geozone is located, a time of entry of the communication device into the geozone is known.

[0010] Then, in a subsequent step, the train configuration can be carried out based on the chronological sequence resulting from the entry times of the plurality of communication devices and a stored assignment of communication device to wagon. This determination is made at 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 has entered the geozone, for example, within a predetermined time period. Furthermore, in one embodiment, the wagon sequence 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 in the backend.Accordingly, a temporal sequence of specific wagons can be derived from the temporal sequence of entry of the respective communication device by using the stored assignment of devices to the wagon.

[0011] The backend comprises the hardware and software required to implement the described functionalities, such as databases and API interfaces. The backend can also include software and algorithms for data analysis. The backend can be part of a cloud in which information and data received from a frontend is processed. In other words, the backend comprises the part of the system that deals with data processing in the background. The backend can also include so-called microservices, which, for example, contain rules for exchanging system components or sending a changed configuration to specific system components. This can range from recording the data and files transferred from system components, particularly frontend components, to computing the individual algorithms and saving the results in a database.Frontend components can access such results if necessary. The frontend includes components that are attached to a wagon, for example, and are primarily used to capture, input, and, if necessary, preprocess data. The frontend can also display and output the results and information.

[0012] Thus, the present system allows a train configuration, such as a composition and carriage sequence, to be determined at any section of a rail network based solely on a large number of entry times from communication devices attached to carriages. To do this, the present system requires neither complex sensors in the respective carriages nor the manual entry of information on the carriages themselves. Communication between the individual units of the train is also not necessary, as in one embodiment they can communicate autonomously with the backend. Thus, even if the train is reassembled, no additional configuration of the system, such as connecting the communication devices to each other, is necessary. Furthermore, additional geozones can be defined at any location in the rail network to determine the train configuration at these points.For this purpose, no equipment such as a train station or similar with corresponding sensors is necessary.

[0013] In a further embodiment, the method can first perform the step of defining the geozone at a backend. The method can then comprise the step of transmitting the geozone to the plurality of communication devices. Such transmission can be effected, for example, by wireless transmission, such as via a cellular network. The method according to this embodiment then comprises, in the determining step, a plurality of steps which are performed by each of the communication devices. Thereafter, each of the communication devices determines its position using a position-determining device of the communication device. Such a position-determining device can be, for example, a GPS receiver. Other position-determining devices, such as other satellite-based position-determining devices, can also be provided.Such a determination can be performed repeatedly. The determined position can then be compared with the geozone to determine entry into the geozone. This step can also be performed repeatedly.

[0014] If communication devices detect that the geozone has been entered, a notification can be sent to the backend. Such a notification can also include a timestamp of entry into the geozone and, if applicable, a unique geozone identifier to determine which geozone has been entered.

[0015] The step of determining the train configuration can then be performed by the backend based on the notifications from the multiple communication devices. Here, too, the transmitted timestamp and, if applicable, the geozone identifier can be used.

[0016] Such a configuration allows 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.

[0017] In an alternative method, however, the determination of entry into the geozone can also be performed at the backend. For this purpose, the first step of defining the geozone is performed at the backend. Each communication device then performs a position determination using a positioning device of the communication device. This position is then transmitted as a notification from each of the communication devices to the backend in a subsequent step. A timestamp associated with the measurement can also be transmitted here.

[0018] The comparison of the determined positions of the numerous communication devices with the geozone can be performed on the backend, since all positioning results are transmitted to the backend. Here, too, the backend can compare with a multitude of geozones and thus check for entry into a multitude of geozones, which can in turn be identified by a unique identifier.

[0019] Such a configuration reduces the necessary processor power in the communication device, but in return increases the amount of data transmitted.

[0020] In a further embodiment, as already indicated above, communication between the plurality of communication devices and the backend can take place via a mobile radio connection 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 the backend via another communication device is not provided for in this embodiment.

[0021] This facilitates installation and use of the procedure, even with frequent reconfiguration and reassembly of trains.

[0022] In a further embodiment, it is further provided to receive an input of an assignment between the communication device and the wagon at the backend and to store this assignment in the backend. Receiving here refers to any data transmission as well as reading from a memory.

[0023] Receipt can occur, for example, from a user input device, such as a computer or a keyboard in 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 administration system and stored in the backend for use in this determination process.

[0024] In one embodiment, the train configuration may include at least one of a composition of the train from wagons and a sequence of the wagons within a train.

[0025] In a further embodiment, it may further be provided to determine the length of the train based on the specific train configuration and information regarding the car length. Information regarding the car length may be information stored, for example, in the backend by a user. It may also be received from a train management system during the aforementioned input or from a user input. It may also be provided to estimate the train length based on the car type and a database containing car types and associated car lengths.

[0026] In order to further reduce the information required to determine the train length, one embodiment may provide for the train length to be determined based on a speed of the train and two spatial information items, such as two entries into two geozones or the entry into and exit from a geozone, wherein the spatial relationship between these points is known in advance.

[0027] In one embodiment, the method may further comprise, at each of the plurality of communication devices, first determining a time of a second interaction of the communication device with a geozone. An interaction may, for example, represent an entry into or exit from a geozone.

[0028] The method can then further provide a step, which is performed at a backend, of 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. Thus, a train speed can be derived from the known spatial relationship, such as the distance, between the position of entry and the position of the second interaction and the known times. If the train speed and the times mentioned here are then used, the train length can be derived based on the speed and the times.

[0029] It is therefore possible to estimate the length of the train without any additional information about the train or the wagons.

[0030] Furthermore, a system for implementing the method according to one of the preceding embodiments is disclosed. The system comprises, on the one hand, the backend and, on the other hand, the plurality of communication devices.

[0031] In one embodiment, the plurality of communication devices can be configured to communicate independently with the backend. The term "independent" refers to communication that does not require the other communication devices to communicate with the backend. Short description of the characters

[0032] Figure 1 shows a rail system with the system components of one embodiment. Figure 2 illustrates the determination of the train configuration based on a geozone. Figure 3 shows a flowchart of the associated method. Detailed description of embodiments

[0033] Figure 1shows a rail system with a first rail path 110a and a second rail path 110b. Two geozones 100a and 100b are visible, with geozone 100a being configured to intersect rail path 110a, along 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 rail path 110b in the direction of the arrow. The locomotive of the train can also generally be considered and taken into account as a wagon in the present method.

[0034] The wagons 102a-102h have the communication devices 104a-104h, which are each attached to a wagon 102a-102h. Furthermore, the backend 106 is shown, which can communicate wirelessly with the communication devices 104a-104h. In the embodiment discussed here, two geozones 100a and 100b are initially 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.

[0035] If the two trains move forward in the direction shown, the communication devices 104a-104e will then determine an entry into the geozone 100a and communicate this, along with the associated entry time, to the backend 106. Accordingly, the communication devices 104f-104h will detect an entry into the geozone 100b and communicate this, along with the entry time, to the backend 106. This backend 106 can then, based on the entry into the respective geozone 100a or 100b and the entry times, determine both the composition and sequence of the train consisting of the wagons 102f-102h and the composition and sequence of the train consisting of these wagons 102a-102e.

[0036] In the Figure 2The entry times t0 to tn of the communication devices 104a-104e are illustrated here. These entry times t0 to tn are transmitted to the backend 106, as illustrated by the dashed arrow. Furthermore, the Figure 2 also an input device 108, which serves to enter the assignment of communication devices 104a-104h to wagons 102a-102h. Accordingly, in addition to the entry times t0 to tn of the communication devices 104a-104h, the backend 106 also has an assignment of communication devices 104a-104h to wagons 102a-102h, which can be used to determine the wagon sequence and the train configuration.

[0037] Figure 3shows an associated method. As already described above, first in step S1 a geozone, or in the present 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 the geozones 100a and 100b, is transmitted to the communication devices 104a-104h. This is followed by step S3 of determining the respective entry. In the associated substeps, first in step S3.1, the position of the communication device 104a-104h is determined by each of the plurality of communication devices 104a-104h using a position carriage determination device (not shown here). This position is then compared, again by each communication device 104a-104h, with the location of the geozone or of the geozones 100a and 100b. Steps S3.1 and S3.2 can be performed repeatedly.

[0038] If entry into a geozone is detected, the respective communication device 104a-104h sends a notification to the backend 106, which in the present embodiment includes both the geozone, for example, in the form of a unique identifier of the geozone, and the time of entry. From this, the backend 106 can then determine the train configuration and a carriage sequence in step S4. Reference symbol

[0039] 100a, 100bGeozone 102a-102hWagon 104a-104hCommunication device 106Backend 108User input device 110a, 110bRailway S1Defining a geozone S2Transmitting the geozone S3Determining the entry S3.1Determining the position S3.2Comparing the determined position of the geozone S3.3Sending a notification S4Determining a train configuration

Claims

1. A method for determining a train configuration of a train, comprising the steps of: - defining a geozone (100a, 100b) (S1) which intersects a rail 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 devices (104a-104h) into the geozone (100a, 100b), wherein in each case one communication device (104a-104h) of the plurality of communication devices is attached to a respective wagon (102a-102h), and the communication devices (104a-104h) are each configured 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).

2. The method according to claim 1, wherein: the step of defining the geozone (S1) (100a, 100b) is performed at a backend (106), and the method further comprises: - transmitting (S2) the geozone (100a, 100b) to the plurality of communication devices (104a-104h), wherein the step of determining the respective entry (S3) comprises the steps performed by each of the plurality of communication devices (104a-104h): - determining (S3.1) the position of the communication devices (104a-104h) by means of a position determining device of the communication device (104a-104h); - comparing (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, wherein the step of determining (S4) the train configuration is carried out by the backend (106) based on the notifications of the plurality of communication devices (104a-104h).

3. The method according to claim 1, wherein: the step of defining the geozone (S1) (100a, 100b) is performed at a backend (106), and the step of determining the respective entry (S3) comprises: - determining the position of the communication devices (104a-104h) by means of a respective position determining device of the communication device (104a-104h); - sending the position as a notification to the backend (106), - comparing 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 from the plurality of communication devices (104a-104h).

4. Method according to one of the preceding claims, wherein - the communication between the plurality of communication devices (104a-104h) and the backend (106) takes place via a mobile radio connection between these units.

5. The method according to any one of the preceding claims, further comprising: - receiving an input of an assignment between the communication device (104a-104h) and the wagon (102a-102h) at the backend (106) and storing this assignment in the backend (106).

6. The method according to any one of the preceding claims, wherein the train configuration comprises at least one of a composition of the train from wagons (102a-102h) and a sequence of the wagons (102a-102h) within the train.

7. The method according to any one of the preceding claims, further comprising: - determining the length of the train based on the determined train configuration and information regarding the car length.

8. The method according to any one of the preceding claims, wherein the method further comprises the step performed at 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 method 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 the entry and the position of the second interaction.

9. System for carrying out the method according to one of the preceding claims, comprising: - the backend (106) - the plurality of communication devices (104a-104h).

10. The system according to claim 9, wherein the plurality of communication devices (104a-104h) each communicate autonomously with the backend (106).

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