Arrangement and method for detecting a carriage orientation and / or a carriage line in a train composite

Abstract

The invention relates to a method for detecting a wagon orientation and / or a wagon sequence in a train consist comprising at least one wagon hauled by a traction vehicle, in particular a freight wagon, or a train consist comprising at least two wagons, in particular those movable by their own drive, wherein the method comprises the following process steps: (i) initiating a train integrity and / or wagon sequence check on a first wagon of the train consist, which has a first coupling at a first end-face region and a second coupling at an opposite second end-face region; (ii) reading or querying a coupling ID and / or wagon ID of a coupling of a wagon immediately adjacent to the first wagon.(iii) a car immediately adjacent to the first car; and (iii) transmitting the coupling ID and / or car ID read or queried in process step (ii) to a base station, to a car-internal control unit of at least one car of the train consist, or to an operating device. Furthermore, the invention relates to a corresponding arrangement for detecting a car orientation and / or a car sequence in a train consist.

Description

[0001] The present invention relates generally to track-guided vehicles, and more particularly to rail vehicles. In particular, the invention relates generally to solutions for automating train formation and train separation processes in rail freight transport.

[0002] In particular, the invention relates to a method for detecting a wagon orientation and / or a wagon sequence in a train assembly which consists of at least one wagon hauled by a railcar, in particular a freight wagon, or of a wagon assembly with at least two wagons which can be moved in particular by a wagon's own drive.

[0003] The invention is particularly concerned with a preferably automated solution for detecting the setting direction of a wagon, in particular a freight wagon, in a train combination and preferably also automatically carrying out a train completeness check.

[0004] The detection and recording of carriage orientation and train sequence is well known in passenger rail transport. In this case, several so-called operational units are first coupled together to form longer train sets ("multiple traction"). Coupling of such traction vehicles is currently carried out exclusively by means of automatic couplers, which establish a mechanical connection as well as electrical connections via a suitably equipped electrical contact coupling.

[0005] In order to control the resulting train formation, a so-called "train christening" must be carried out, which ensures that the newly formed train formation can be safely controlled and monitored from one location, i.e. a manned driver's cab.

[0006] A "train naming" is the initialization of the communication system of a newly formed train. The train naming establishes the functionality of the communication system for the electronic systems within the train. It is a fundamental task of the communication system and essentially involves the logical addressing of the communication nodes in the individual vehicles, integrating the determination of variable train-specific parameters (car sequence, car alignment, last car). This is understood as the creation of a train assignment table in which the car numbers (a globally unique vehicle identification) and their alignment are assigned to the logical addresses in the communication system.

[0007] The train inauguration process is initiated by the leading vehicle (traction unit). At the end of the process, the position and orientation of each (intelligent) car are known. On this basis, communication between electronic systems can be realized between all vehicles / cars in the train, and further cross-system or system-specific initialization functions can be performed. After the train inauguration, a cyclical message exchange continuously ensures that the system is functional. This process should not exceed a maximum duration of 120 seconds and must be implemented with the development of the communication system.

[0008] A train inauguration, for example, is coordinated by the central train control systems (TCMS) installed on each railcar. These systems typically first negotiate a master train control system, which then coordinates and controls key processes for the train inauguration and the so-called train preparation service (e.g., brake test). Communication takes place via one or more (redundantly) installed train data buses, whose protocols may support train formation and train inauguration with corresponding functions. The so-called Train Communication Network (TCN) according to IEC / IN61375-X is often used for this purpose.

[0009] For example, US Pat. No. 4,689,602 relates to a system for determining the sequence of carriages in a train. The sequence is determined by starting the input of a signal to the data transmission device of the leading carriage and forwarding it to the following data transmission device of the following and subsequent carriages, as well as evaluating the output signals. The sequence is stored in a central memory on the leading carriage of the train. A disadvantage is that the system known from this prior art operates on the basis of various failure-prone control and monitoring relays in each carriage, for which a special control line must also be provided. To detect the sequence of the carriages, the control line must also be interrupted.

[0010] In particular, it is generally known from rail vehicle technology that for train inauguration, i.e. for initializing a train's data communication system after a new train assembly or a change in train composition, a query is obtained from each individual wagon assigned to the train assembly at the request of a central unit performing a master function, which is to assume control of the train assembly, in order to automatically determine the number of wagons, a wagon sequence, and the right / left orientation of the wagons within the train assembly. To implement such a method, it is known to couple each wagon of the train assembly to a train bus via which data is exchanged. Physical lines or a radio bus, for example, can be used as the train bus.

[0011] A radio bus offers the advantage that there is no need to connect an electronic / electrical connection line between the individual cars to set up the train bus, since the data is transmitted via radio, i.e. wirelessly.

[0012] However, this is disadvantageous, especially when a train christening is to be carried out with several trains parked in close proximity, because it is possible for the carriages to be assigned to the respective train / train formation. Radio transmission can inadvertently result in the logical assignment of a carriage located in an adjacent train formation to the "wrong" train formation.

[0013] Furthermore, this technology for initialising a train network's data communication system (train christening) is relatively complex due to the hardware required and is not attractive for rail freight transport.

[0014] The present invention is therefore based, in particular, on the problem that conventional devices and methods for detecting the carriage orientation and the adjustment direction are designed for passenger rail transport, and that these devices and methods cannot be transferred, or at least not easily, to rail-bound freight transport. This is because, for cost reasons, corresponding control devices are not implemented in the electrical contact couplings in rail-bound freight transport, which are necessary for the correct detection of the multiple unit or carriage orientation in passenger rail transport.

[0015] A "train completeness check" generally refers to technical systems or operational rules that check whether a train is complete at a specific location, i.e., whether it has lost any cars. The background to a train completeness check is that a train is generally only allowed to enter a section of track if there are no other vehicles or cars in it with which the train could collide. Some procedures for ensuring train movements are based on the recognition that a section of track is clear when the last train to enter has completely left it (and no further vehicles have entered).

[0016] In a traditional implementation of train completeness control, the last car in a train is equipped with end-of-train signals. With traditional train signaling, a railway employee can determine that the train is complete by the end-of-train signals of a passing train. If the end-of-train signals are missing, it can be assumed that there are still cars on the following track section.

[0017] This classic implementation of train completeness control is time-consuming and prone to human error.

[0018] To ensure the integrity of freight trains, the introduction of automatic couplings, which can transmit data along the train, is proposed. Train integrity monitoring could, for example, be achieved through permanent communication between a front-end device and the monitoring device at the last coupling of the train.

[0019] However, this approach presupposes that automatic couplings have already been introduced and, in particular, that appropriate data transmission along the train is guaranteed. These conditions are not met, especially during transitional periods.

[0020] Based on this problem, the invention is therefore based on the object of creating a device or arrangement and a method for detecting a wagon orientation and / or a wagon sequence in a train traffic in order to enable an error-free train christening in a simple manner, wherein the device and the method have increased reliability.

[0021] According to a further aspect, a corresponding arrangement or method is to be specified, which is also suitable for detecting the alignment direction of a wagon in the train in an easy-to-implement yet efficient manner. In particular, the arrangement or method is to be suitable for rail-bound freight transport.

[0022] With regard to the method, the object underlying the invention is achieved in particular by the subject matter of independent patent claim 1, wherein advantageous developments of the method according to the invention are specified in dependent claims 2 to 8.

[0023] With regard to the arrangement, the object underlying the invention is achieved by the subject matter of the independent patent claim 9. Advantageous further developments of the arrangement according to the invention are specified in the dependent claims 10 to 15.

[0024] The object underlying the invention is further achieved by a train assembly with an arrangement according to the invention.

[0025] Accordingly, the invention relates in particular to a method for detecting a wagon orientation and / or a wagon sequence in a train assembly which consists of at least one wagon hauled by a railcar, in particular a freight wagon, or of a wagon assembly with at least two wagons which can be moved in particular by a wagon's own drive.

[0026] In the method according to the invention, a train integrity and / or carriage sequence check is first initiated on a first carriage of the train, which has a first coupling at a first front end region and a second coupling at an opposite second front end region. Subsequently, a coupling ID of a coupling of a carriage immediately adjacent to the first carriage is read or queried. The read or queried coupling ID is then transmitted to a base station, to an internal control device of a neighboring carriage, or to a mobile or stationary control device.

[0027] In particular, it is provided that both the coupling ID of a counter-coupling of a car adjacent to the first car, which is coupled to the first coupling, and the coupling ID of a counter-coupling of a car adjacent to the first car, which is coupled to the second coupling of the first car, are read out or queried.

[0028] The train integrity and / or car sequence check is initiated at the first car by transmitting a corresponding command for the train integrity and / or car sequence check to the first car, preferably from the base station or the control device.

[0029] The command for the train integrity and / or wagon sequence check is carried out in particular with the aid of a wireless and / or contactless communication technology and is transmitted in particular with the aid of a communication technology based on NFC technology and in particular RFID technology, for example with the aid of a LoRa radio transmission, to a wagon control or wagon-internal control device of the first wagon body.

[0030] On the other hand, it is preferred that the at least one coupling ID is read out or queried using a wireless and / or contactless communication technology and in particular using a communication technology based on NFC technology, in particular RFID technology.

[0031] The read or queried coupling ID is transmitted to the base station or to the operating device using a wireless and / or contactless communication technology and in particular using a communication technology based on NFC technology and in particular RFID technology.

[0032] According to a preferred implementation of the solution according to the invention, it is provided that preferably each coupling of the train assembly and in particular the coupling head of each coupling of the train assembly or alternatively each front end region of each car is equipped with a near-field communication device (NFC device).

[0033] With such NFC devices, it is possible for two adjacent wagons or the corresponding NFC devices of the couplings or front end areas of the wagons to exchange data contactlessly via electromagnetic induction using a transmission standard based on RFID technology.

[0034] Each NFC device of each car is preferably connected via signal technology to a car-internal control device.

[0035] With such a configuration, it is conceivable that, for example, the operator of the control device, particularly using a mobile control device such as a tablet, could contact the on-board control device of one of the train's cars without contact, preferably via LoRa. LoRa is a powerless transmission method at the physical layer. It is asymmetric and designed for energy efficiency with ranges of over 10 km for uplink communication (i.e., transmission from the terminal device to the network).

[0036] A command for train integrity and / or wagon sequence checks can be transmitted to the wagon-internal control device.

[0037] Upon receiving this command, the on-board control device queries the NFC devices of the car's couplings or the car's front end sections to obtain a coupling ID and / or car ID of the adjacent car. This information is read from a (passive) NFC tag, such as an RFID tag, of the adjacent car.

[0038] In this way, the operator receives information about the neighboring cars of the first contacted car via the control unit. This process continues with the other neighboring cars and their neighbors until the sequence is complete.

[0039] In a slightly modified embodiment, it is conceivable that instead of an NFC device, for example, instead of an RFID reader and RFID tags, another technology could be used in or on the couplings of the train's wagons, or in or on the front end areas of the wagons, or in the wagon-internal control devices, such as wireless radio or Bluetooth / BLE communication devices. The method can then proceed as follows: Using a particularly mobile operating device, such as a tablet, the operator of the operating device contacts the wagon-internal control device of one of the wagons in the train without contact, preferably via LoRa, in order to transmit a command to the wagon-internal control device for train integrity and / or wagon sequence checks.

[0040] Upon receiving the train integrity and / or carriage sequence check command, the on-board control device of a first carriage queries the on-board control device of an adjacent second carriage via the wireless radio or Bluetooth / BLE communication device, using the antennas in or on the coupler(s) of the first and second carriages, to obtain a coupler ID and / or carriage ID of the adjacent carriage. The wireless radio or Bluetooth / BLE communication device of the on-board control device of the adjacent second carriage or of the coupler(s) of the adjacent second carriage is in a radio standby state.

[0041] The internal control devices of two adjacent wagons then communicate wirelessly via antennas in the couplings and the first wagon asks the second wagon for its identification, whereby the wagon knows its own UIC number and can assign the coupling via the antenna from which the request comes ("side A", "side B").

[0042] In this scenario, the range of the communication system, i.e. the respective wireless radio or Bluetooth / BLE communication devices, is limited, so that communication is only possible with the immediate neighboring coupling.

[0043] In addition, other data can also be exchanged with neighboring vehicles via wireless radio or Bluetooth / BLE communication devices: It is an alternative to in-train communication, as currently implemented with LoRa – a dedicated network can be established using the wireless radio or Bluetooth / BLE communication devices according to the invention; and / or, for example, other data / information such as braking data, commands for releasing / applying the handbrake, uncoupling, etc. can be communicated, particularly bidirectionally, between the vehicle-internal control devices and / or between at least one vehicle-internal control device and the, in particular, mobile, operating device.

[0044] Preferably, the base station or the operating device has a memory device and / or lookup table in which it is summarized which car has which coupling IDs.

[0045] Accordingly, at least one car can be identified at the base station to which the at least one coupling ID previously transmitted to the base station or to the control device belongs. A command for train integrity and / or car sequence checks can then be generated and transmitted to the at least one previously identified car.

[0046] The command for the train integrity and / or wagon sequence check is transmitted to a wagon control or wagon-internal control device of the at least one previously identified wagon, preferably by means of a wire-free and / or contactless communication technology and in particular by means of a wireless transmission, in particular radio transmission and preferably Bluetooth transmission.

[0047] Subsequently, a coupling ID of a coupling of a car immediately adjacent to the previously identified car is read out or queried, whereby the read out or queried coupling ID is then transmitted to the base station or to the control device.

[0048] In this case, it is provided in particular that the previously identified wagon has a first coupling at a first front end region and a second coupling at an opposite second front end region, wherein both the coupling ID of a counter-coupling of a wagon adjacent to the previously identified wagon, which is coupled to the first coupling of the previously identified wagon, and the coupling ID, if applicable, of a counter-coupling of a wagon adjacent to the previously identified wagon, which is coupled to the second coupling of the previously identified wagon, are read out or queried.

[0049] The initiation step, the reading and query step, the transmission step to the base station or to the operating device and the identification step performed by the base station are repeated until the base station detects that no new coupling ID is being transmitted to the base station or to the operating device.

[0050] According to preferred developments of the method according to the invention, it is provided in particular that each car of the car combination is equipped with couplings, in particular automatic couplings, and wherein the car control or car-internal control device of each car detects a coupling position of the couplings of the car and transmits the detected coupling position to the base station or to the operating device with the aid of a wire-free and / or contactless communication technology and in particular with the aid of a wireless transmission, in particular radio transmission and preferably Bluetooth transmission.

[0051] If automatic central buffer couplings of the Scharfenberg ®< type are used as couplings, the coupling position can be the coupled position, the buffer position or the ready-to-couple position.

[0052] In this context, it is advisable for the base station to identify the end of the train at the end of a wagon of the train to which a coupling is attached which is in a buffer position or in a position ready for coupling.

[0053] A lost wagon can also be identified with the help of the base station, namely when a coupling ID of a coupling in a coupled position is received by the base station, but no command for train integrity and / or wagon sequence check can be transmitted to the corresponding wagon.

[0054] Preferably, after completion of the train integrity and / or wagon sequence test, the braking functionality of a braking system of the train set is checked, in particular by carrying out a brake test.

[0055] According to preferred implementations of the method according to the invention, it is provided that each car of the car assembly is equipped with couplings, in particular automatic couplings, wherein the car control or car-internal control device of each car detects a coupling status and / or coupling state of the couplings of the car and transmits the detected coupling status and / or coupling state to the base station and / or to the operating device using a wire-free and / or contactless communication technology and in particular using a wireless transmission, in particular radio transmission and preferably Bluetooth transmission.

[0056] In this context, it is conceivable that the car control or the car-internal control device of each car is designed to detect, as the coupling status and / or coupling state of the car's couplings, at least whether the respective coupling of the car is in one of the following states: (a) in a coupled condition; (b) in an uncoupled and ready-to-couple condition; or (c) in an uncoupled and unready-to-couple condition.

[0057] Automatic train couplings are well known in practice. Such automatic train couplings are currently used primarily in passenger trains and typically feature a coupling head with a coupling housing and a coupling element with a locking mechanism. The coupling element, for example, is often designed as a rotary coupling with a coupling eye and a frog. The frog can be rotated around a main axis between a coupled and an uncoupled position.

[0058] The coupling eye, which also serves as a coupling element, is usually connected to the frog by a first end or a first end region that can be rotated about a coupling eye axis and has a second free end or a second free end region. The frog has a mouth for receiving a corresponding second end or a corresponding second end region of a coupling eye of a matching coupling head of a mating coupling.

[0059] A spring-loaded mechanism can be associated with the frog. In these designs, the frog can be rotated from the coupled position to the uncoupled position against the force of the spring-loaded mechanism, and from the uncoupled position to the coupled position by the force of the spring-loaded mechanism.

[0060] The uncoupled position is also generally referred to as the ready-to-couple position, since in this position the train couplers of the two car bodies can be moved towards each other and coupled.

[0061] If necessary, the dome lock or its core can also be rotated to a position that is over-tightened compared to the dome-ready position, i.e., opened more than necessary. In this over-tightened position, the spring mechanism is fully tensioned.

[0062] This over-extended position also constitutes a ready-to-couple or uncouple position within the meaning of the present disclosure. Furthermore, such a ready-to-couple or uncouple position is also referred to as a standby position.

[0063] The locking mechanism, which holds the coupling lock in the appropriate position or releases it for transition to another position by rotating the frog, comprises, for example, a plunger that can be moved in the coupling direction of the train coupling against a spring force and a ratchet bar that can be moved transversely or diagonally to the coupling direction. The ratchet bar is, for example, connected to the frog in an articulated manner and, when the frog is rotated from the coupled position to the uncoupled position, can be moved into a detent position. In this detent position, the ratchet bar blocks the frog from rotating backward, i.e., from the uncoupled position to the coupled position.

[0064] The plunger, in turn, can be movable between a first position and a second position. In the first position, in which the plunger is displaced against the spring force, the plunger locks the latching rod in the detent position. In the second position, in which the plunger is displaced from the first position by the spring force, the plunger releases the latching rod from the detent position.

[0065] The function of such an automatic train coupling, currently generally used in passenger trains, is as follows: two opposing coupling heads on two car bodies or vehicles to be coupled together are locked together by inserting the second end of the respective coupling eye into the mouth of the frog of the other coupling head and holding it in place by rotating the frog. This mechanically couples the two car bodies or vehicles.

[0066] The two dome closures are loaded exclusively by tensile forces, which are evenly distributed between both dome eyes within the parallelogram formed by the dome eyes and the frog pieces.

[0067] Compressive forces, on the other hand, are transmitted through a special profile on the front of the coupling head housing. This profile typically comprises, as is also advantageous in the present invention, a cone and a funnel enclosed by a wide, particularly flat, front surface. The profile can be formed by a separate front plate attached to the front of the coupling head housing. The profile, together with the cone or funnel, can form sliding and centering surfaces and, in particular, determine the gripping area in terms of lateral, vertical, and angular offset. When the coupling heads meet, they center themselves and slide into each other.

[0068] When two rail vehicles or car bodies are moved towards each other, their coupling locks or frogs are in the ready-to-couple or uncoupled position, in which the frogs are held in particular by the latching rods. During coupling, the cones dip into the funnels of the coupler head housing profiles. The cones press on the pistons and push them back, so that the pistons release the latching rods from their latching position. This releases the coupling locks and rotates under the force of the respective spring accumulator until the frog hits a predetermined stop, usually the coupler head housing. The coupling eyes guided in the funnels engage in the frog mouths, the two coupling locks are interlocked and the coupled position is achieved. Accidental separation of the coupling locks is not possible.Normal wear and tear does not affect the safety of the coupling lock.

[0069] To uncouple the coupling heads, a decoupling device rotates both coupling locks, i.e., the two frogs, against the force of the spring-loaded mechanisms until the coupling eyes slide out of the frogs' mouths. The rotating frogs are designed to displace the ratchet rods sufficiently far that, when the vehicles or car bodies are separated, the frogs are prevented from rotating back from the over-drawn position beyond the ready-to-couple position by moving the ratchet rods into their locking positions.

[0070] Uncoupling devices are available in various designs. For example, manually operated, mechanical uncoupling devices have levers, cables, and / or chain hoists that act on various types of latches and, when activated, release the latch position.

[0071] Automated uncoupling devices comprise, for example, a pneumatic cylinder or an electric motor, in particular a linear actuator, as a drive, which uncouples the train coupling.

[0072] For example, the document DE 29 23 195 C2 discloses a remotely operated uncoupling device for a central buffer coupling of a rail vehicle, in which an electric motor actuates a lever connected to the main bolt in a rotationally fixed manner via a cam disc in order to rotate the frog from the coupled position to the uncoupled position.

[0073] On the other hand, document EP 3 470 295 A1 discloses an electric linear actuator which acts on the main bolt via a lever.

[0074] Since two coupling heads always work together when coupling and uncoupling, the train couplings are designed in such a way that the coupling heads or coupling locks operate alternately.

[0075] For example, if a coupling lock is released with a manual or automated uncoupling mechanism by rotating its frog against the force of the spring-loaded mechanism, this rotational movement is "automatically" transmitted to the opposite frog via the coupling eye, which is articulated to the frog, and the jaw of the opposite frog of the mating coupling. Accordingly, the opposite frog of the mating coupling transmits its rotational movement to its ratchet rod, causing it to reach its locking position.

[0076] With regard to the operational positions, the buffer position, the unlocked position, the ready-to-couple position and the locked position are possible for an automatic train coupling of the type considered here.

[0077] In a further development of the method according to the invention, it is provided that the base station and / or the operating device identifies a train end of the train or an interruption of the train at a front end of a car of the train to which a coupling is attached which is in the coupling status and / or coupling state (b) or in the coupling status and / or coupling state (c).

[0078] As already explained, the coupling status and / or coupling state (b) corresponds to a state in which the coupling is in a disengaged and ready-to-engage state, while the coupling status and / or coupling state (c) corresponds to a state in which the coupling is in a disengaged and not ready-to-engage state.

[0079] Alternatively or additionally, it is conceivable that the base station and / or the operating device identifies a faulty wagon and / or a faulty wagon orientation and / or wagon sequence if a coupling ID and / or wagon ID of a coupling in a coupled position is received by the base station, but no command for the train integrity and / or wagon sequence check can be transmitted to the corresponding wagon.

[0080] The invention further relates to an arrangement for detecting a wagon orientation and / or a wagon sequence in a train assembly consisting of at least one wagon hauled by a railcar, in particular a freight wagon, or of a wagon assembly comprising at least two wagons movable in particular by a wagon's own drive.

[0081] The arrangement according to the invention comprises a base station, in particular in the form of a mobile or stationary (handheld) device, and electronics for each car of the train, which are designed to communicate with the base station wirelessly and / or contactlessly, preferably using a wireless transmission, in particular radio transmission and preferably Bluetooth transmission. The arrangement further comprises at least one identification device per car.

[0082] In particular, it is provided that a coupling, in particular an automatic coupling, is arranged on the opposite end faces of each car in the train for connecting the car to a mating coupling of an adjacent car. The identification device is preferably arranged on the coupling and designed to read and / or query a coupling ID of a mating coupling of the immediately adjacent car.

[0083] On the other hand, the vehicle control or vehicle-internal control device is designed to transmit the at least one coupling ID read out or queried by the at least one identification device of the vehicle to the base station or to the operating device.

[0084] According to developments of the arrangement according to the invention, it is provided that the base station has a memory device and / or lookup table which summarizes which carriage has which coupling IDs. The base station preferably has an evaluation device which is designed to identify at least one carriage to which the at least one coupling ID previously transmitted to the base station or to the operating device belongs. The base station is further designed to generate a command for checking the train integrity and / or carriage sequence and to transmit it to the at least one previously identified carriage. The command for checking the train integrity and / or carriage sequence is preferably transmitted to the corresponding carriage control or control unit using a wire-free and / or contactless communication technology and in particular using a wireless transmission, in particular radio transmission and preferably Bluetooth transmission.internal control device of the previously identified car.

[0085] In particular, according to one aspect of the present invention, it is provided that the vehicle control or vehicle-internal control device, together with the at least one identification device of each vehicle, are designed as a system that is self-sufficient with regard to energy supply. In this context, it is conceivable, for example, that each vehicle preferably has an energy storage system, in particular in the form of a battery or accumulator, and / or a generator, and / or an electrical energy source, in particular a fuel cell, and / or at least one photovoltaic cell.

[0086] According to further developments of the arrangement according to the invention, it is provided that the at least one identification device is designed to detect or query a coupling position of the coupling and / or counter-coupling and to transmit this information to the base station or to the operating device via the vehicle control or vehicle-internal control device.

[0087] The at least one identification device of each carriage can have an inductive and / or capacitive sensor system which is designed to detect the presence and / or absence of a carriage adjacent to the corresponding carriage and / or a counter-coupling of a carriage adjacent to the corresponding carriage.

[0088] According to preferred implementations of the arrangement according to the invention, it is provided that the at least one identification device is designed to detect or query a coupling status and / or coupling state of the couplings of the carriage and / or the counter-coupling and to transmit this information via the electronics to the base station and / or the operating device using a wire-free and / or contactless communication technology and in particular using a wireless transmission, in particular radio transmission and preferably Bluetooth transmission.

[0089] In this context, it is advisable for the identification device to be designed to detect, as coupling status and / or coupling condition of the couplings of the car, at least whether the respective coupling of the car is in one of the following states: (a) in a coupled condition; (b) in an uncoupled and ready-to-couple condition; or (c) in an uncoupled and unready-to-couple condition.

[0090] In further developments of the last-mentioned embodiment variant, it is provided that the identification device has a corresponding sensor system for detecting the coupling status and / or coupling state of the couplings of the carriage, or that a corresponding sensor system is assigned to the identification device for detecting the coupling status and / or coupling state of the couplings of the carriage, wherein the sensor system of the identification device or the sensor system assigned to the identification device has at least one sensor system based in particular on wireless transmission, in particular radio transmission and preferably Bluetooth transmission, which is arranged and / or integrated in the coupling of the carriage, in a front plate of the coupling of the carriage and / or in a front side of the carriage.

[0091] In particular, the sensor system of the identification device or the sensor system assigned to the identification device can be designed to establish a signal and / or data connection channel with the sensor system of a mating coupling in the course of a pairing process, wherein for the establishment or during the establishment of the signal and / or data connection channel, the sensor system of the coupling and the sensor system of the mating coupling exchange a corresponding key and thus a private channel is established.

[0092] According to embodiment variants of the arrangement according to the invention, the electronics are part of a wagon tracker device with which a wheelset derailment of the wagon and / or other state and / or process variables of the wagon can be detected, in particular for diagnostic purposes and for the early detection of faults, and / or with which a check of a braking functionality of a braking system of the train set and in particular a brake test can be carried out or initiated.

[0093] At least one identification device of each wagon should be connected via a wired line to the corresponding wagon control or wagon-internal control device of the wagon.

[0094] The couplings used on the wagons are primarily automatic couplings and are used to connect the wagon to a counter-coupling of an adjacent wagon.

[0095] Each coupling preferably has a coupling closure for coupling with the counter-coupling, which is at least partially or regionally received in a corresponding coupling head.

[0096] The identification device for identifying the coupling is preferably arranged on the coupling. The identification device can have an identification carrier and a communication device for communicating with an identification device of the mating coupling and for communicating with a device associated with the coupling for acquiring and processing data and information and / or with a device external to the coupling for acquiring and processing data and information. This is in particular the base station, which is preferably mobile or also fixed.

[0097] Identification means in particular the clear and thus unmistakable identification and recognition of an individual object, in particular an individual coupling, by means of at least one single piece of information.

[0098] Communication is understood in particular as the transmission of data and information, which can be unidirectional or bidirectional as an exchange between two components or devices.

[0099] The basic device is understood to mean, in particular, a device for acquiring and processing data or information, in particular a device suitable for acquiring, transmitting, evaluating, storing, and modifying data and information. Such devices have communication interfaces for coupling with data acquisition devices, in particular sensors, communication interfaces for coupling with control devices, and / or other devices for acquiring and processing data and information. These can be corresponding control devices.

[0100] The arrangement of an identification device on a single coupling and the configuration of the identification device with an identification carrier and communication device offers the advantage of assigning a unique identifier to this coupling, known as the coupling ID for short, and thus enabling unambiguous identification of the couplings arranged on a wagon. Furthermore, the communication device also enables unambiguous identification of the mating coupling connected to the coupling.

[0101] This provides the basis for the targeted control of a single coupling in a train for various purposes, such as targeted uncoupling at any point within the train and detaching from it. Furthermore, by combining this with other recorded variables, targeted condition and process monitoring of the individual couplings is possible.

[0102] Furthermore, a wagon stand and / or a wagon sequence in the train can be detected.

[0103] There are numerous options regarding the arrangement of the identification device on the individual coupling. These depend in particular on the structural conditions of the individual case and the type of data and information transmission. According to a particularly advantageous embodiment, the identification device is arranged on the coupling head, in particular on the end face of the coupling head facing the mating coupling when coupled to the mating coupling, or is integrated into the coupling head, i.e., is recessed into the coupling. This solution allows arrangement in the area of ​​the coupling plane of both couplings and thus in an area that is at least partially in direct contact with the mating coupling, which is why identification devices in the form of both tactile and non-tactile systems can be used.Furthermore, the front sides are aligned with each other and offer a very short transmission path when using non-tactile systems, whereby the power supply can also be realized at the same time.

[0104] Automatic couplings generally also include a coupling rod connected to the coupling head, as well as a linkage or support coupled to the coupling rod for at least an indirect connection to the rail-bound vehicle. The identification device can then also be arranged on one of the coupling rod components, or the linkage or support. In this case, appropriate systems should be selected with regard to communication with the mating coupling, which are also suitable for transmitting data and information over longer distances.

[0105] The identification carrier and the communication device are arranged either at a distance from each other or functionally concentrated in a single unit, preferably on the same component. Arrangements on different components are conceivable, but more complex to implement.

[0106] The identification device, in particular the communication device thereof, is designed and arranged to enable either only a unidirectional transmission of data and information or preferably a bidirectional transmission, i.e. an exchange. While for unidirectional transmission in a first particularly simple embodiment of the identification device, the latter comprises only an identification carrier and the communication device for communicating with the identification device only a reading device, in a second embodiment for bidirectional transmission the identification carrier is also a component of the communication device.This comprises, in particular, a transmitter for transmitting information to the communication device of the counter-coupling and / or for transmitting information to the device assigned to the coupling for acquiring and processing data and information, or to a device external to the coupling for acquiring and processing data and information. There are a number of options regarding the design of the information carrier. It is preferably designed to be suitable for providing and, if necessary, transmitting the identification code optically, magnetically, inductively, or wirelessly. The following components are conceivable: Electrically readable information storage device, in particular memory card, chip, magnetic strip; optical carrier with optoelectronically readable writing, in particular QR code or barcode; and / or RFID chip or RFID tag.

[0107] The selection depends on the specific application and the specific type of data transmission to the other devices for collecting and processing data and information. A combination of several data transmission methods is also conceivable.

[0108] The type of transfer of data and information between each of the following entities: the identification device of the coupling and the identification device of the counter-coupling; and / or the identification device of the coupling and the devices for acquiring and processing data and information on the coupling; and / or the identification device of the coupling and a device external to the coupling for acquiring and processing data and information; and / or the individual devices for acquiring and processing data and information are preferably wireless, with transmission taking place via radio, inductive, electrical, or magnetic waves. In a particularly advantageous embodiment, transmission via radio is selected.

[0109] In a further development, in order to implement further functions on the clutch, devices for recording state or process variables of the clutch or its components are provided, which are coupled to the device arranged on the clutch for recording and processing data and information on the clutch.

[0110] An exemplary embodiment of the present invention will be described in more detail below with reference to the accompanying drawings.

[0111] They show: FIG. 1 schematically shows an exemplary embodiment of the arrangement according to the invention for detecting a carriage orientation and / or a carriage sequence in a train consisting of several carriages hauled by a railcar; and FIG. 2 a flowchart to illustrate an exemplary embodiment of the method according to the invention for detecting a carriage orientation and / or a carriage sequence in a train, in particular in a train according to FIG. 1 .

[0112] The FIG. 1 The train combination shown schematically consists of a railcar (locomotive) and a total of four carriages, each of which is connected to one another via a coupling, in particular an automatic coupling. Each carriage has a carriage control system or a carriage-internal control device. The carriage control system or carriage-internal control device can be part of a carriage tracking device, which is designed, for example, to record a wheelset derailment of the carriage or other condition and / or process variables of the carriage, in particular for diagnostic purposes and for the early detection of faults.

[0113] Each vehicle controller or vehicle-internal control device has a communication device configured to communicate wirelessly and / or contactlessly with a higher-level base station. In this context, it is particularly suitable for communication between the respective vehicle controllers or vehicle-internal control devices and the base station to take place via wireless transmission, in particular radio transmission and preferably Bluetooth transmission. Alternatively, Wi-Fi transmission is also conceivable.

[0114] Each wagon control or wagon-internal control device includes an identification device system consisting of identification devices assigned to the two couplings of the wagon. Each identification device is designed to read and / or query a coupling ID of a mating coupling of the immediately adjacent wagon. Reading or querying the corresponding coupling ID is preferably done wirelessly, in particular using a communication technology based on RFID technology.

[0115] Although it is fundamentally conceivable for the respective identification devices to communicate wirelessly with the corresponding vehicle control or vehicle-internal control device, it is preferred that communication between the identification devices of each vehicle with the corresponding vehicle control or vehicle-internal control device takes place via wires or lines.

[0116] Each car control or car-internal control device is designed to transmit the coupling IDs of the corresponding counter-couplings detected or queried by the identification devices to the base station or to the control device.

[0117] The individual identification devices are preferably further designed to detect a coupling position of the corresponding coupling and / or the counter-coupling of the immediately adjacent carriage and also to forward this information to the corresponding carriage control or carriage-internal control device, wherein the carriage control or carriage-internal control device also transmits this information to the base station or to the operating device.

[0118] Although in FIG. 1 not shown, it is preferred that the car control or car-internal control device together with the at least one identification device of each car of the train set are designed as a system that is self-sufficient with regard to an energy supply, wherein each car preferably has an energy storage system, in particular in the form of a battery or an accumulator, and / or a generator and / or an electrical energy source, in particular a fuel cell, and / or at least one photovoltaic cell.

[0119] An exemplary embodiment of the FIG. 1 The detection of a car orientation and / or a car sequence in the train, which can be realized by means of the schematically shown arrangement, is then carried out with reference to the flow chart according to FIG. 2 described in more detail.

[0120] In the first step of the process, a train integrity and / or wagon sequence check is initiated on the first wagon of the train (process step i). This first wagon of the train does not necessarily have to be the frontmost or rearmost wagon; rather, it can be any wagon in the train.

[0121] After initiating the train integrity and / or wagon sequence check, the coupling ID of a coupling of a wagon immediately adjacent to the first wagon is determined by the corresponding identification devices of the first wagon (process step ii), whereby the read or queried coupling IDs are then transmitted to the base station or to the control device via the corresponding wagon control or wagon-internal control device (process step iii).

[0122] Although in FIG. 1Not explicitly shown, the base station is assigned a memory device and / or lookup table which summarizes which car has which coupling IDs.

[0123] In method step (iv), at least one wagon is identified to which the at least one coupling ID previously transmitted to the base station or to the control device belongs. Subsequently, in method step (v), a command for train integrity and / or wagon sequence check is generated and wirelessly transmitted from the base station to the wagon control system or the wagon-internal control device of the at least one previously identified wagon.

[0124] For this at least one additional car, the corresponding coupling IDs of a car immediately adjacent to the previously identified car are read or queried again – initiated by the train integrity and / or car sequence check command received from the corresponding car control system or car-internal control device. These generated or queried coupling IDs are then forwarded to the base station or to the control device (process steps vi and vii).

[0125] The base station again uses these newly queried coupling IDs to identify the corresponding wagons that are coupled to the previously identified wagon.

[0126] The initiation step, the reading and query step, the transmission step to the base station or to the operating device and the identification step performed by the base station are repeated until the base station detects that no new coupling ID is being transmitted to the base station or to the operating device.

[0127] With this method, a wagon position or wagon sequence of the train can be achieved in an automated manner.

[0128] In particular, it is also conceivable that the coupling positions are recorded by the corresponding identification devices, whereby this information is also communicated to the base station (via the corresponding vehicle control or vehicle-internal control device).

[0129] The base station is then able to identify a train end of the train formation at a front end of the train formation's wagon to which a coupling is attached which is in a buffer position or in a position ready for coupling (method step viii).

[0130] A lost wagon or a situation in which a wagon has been lost can also be identified with the help of the base station if a coupling ID of a coupling in a coupled position is received by the base station, but no command for train integrity and / or wagon sequence checking can be transmitted to the corresponding wagon.

[0131] Preferably, after completion of the train integrity and / or wagon sequence test, a check of the brake functionality of a brake system of the train set and in particular a brake test takes place.

[0132] The invention is not limited to the exemplary embodiments shown in the drawings, but results from a combination of all features disclosed herein.

Claims

1. A method for detecting a wagon orientation and / or a wagon sequence in a train consisting of at least one wagon hauled by a railcar, in particular a freight wagon, or of a wagon combination with at least two wagons that can be moved, in particular, by a wagon's own drive, the method comprising the following method steps: (i) initiating a train integrity and / or wagon sequence check on a first wagon of the train combination,which has a first coupling at a first front end region and a second coupling at an opposite second front end region; (ii) reading out or querying a coupling ID and / or wagon ID of a coupling of a wagon immediately adjacent to the first wagon or a coupling ID and / or wagon ID of a wagon immediately adjacent to the first wagon; and (iii) transmitting the coupling ID and / or wagon ID read out or queried in method step (ii) to a base station of the train set, to a wagon-internal control device of at least one wagon of the train set and / or to a mobile or stationary control device,wherein in method step (ii) both the coupling ID and / or carriage ID of a counter-coupling of a carriage adjacent to the first carriage, which is coupled to the first coupling, or the coupling ID and / or carriage ID of a carriage adjacent to the first carriage, as well as the coupling ID and / or carriage ID of a counter-coupling of a carriage adjacent to the first carriage, which may be coupled to the second coupling of the first carriage, or the coupling ID and / or carriage ID of a carriage adjacent to the first carriage, may be read out or queried, wherein in method step (iii) the at least one coupling ID and / or carriage ID read out or queried in method step (ii) is transmitted to the base station by means of a wire-free and / or contactless communication technology and in particular by means of a wireless transmission, in particular radio transmission and preferably Bluetooth transmission,is transmitted to a control device on the wagon interior of at least one wagon of the train and / or to the control unit, 2. Method according to claim 1, wherein in method step (i) the train integrity and / or carriage sequence check is initiated in the first carriage by transmitting a corresponding command for the train integrity and / or carriage sequence check to the first carriage, preferably from the base station and / or from the operating device, wherein the command for the train integrity and / or carriage sequence check is transmitted to a carriage-internal control device of the first carriage, preferably with the aid of a wire-free and / or contactless communication technology and in particular with the aid of a wireless transmission, in particular radio transmission and preferably Bluetooth transmission.

3. Method according to claim 1 or 2, wherein in method step (ii) the at least one coupling ID and / or wagon ID is read out or queried with the aid of a wireless and / or contactless communication technology and in particular with the aid of a communication technology based on NFC technology and in particular RFID technology, wherein preferably for this purpose each coupling of the train assembly and in particular the coupling head of each coupling of the train assembly or alternatively each front end region of each wagon is equipped with a near-field communication device which is designed to communicate with a near-field communication device of an adjacent wagon;or wherein in method step (ii) the at least one coupling ID and / or wagon ID is read out or queried with the aid of a wireless and / or contactless communication technology and in particular with the aid of a communication technology based on radio or Bluetooth technology, wherein for this purpose each wagon-internal control device preferably has a wireless radio or Bluetooth / BLE communication device which is designed to communicate with a wireless radio or Bluetooth / BLE communication device of an adjacent wagon.; 4. The method according to any one of claims 1 to 3, wherein the base station or the operating device has a memory device and / or a lookup table which summarizes which car has which car ID and / or which coupling belonging to a car has which coupling ID, and wherein the method further comprises the following method steps after method step (iii): (iv) identifying the at least one car to which the at least one car ID transmitted to the base station or the operating device in method step (iii) belongs, and / or identifying the at least one coupling of the at least one car to which the at least one coupling ID transmitted to the base station or the operating device in method step (iii) belongs; (v) generating and transmitting a command for train integrity and / or car sequence checking to the at least one car identified in method step (iv),wherein the command for the train integrity and / or carriage sequence check is transmitted to a carriage-internal control device of the at least one carriage identified in method step (iv), preferably using a wire-free and / or contactless communication technology and in particular using a wireless transmission, in particular radio transmission and preferably Bluetooth transmission. The method preferably further comprises the following method steps after method step (v): (vi) reading out or querying a coupling ID and / or carriage ID of a coupling of a carriage immediately adjacent to the carriage identified in method step (iv) or a coupling ID and / or carriage ID of a carriage immediately adjacent to the carriage identified in method step (iv); and (vii) transmitting the coupling ID and / or carriage ID read out or queried in method step (vi) to the base station and / or to the operating device.wherein the carriage identified in method step (iv) has a first coupling at a first front end region and a second coupling at an opposite second front end region, and wherein in method step (vi) both the coupling ID and / or carriage ID of a counter-coupling of a carriage adjacent to the carriage identified in method step (iv) coupled to the first coupling of the carriage identified in method step (iv) and the coupling ID and / or carriage ID, if applicable, of a counter-coupling of a carriage adjacent to the carriage identified in method step (iv) coupled to the second coupling of the carriage identified in method step (iv) are read out or queried.

5. The method according to claim 4, wherein the initiation step, the reading and querying step, the transmission step to the base station and the identification step performed by the base station are repeated until it is detected by the base station or by the operating device that no new coupling ID and / or carriage ID is transmitted to the base station or to the operating device.

6. Method according to one of claims 1 to 5, wherein each car of the car assembly is equipped with couplings, in particular automatic couplings, and wherein the car-internal control device of each car detects a coupling status and / or coupling state of the couplings of the car and transmits the detected coupling status and / or coupling state with the aid of a wire and / or contactless communication technology and in particular with the aid of a wireless transmission, in particular radio transmission and preferably Bluetooth transmission, to the base station and / or to the operating device and / or to a car-internal control device of a neighboring car, wherein the car-internal control device of each car is preferably designed to detect at least whether the respective coupling of the car is in one of the following states as the coupling status and / or coupling state of the couplings of the car: (a) in a coupled state;(b) in an uncoupled and ready-to-couple condition; or (c) in an uncoupled and unready-to-couple condition.

7. The method according to claim 6, wherein the base station and / or the operating device identifies a train end of the train set or a break in the train set at a front end of a car of the train set to which a coupling is attached that is in the coupling status and / or coupling state (b) or in the coupling status and / or coupling state (c); and / or wherein the base station and / or the operating device identifies a faulty car and / or a faulty car orientation and / or a car sequence if a coupling ID and / or car ID of a coupler in a coupled position is received by the base station, but no command for the train integrity and / or car sequence check can be transmitted to the corresponding car;and / or wherein the base station and / or the operating device identifies a faulty carriage and / or a faulty carriage orientation and / or a carriage sequence when a coupling ID and / or carriage ID of a coupling in a coupled position is received from the base station, and when a coupling ID and / or carriage ID of a coupling connected to the coupling or of a carriage connected to the coupling does not match a coupling ID and / or carriage ID stored in a memory device and / or in a lookup table of the base station or the operating device; 8. Method according to one of claims 1 to 7, wherein after completion of the train integrity and / or wagon sequence test, a braking functionality of a braking system of the train set is checked, and in particular a braking test is carried out.

9. Arrangement for detecting a wagon orientation and / or a wagon sequence in a train consisting of at least one wagon hauled by a railcar, in particular a freight wagon, or of a wagon combination with at least two wagons that can be moved, in particular, by a wagon's own drive, the arrangement comprising the following: - a base station and / or an operating device, in particular in the form of a stationary or mobile device; - for each wagon of the train combination, electronics, in particular in the form of a wagon-internal control device or as part of a wagon-internal control device, which is designed to communicate wirelessly and / or contactlessly and in particular via radio transmission and preferably Bluetooth transmission, with the base station and / or the operating device and / or with the electronics and in particular the wagon-internal control device of an adjacent wagon;and - at least one identification device, wherein a coupling, in particular an automatic coupling, is arranged on the opposite end faces of each car of the train set for connecting the car to a mating coupling of an adjacent car, wherein the identification device is preferably arranged on or in the region of the coupling or in a region of the side of the car on which the coupling is provided, and is designed to read out and / or query a coupling ID and / or car ID of a mating coupling of the immediately adjacent car and / or a coupling ID and / or car ID of the immediately adjacent car, and wherein the electronics are designed to transmit the at least one coupling ID and / or car ID read out or queried by the at least one identification device of the car to the base station and / or to the operating device.; 10. Arrangement according to claim 9, wherein the base station and / or the operating device comprises a storage device and / or lookup table, or wherein the base station and / or the operating device is assigned a storage device and / or lookup table in which it is summarized which carriage has which carriage ID and / or which coupling IDs, and wherein the base station and / or the operating device comprises an evaluation device which is designed to identify the at least one carriage to which the at least one carriage ID and / or coupling ID previously transmitted to the base station belongs, and wherein the base station and / or the operating device is designed to transmit a command for train integrity and / or carriage sequence checking to the at least one identified carriage,wherein the command for the train integrity and / or wagon sequence check is transmitted to the wagon-internal control device of the at least one identified wagon, preferably by means of a wireless and / or contactless communication technology and in particular via a radio transmission and preferably Bluetooth transmission.

11. Arrangement according to claim 10, wherein the electronics together with the at least one identification device of each car are designed as a system that is self-sufficient with regard to an energy supply, wherein each car preferably has an energy storage system, in particular in the form of a battery or an accumulator, and / or a generator and / or an electrical energy source, in particular a fuel cell, and / or at least one photovoltaic cell.

12. Arrangement according to one of claims 10 or 11, wherein the at least one identification device of each carriage has an inductive and / or capacitive sensor system which is designed to detect the presence and / or absence of a carriage adjacent to the corresponding carriage and / or a counter-coupling of a carriage adjacent to the corresponding carriage.

13. Arrangement according to one of claims 9 to 12, wherein the at least one identification device is designed to detect or query a coupling status and / or coupling state of the couplings of the carriage and / or the counter-coupling and to transmit this information via the electronics to the base station and / or the operating device using a wire-free and / or contactless communication technology and in particular using a wireless transmission, in particular radio transmission and preferably Bluetooth transmission, wherein the identification device is preferably designed to detect as the coupling status and / or coupling state of the couplings of the carriage at least whether the respective coupling of the carriage is in one of the following states: (a) in a coupled state; (b) in a decoupled and ready-to-couple state; or (c) in a decoupled and not ready-to-couple state.

14. Arrangement according to claim 13, wherein the identification device has a corresponding sensor system for detecting the coupling status and / or coupling state of the couplings of the carriage, or wherein a corresponding sensor system is assigned to the identification device for detecting the coupling status and / or coupling state of the couplings of the carriage, wherein the sensor system of the identification device or the sensor system assigned to the identification device has at least one sensor system based in particular on wireless transmission, in particular radio transmission and preferably Bluetooth transmission, which is arranged and / or integrated in the coupling of the carriage, in a front plate of the coupling of the carriage and / or in a front side of the carriage, wherein the sensor system of the identification device or the sensor system assigned to the identification device is preferably designed, in the course of a pairing process,to establish a signal and / or data connection channel with the sensors of a mating coupling, whereby for the establishment or during the establishment of the signal and / or data connection channel, the sensors of the coupling and the sensors of the mating coupling exchange a corresponding key and thus establish a private channel.

15. Arrangement according to one of claims 9 to 14, wherein the electronics are part of a wagon tracking device with which a wheelset derailment of the wagon and / or other state and / or process variables of the wagon can be detected, in particular for diagnostic purposes and for the early detection of faults, and / or with which a check of the braking functionality of a braking system of the train set, and in particular a brake test, can be carried out or initiated; and / or wherein the at least one identification device of each wagon is connected to the electronics of the wagon via a wired line.

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