Method for determining the integrity of a rail vehicle

Abstract

The invention relates to a method (40) for determining the integrity of a rail vehicle (20) having a plurality of wagons (50) and at least one motor car / locomotive (52), on the basis of magnetic field data recorded when travelling along a track (24) by means of sensor units (26) arranged on each of the plurality of wagons (50) and the at least one motor car / locomotive (52), the method comprising the following steps: reading in the magnetic field data which are recorded when travelling along the track (24) and represent a spatial gradient of a magnetic field in the region of the track (24); determining a distance between the arranged sensor units (26) on the basis of the read-in magnetic field data by means of a computing unit (28); and determining the integrity or non-integrity of the rail vehicle (20) on the basis of the determined distances between the arranged sensor units (26).

Description

[0001]

[0002] title

[0003] Method for determining the completeness of a rail vehicle

[0004] State of the art

[0005] A speed measurement method for a vehicle is known from DE 103016 105 413 B4.

[0006] A method is proposed for determining the completeness of a rail vehicle comprising a plurality of wagons and at least one railcar based on magnetic field data recorded when traveling along a track by means of sensor units arranged on the plurality of wagons and the at least one railcar, comprising the following steps: reading in the magnetic field data recorded when traveling along the track, which represent a spatial course of a magnetic field in the area of ​​the track,

[0007] Determining a distance between the arranged sensor units based on the read-in magnetic field data by means of a computing unit, determining a completeness or incompleteness of the rail vehicle based on the determined distances between the arranged sensor units.

[0008] The advantage of the present invention lies in the fact that it can be determined whether the train is complete and whether attached wagons are, in particular, connected to one another. Detaching or detached wagons can advantageously be detected, which can, in particular, increase safety in rail transport. The completeness of the rail vehicle can advantageously be continuously determined, particularly during travel, using sensor units arranged on the wagons or on the railcar. Train completeness can thus preferably be determined continuously, at any time, and is, in particular, independent of stationary infrastructure.

[0009] In an exemplary embodiment, the completeness of the rail vehicle can be determined if the determined distances lie within a defined threshold range. Advantageously, the incompleteness of the rail vehicle can be determined by the separation of one or more wagons if at least one distance exceeds a defined threshold distance. Advantageously, the defined threshold range can vary depending on the respective wagon length. This makes it possible, in particular, to safely and / or reliably determine whether the rail vehicle is complete or incomplete and thus whether one or more wagons are separated from the rail vehicle.

[0010] In an advantageous embodiment, in the step of determining the completeness of the rail vehicle based on the determined distance between the arranged sensor units, the determined distance can be compared with one or more reference distances. Advantageously, this allows a comparison to be made with distances during travel, allowing a change in the distances over time to be determined.

[0011] In a further development, the position of the sensor units arranged on the multiple wagons and the at least one railcar can be determined at periodic intervals. This allows the completeness and / or incompleteness of the rail vehicle, and thus the separation of one or more wagons, to be determined particularly safely and / or reliably.

[0012] Advantageously, a separation of one or more wagons of the rail vehicle can be determined, in particular, if a lack of magnetic field data from one or more of the sensor units is detected. If magnetic field data from a sensor unit of a wagon is not transmitted, it can be determined, in particular, safely and / or reliably, that this wagon is missing.

[0013] Furthermore, to determine the position of the sensor units arranged on the plurality of wagons and the at least one railcar, the read-in magnetic field data can be analyzed in such a way that a speed of the plurality of wagons and the at least one railcar is determined, and the position is determined based on the determined speed. This allows a position to be determined, in particular, safely and / or reliably.

[0014] In an exemplary embodiment, sensor units can be arranged on the wagon forming the end(s) of the train and / or on all wagons of the rail vehicle. This makes it possible, in particular, to safely and / or reliably determine whether the rail vehicle is complete or incomplete and thus whether one or more wagons are separating from the rail vehicle.

[0015] Preferably, the method may comprise a further step of determining a position of the sensor units arranged on the plurality of wagons and the at least one railcar / locomotive in the track, wherein the distance of the arranged sensor units to one another is determined by means of a computing unit based on the read-in magnetic field data and / or the determined distances.

[0016] In a further development, the method can include a further step of capturing magnetic field data when traveling along the track using the sensor units arranged on the multiple wagons and the at least one railcar of the rail vehicle. Advantageously, the sensor units can be arranged on an underside of the rail vehicle facing the track traveled by the rail vehicle.

[0017] Preferably, the method can further comprise outputting a signal depending on the detected completeness or incompleteness of the rail vehicle. This can, for example, trigger a warning if an incompleteness is detected, in particular if a detached wagon is detected.

[0018] Furthermore, a computing unit is proposed for determining the completeness of a rail vehicle having a plurality of wagons and at least one railcar based on magnetic field data recorded when traveling along the track by means of a plurality of sensor units arranged on the plurality of wagons and the at least one railcar, wherein the computing unit is configured to read in the magnetic field data recorded when traveling along the track, which represent a spatial profile of a magnetic field in the region of the track, to determine a position of the sensor units arranged on the plurality of wagons and the at least one railcar in the track and a distance between the arranged sensor units based on the read-in magnetic field data, and to determine the completeness or incompleteness of the rail vehicle based on the determined distance between the arranged sensor units.

[0019] Furthermore, a system is proposed for determining the completeness of a rail vehicle having a plurality of wagons and at least one railcar based on magnetic field data recorded when the rail vehicle travels along the track by means of a plurality of sensor units arranged on the plurality of wagons and the at least one railcar. The system comprises the sensor unit, the sensor units being designed to record the magnetic field data, which represent a spatial profile of a magnetic field in the region of the track, when the rail vehicle travels along the track, and the system comprising a computing unit for determining the completeness of a rail vehicle. In an exemplary embodiment, the sensor units can be arranged in particular on an underside of the rail vehicle facing the track on which the rail vehicle travels.

[0020] Furthermore, a computer program is proposed, comprising instructions that, when executed by a computing unit, cause the computing unit to execute the method for determining the completeness of a rail vehicle. Furthermore, a machine-readable storage medium on which the computer program is stored is proposed.

[0021] Advantageously, the computer program or computer program product with program code is stored on a machine-readable carrier or storage medium such as a semiconductor memory, a hard disk memory or an optical memory and is designed to carry out, implement and / or control the steps of the method, in particular when the program product or program is executed on a computer or a computing unit.

[0022] Short description of the drawings

[0023] Embodiments of the invention are illustrated in the drawings and explained in more detail in the following descriptions. The same reference numerals are used for the elements shown in the various figures and have a similar effect, and a repeated description of the elements is omitted. They show:

[0024] Fig. 1 is a schematic representation of a rail vehicle according to an embodiment;

[0025] Fig. 2 is a flowchart of a method according to an embodiment;

[0026] Fig. 3 is a flowchart of a method according to an embodiment;

[0027] Fig. 4 is a flowchart of a method according to an embodiment;

[0028] Fig. 5 is a schematic representation of a system according to an embodiment;

[0029] Fig. 6 is a flowchart of a method according to an embodiment.

[0030] Embodiments of the invention: Fig. 1 shows a rail vehicle 20 with a system 22 for determining the completeness of a rail vehicle 20 comprising a plurality of wagons and at least one railcar based on magnetic field data recorded when traveling along a track 24 by means of sensor units 26 arranged on each of the plurality of wagons and the at least one railcar, according to an exemplary embodiment. The rail vehicle 20 travels along a track 24. In the context of the present invention, a rail vehicle or railway vehicle can be understood as a vehicle that can be driven on one or more rails in a track-guided manner. The rail vehicle 20 can, for example, have one or more wagons and / or at least one locomotive, railcar, multiple unit, control car, power car, commuter train, light rail, subway, or tram, or can be designed as such. The system 22 can preferably be designed as a retrofit solution for an existing rail vehicle 20.

[0031] The system 22 comprises one or more sensor units 26 and a computing unit 28. The sensor unit 26 is configured to capture magnetic field data when traveling on the track 24, which data represent a spatial distribution of a magnetic field in the region of the track 24. According to a preferred embodiment, the system 22 comprises a plurality of sensor units 26, each arranged on the plurality of wagons and the at least one railcar.

[0032] The sensor unit 26 is arranged on an underside of the rail vehicle 20 facing the track 24 traveled by the rail vehicle 20, on the plurality of wagons and the at least one railcar. For example, the sensor unit 26 is arranged on a bogie 30 of the rail vehicle 20. The sensor unit 26 is designed and arranged on the rail vehicle 20 such that the magnetic field data acquired by the sensor unit 26 represent the spatial distribution of the Earth's magnetic field along a track 24 traveled by the rail vehicle 20.

[0033] According to this embodiment, the sensor units 26 are designed as a magnetometer 26, in particular as a flux-gate magnetometer. The magnetic field data preferably comprise a spatial profile of the magnetic flux density along a direction of travel of the rail vehicle 20 when traveling on the track 24. The magnetic field data can represent, in particular comprise, the spatial profile of the magnetic field. In other words, the magnetic field data can comprise values ​​of a magnetic field strength and / or flux density and / or values ​​representing the magnetic field strength and / or flux density, e.g., voltage, current, or phase shift values. The magnetic field data can comprise a time series of magnetic field values ​​that were recorded by the sensor units 26 when traveling on the track 24.

[0034] In an exemplary embodiment, a sensor with an electromagnetic coil can be used to determine the inductance of the rail environment. The sensor can be used, in particular, to measure a change in inductance within the sensor. This is determined, in particular, by changes in the external magnetic field, for example, by eddy currents in the rail. The one or more coils can be positioned, in particular, below the train, above or near the rail, to analyze the inductance curves of the rail to create profiles of both patterns and changes over time.

[0035] The computing unit 28 is configured to read in the magnetic field data acquired when traveling on the track 24, to determine a position of the sensor units 26 arranged on the plurality of wagons and the at least one railcar in the track 24 and a distance between the arranged sensor units 26 from one another based on the read-in magnetic field data, and to determine the completeness or incompleteness of the rail vehicle 20 based on the determined distance between the arranged sensor units 26 from one another. For this purpose, the computing unit 28 can in particular comprise a processor, a storage medium with a computer program and at least one hardware and / or software interface, and in a further development, a storage unit with a database. The computer program comprises instructions which, when executed by the processor, cause possible defective rail elements to be identified according to the method according to Fig. 2, Fig. 3 and / or Fig.4. The computing unit 28 is configured to read in the magnetic field data acquired during travel along the track 24 by means of the hardware and / or software interface. The read-in magnetic field data represent the spatial distribution of the magnetic field in the area of ​​the track 24. For reading in the magnetic field data, the computing unit 28 can be connected, in particular is connected, directly or indirectly to the sensor unit 26 by means of the hardware and / or software interface. The computing unit 28 is further configured to analyze the read-in magnetic field data and to detect or identify faulty rail elements depending on the acquired magnetic field data, for example, by means of the method according to Fig. 2, Fig. 3 and / or Fig. 4.

[0036] According to this embodiment, the computing unit 28 is arranged on the rail vehicle 20. It is conceivable that the computing unit 28 is designed as a control unit of the rail vehicle 20 assigned to the rail vehicle 20. According to an alternative embodiment, the computing unit 28 can be arranged away from the rail vehicle 20 and, for example, be part of a server backend or a cloud computing unit. In this case, the computing unit 28 can be connected to the at least one sensor unit 26 via a wireless communication connection or can be connected to receive the magnetic field data from the sensor unit 26.

[0037] In a further development, the computing unit 28 is in particular configured to output a signal depending on a determined completeness or incompleteness of the rail vehicle, in particular by means of the and / or a further hardware and / or software interface.

[0038] Fig. 2 shows a flow diagram of a method 40 for determining the completeness of a rail vehicle having a plurality of wagons and at least one railcar based on magnetic field data recorded during travel along the track by means of sensor units arranged on the plurality of wagons and the at least one railcar, according to an exemplary embodiment. The rail vehicle can, for example, be designed according to the rail vehicle according to Fig. 1. The method 40 can in particular be carried out by means of a system according to Fig. 1. The method 40 is preferably carried out while the rail vehicle is traveling along a track. In particular, the method 40 is carried out repeatedly in the described sequence of method steps one after the other, preferably periodically or continuously.For example, the method 40 can be executed once or multiple times per second, in particular with a frequency greater than or equal to 1 Hz and less than or equal to 100 Hz, during a journey of the rail vehicle, preferably in real time.

[0039] In a first step 42 of the method 40, magnetic field data acquired during travel along the track are read in, in particular by means of a computing unit, wherein the magnetic field data represent a spatial profile of a magnetic field in the region of the track. Reading in the magnetic field data, in particular by means of a computing unit, can comprise receiving the magnetic field data, for example, from the sensor unit and / or reading the magnetic field data from a storage medium, in particular a temporary one. In other words, the acquired magnetic field data can be provided to a computing unit assigned to the rail vehicle, preferably arranged on the rail vehicle, using a wireless or wired communication connection.

[0040] The step of reading in the magnetic field data may be preceded by a further step of detecting the magnetic field data by means of the sensor unit of the rail vehicle in order to provide the magnetic field data, for example, to the computing unit for determining the position of the rail vehicle, see according to the method according to Fig. 3.

[0041] The magnetic field data represent or comprise a spatial profile of a magnetic field in the region of the track traveled by the rail vehicle. In other words, the magnetic field data can comprise values ​​of a magnetic field strength and / or flux density and / or values ​​representing the magnetic field strength and / or flux density, e.g. voltage, current, or phase shift values. The magnetic field data can comprise a time series of magnetic field values ​​recorded by the sensor unit while traveling on the track. It is conceivable that the magnetic field is recorded periodically while traveling on the track, for example with a frequency or sampling rate greater than or equal to 10 Hz, preferably greater than or equal to 1 kHz, and less than or equal to 1 MHz. Accordingly, the recorded magnetic field values ​​can have a time interval of greater than or equal to 1 microsecond and less than or equal to 100 ms, preferably less than or equal to 1 ms.A time series can be understood as a sequence of at least two, preferably several, magnetic field values ​​recorded at a time interval during or during a journey of the rail vehicle and by the same sensor unit.

[0042] The time series of the magnetic field values ​​corresponds to the spatial progression of the magnetic field along the track, taking into account the travel speed of the rail vehicle. It is conceivable that the spatial progression of the magnetic field is calculated based on the time series of the magnetic field values. The travel speed of the rail vehicle can be taken into account for this purpose. A spatial distance between the magnetic field values ​​of two sensor units corresponds to a product of the travel speed and the time interval between the magnetic field values. It is also conceivable that the spatial progression of the magnetic field is calculated based on the time series of the magnetic field values ​​without taking the travel speed into account. In particular, the spatial progression of the magnetic field corresponds to a spatial progression of the magnetic field along the track or along a direction of travel of the rail vehicle.

[0043] In an advantageous embodiment, the read-in magnetic field data can be stored in a database and used, for example, as reference magnetic field data at a later time.

[0044] In a second step 44 of the method 40, the read-in magnetic field data are analyzed. In the second step 44 of the method 40, a position of the sensor units arranged on the plurality of wagons and the at least one railcar and a distance between the arranged sensor units from one another are determined by means of a computing unit based on the read-in magnetic field data. An analysis can be carried out, for example, using an algorithm or a machine learning method. The algorithm and / or the machine learning method are configured to analyze the read-in magnetic field data. The machine learning method was preferably trained using a training data set. The machine learning method can, for example, comprise an artificial neural network.In a further development, in order to determine the position of the sensor units arranged on the plurality of wagons and the at least one railcar, the read-in magnetic field data can be analyzed in such a way that a speed of the plurality of wagons and the at least one railcar is determined and that the position is determined based on the determined speed. For example, the read-in magnetic field data can be assigned to a position on the track using a speed of the rail vehicle. This allows the wagon and / or the railcar to be assigned to a position on the track. The determined position is preferably an absolute position of the sensor units, e.g. in a global coordinate system such as a GNSS coordinate system. In a further development, a position of the sensor units can be determined using an odometric method.Preferably, the temporal signal curves can be assigned to a location or a precise position on the track over a known speed and advantageously stored in a map.

[0045] Advantageously, the position of the sensor units arranged on the plurality of wagons and the at least one railcar can be determined at periodic intervals.

[0046] In a third step 46 of the method 40, the completeness or incompleteness of the rail vehicle is determined based on the determined distance between the arranged sensor units. Advantageously, the completeness of the rail vehicle can be determined if the determined distances lie within a defined threshold range. In other words, it is recognized that the rail vehicle is complete and thus all wagons and the traction vehicle are present, provided that the distances between the sensor units lie within a defined threshold range, in particular do not exceed a defined threshold distance. Preferably, the incompleteness of the rail vehicle can be determined by separating one or more wagons if at least one distance exceeds a defined threshold distance.In other words, it is then detected that one or more wagons have separated from the rail vehicle and thus the rail vehicle is incomplete if a distance exceeds a defined threshold distance. The threshold distance and / or the threshold range can already be defined and saved in a database and / or determined during the journey. Advantageously, the defined threshold range can vary depending on the respective wagon length. In a further development, a separation of one or more wagons of the rail vehicle can be detected if a lack of magnetic field data from one or more of the sensor units is detected. In other words, it is then detected that one or more wagons have separated from the rail vehicle and thus the rail vehicle is incomplete if magnetic field data from one or more sensor units is not transmitted.Alternatively or additionally, if an expected value is not present, a separation of one or more railcars can be detected. This allows additional options, such as position information, to be used to test basic functionality. One option for such a self-test is the so-called heartbeat. A heartbeat is a network connection between two or more computers or systems.

[0047] Computing units in a cluster to notify each other that they are operational and can still perform their tasks, i.e. that they are alive.

[0048] Advantageously, to determine whether the rail vehicle is complete or incomplete, the determined distance can be compared with one or more reference distances. In other words, the read-in magnetic field data can be analyzed in particular by comparing the determined distance(s) with reference distances contained in a database. Preferably, a match between the distance and the reference distance can be determined in order to identify possible changes. The distance can, for example, have been recorded in one or more previous cycles. The database can contain distances from one or more previous cycles. The determined distances can thus be compared with distances from different previous cycles. This makes it possible to analyze changes in the distances over time.A comparison can be performed, for example, using an algorithm or a machine learning method. The algorithm and / or the machine learning method are configured to compare the distances with distances contained in a database. The machine learning method was preferably trained using a training dataset. The machine learning method can, for example, comprise an artificial neural network.

[0049] The distances can be read from a database, for example. The database can be stored in a storage unit associated with the computing unit, in particular in a storage unit comprised by the computing unit. The database can be stored on and / or off the rail vehicle. Accordingly, the computing unit can be connected to the database wirelessly or wired to perform the comparison step. In other words, distances can be read into the processing unit.

[0050] Fig. 3 shows a flow diagram of a method 40 for determining the completeness of a rail vehicle having a plurality of wagons and at least one railcar based on magnetic field data recorded during travel along the track by means of sensor units arranged on the plurality of wagons and the at least one railcar, according to an exemplary embodiment. The rail vehicle can, for example, be designed according to the rail vehicle according to Fig. 1. The method 40 can, in particular, be carried out using a system according to Fig. 1. The method 40 is preferably carried out while the rail vehicle is traveling along a track. In particular, the method 40 is carried out repeatedly in the described sequence of method steps, one after the other, preferably periodically or continuously.For example, the method 40 can be executed once or multiple times per second, in particular at a frequency greater than or equal to 1 Hz and less than or equal to 100 Hz, during a journey of the rail vehicle, preferably in real time. The method 40 can be configured, for example, as shown in Fig. 2 and thus comprise the first step 42, the second step 44, and the third step 46.

[0051] The method 40 according to Fig. 3 has a further, fourth step 41. The fourth step 41 is carried out before the first step 42. In the fourth step 41 of the method 40, the magnetic field data are recorded when the track is traveled by means of the sensor units arranged on the plurality of wagons and the at least one railcar of the rail vehicle. The magnetic field data recorded by the sensor unit of the rail vehicle can then be read in the first step 42 by means of the computing unit. In other words, the magnetic field data recorded when the track is traveled is recorded by means of a sensor unit arranged on the rail vehicle and then read in the first step 42.

[0052] Fig. 4 shows a flow diagram of a method 40 for determining the completeness of a rail vehicle having a plurality of wagons and at least one railcar based on magnetic field data recorded during travel along the track by means of sensor units arranged on the plurality of wagons and the at least one railcar, according to an exemplary embodiment. The rail vehicle can, for example, be designed according to the rail vehicle according to Fig. 1. The method 40 can in particular be carried out by means of a system according to Fig. 1. The method 40 is preferably carried out while the rail vehicle is traveling along a track. In particular, the method 40 is carried out repeatedly in the described sequence of method steps one after the other, preferably periodically or continuously.For example, the method 40 can be executed once or multiple times per second, in particular at a frequency greater than or equal to 1 Hz and less than or equal to 100 Hz, during a journey of the rail vehicle, preferably in real time. The method 40 can be configured, for example, as shown in Fig. 2 and / or Fig. 3 and thus comprise the first step 42, the second step 44, and the third step 46, and in an advantageous embodiment, also the fourth step 41.

[0053] The method 40 according to Fig. 4 has a further, fifth step 48. The fifth step 48 can be executed after the third step 46. In the fifth step 48 of the method 40, a signal is output depending on a determined completeness or incompleteness of the rail vehicle. In other words, a signal is output by the computing unit depending on a determined completeness or incompleteness of the rail vehicle. The output signal can be a wireless or wired signal.

[0054] According to a further embodiment, in response to the output signal, an acoustic and / or optical and / or haptic warning is output to a driver of the rail vehicle and / or to a train dispatcher and / or to an external server in order to alert the driver and / or the train dispatcher and / or other persons to a possible completeness or incompleteness of the rail vehicle.

[0055] In an advantageous embodiment, once the position of the missing wagon is detected, the position of the possibly missing wagon can be detected. The position of the missing wagon can be stored, in particular, in a map system and, in particular, sent to an external server.

[0056] Fig. 5 shows a schematic representation of a system for monitoring the completeness of a rail vehicle 20 comprising a plurality of wagons 50 and at least one railcar 52 based on magnetic field data acquired during travel on the track 24 by means of a plurality of sensor units 26 arranged on the plurality of wagons 50 and the at least one railcar 52, according to an exemplary embodiment. The system 22 can, for example, be designed according to the system 22 according to Fig. 1. The rail vehicle 20 can, for example, be designed according to the rail vehicle 20 according to Fig. 1. By means of the system, a method according to Fig. 2, Fig. 3 and / or Fig. 4 can be carried out, for example.

[0057] The system 22 comprises the sensor units 26, wherein the sensor unit 26 is designed to record the magnetic field data, which represent a spatial progression of a magnetic field in the region of the track 24, when traveling on the track 24. The sensor units 26 can advantageously be arranged on an underside of the rail vehicle 20 facing the track 24 traveled on by the rail vehicle 20. Sensor units 26 are preferably arranged on each of the plurality of wagons and the at least one railcar. In a further development, sensor units 26 can be arranged on the wagon forming the end(s) of the train and / or on all wagons of the rail vehicle 20. In other words, sensor units 26 can be arranged on all wagons of the rail vehicle 20.

[0058] The system further comprises a computing unit. The computing unit is configured to read in the magnetic field data acquired during travel along track 24, which data represent a spatial distribution of a magnetic field in the region of track 24, to determine a position of the sensor units 26 arranged on the plurality of wagons and the at least one railcar on track 24 and a distance between the arranged sensor units 26 based on the read-in magnetic field data, and to determine the completeness or incompleteness of rail vehicle 20 based on the determined distance between the arranged sensor units 26. In one advantageous embodiment, the computing unit can be arranged in or on rail vehicle 20. In a further development, the computing unit can be part of sensor unit 26. Alternatively or additionally, the computing unit can be part of a server 54.

[0059] In this advantageous embodiment, the sensor units 26 send the acquired magnetic field data and / or the position of the sensor units 26 arranged on the plurality of wagons and the at least one railcar in the track determined thereby to the server 54. This is illustrated in particular by means of the arrows 56. In the server 54, a distance between the arranged sensor units 26 is then determined based on the read-in magnetic field data and the determined positions. Alternatively, the position of the sensor units 26 can also be determined in the server. The completeness or incompleteness of the rail vehicle 20 is then determined based on the determined distance between the arranged sensor units 26. Information about the completeness or incompleteness of the rail vehicle 20 can advantageously be sent to a device 58, in particular a monitoring device.This is shown by arrow 60.

[0060] In other words, the position of each wagon / locomotive / railcar can be continuously determined. This can preferably be done via integrated options, for example, using the sensor units 26. This position is continuously transmitted to a higher-level server 56 or a higher-level system 56. There, the distances between the wagons and / or locomotives / railcars can be monitored via the train composition, in particular an assignment of the wagons and locomotives / railcars to a train. If one of the distances between the wagons or to the locomotive exceeds a limit, the system detects an unwanted train separation. In other words, current and individual position information of all wagons can be used to detect the completeness or incompleteness of the rail vehicle, thus in particular to determine the train integrity. Fig.6 shows a flowchart of a method for determining the completeness of a rail vehicle comprising a plurality of wagons and at least one railcar based on magnetic field data acquired during travel along the track by means of sensor units arranged on the plurality of wagons and the at least one railcar, according to one exemplary embodiment. The rail vehicle can be designed, for example, according to the rail vehicle shown in FIG. 1. The method can be carried out using a system shown in FIG. 1 and / or FIG. 5. The method can be designed, for example, according to FIG. 2, FIG. 3 and / or FIG. 4.

[0061] In a first step 70, a train composition is determined. In other words, a composition of the rail vehicle, in particular a number and / or orientation of the wagons and traction units, is determined. In a second step 72, the respective positions of the sensor units, in particular of the one or more wagons and traction units, are determined. In a third step 74, recorded magnetic field data and / or previously analyzed magnetic field data, and thus a position of the sensor units, are periodically sent to a computing unit and / or to an external server. In a fourth step 76, a distance between the sensor units is determined. In a fifth step 78, it is detected or determined whether the distance exceeds a threshold value and is thus recognized, for example, as an inadmissible distance. Alternatively or additionally, a missing message or transmission of magnetic field data can be detected.In a sixth step 80, a message is output, either a message being output that the train is complete or, if an incompleteness is detected, a warning being output that the train is incomplete.

Claims

1 . Method (40) for determining the completeness of a rail vehicle (20) comprising a plurality of wagons (50) and at least one railcar / locomotive (52) based on magnetic field data acquired when traveling on a track (24) by means of sensor units (26) arranged on the plurality of wagons (50) and the at least one railcar / locomotive (52), comprising the following steps, Reading in the magnetic field data recorded when traveling on the track (24), which represent a spatial course of a magnetic field in the area of the track (24), Determining a distance between the arranged sensor units (26) based on the read-in magnetic field data by means of a computing unit (28), Determining the completeness or incompleteness of the rail vehicle (20) based on the determined distances between the arranged sensor units (26) from one another.

2. Method (40) according to claim 1, wherein a completeness of the rail vehicle (20) is determined if the determined distances are within a defined threshold range.

3. Method (40) according to one of the preceding claims, wherein an incompleteness of the rail vehicle (20) is determined by a separation of one or more wagons (50) if at least one distance exceeds a defined threshold distance.

4. Method (40) according to one of the preceding claims 2 or 3, wherein the defined threshold area can vary depending on a respective wagon length.

5. Method (40) according to one of the preceding claims, wherein in the step of determining the completeness of the rail vehicle (20) based on the determined distance of the arranged sensor units (26) from one another, the determined distance is compared with one or more reference distances.

6. Method (40) according to one of the preceding claims, wherein the position of the sensor units (26) arranged on the plurality of wagons (50) and the at least one railcar / locomotive (52) is determined at periodic intervals.

7. Method (40) according to one of the preceding claims, wherein a separation of one or more wagons (50) of the rail vehicle (20) is determined when a lack of magnetic field data from one or more of the sensor units (26) is determined.

8. Method (40) according to one of the preceding claims, wherein, in order to determine the position of the sensor units (26) arranged on the plurality of wagons (50) and the at least one railcar (52), the read-in magnetic field data are analyzed in such a way that a speed of the plurality of wagons (50) and the at least one railcar / locomotive (52) is determined and that the position is determined based on the determined speed.

9. Method (40) according to one of the preceding claims, wherein sensor units (26) are arranged on the wagon forming the / an end of the train and / or on all wagons (50) of the rail vehicle (20).

10. Method (40) according to one of the preceding claims, comprising a further step of determining a position of the plurality of Wagons (50) and the at least one railcar / locomotive (52) arranged sensor units (26) in the track (24), wherein the distance of the arranged sensor units (26) to one another is determined by means of a computing unit (28) based on the read-in magnetic field data and / or the determined distances.

11. Method (40) according to one of the preceding claims, with a further step of detecting magnetic field data when traveling on the track (24) by means of the sensor units (26) arranged on the plurality of wagons (50) and the at least one railcar / locomotive (52) of the rail vehicle (20).

12. Method (40) according to one of the preceding claims with a further step of outputting a signal depending on a determined completeness or incompleteness of the rail vehicle.

13. A computing unit (28) for monitoring the completeness of a rail vehicle (20) comprising a plurality of wagons (50) and at least one railcar / locomotive (52) based on magnetic field data acquired when traveling on the track (24) by means of a plurality of sensor units (26) arranged on the plurality of wagons (50) and the at least one railcar / locomotive (52), wherein the computing unit (28) is configured to read in the magnetic field data acquired when traveling on the track (24), which represent a spatial course of a magnetic field in the region of the track (24),to determine a position of the sensor units (26) arranged on the plurality of wagons (50) and the at least one railcar / locomotive (52) in the track (24) and a distance between the arranged sensor units (26) based on the read-in magnetic field data, and to determine a completeness or incompleteness of the rail vehicle (20) based on the determined distance between the arranged sensor units (26).

14. System (22) for monitoring the completeness of a rail vehicle (20) having a plurality of wagons (50) and at least one railcar / locomotive (52) based on magnetic field data detected when traveling along the track (24) by means of a plurality of sensor units (26) arranged on the plurality of wagons (50) and the at least one railcar / locomotive (52), wherein the system (22) comprises the sensor units (26), wherein the sensor units (26) are designed to detect the magnetic field data, which represent a spatial profile of a magnetic field in the region of the track (24), when traveling along the track (24), and wherein the system (22) comprises a computing unit (28) according to claim 13.

15. Rail vehicle (20) with a system (22) according to claim 14, wherein the sensor units (26) are arranged on an underside of the rail vehicle (20) facing the track (24) traveled by the rail vehicle (20).

16. A computer program comprising instructions which, when executed by a computing unit (28), cause the computing unit (28) to carry out the method (40) according to one of claims 1 to 12.

17. A machine-readable storage medium on which the computer program according to claim 16 is stored.

Images