Patent Application
20220410948
The present invention relates to a method for monitoring the configuration of a train, the train comprising a plurality of railway vehicles coupled to each other.
In a second aspect, the present invention also relates to a device for monitoring the configuration of a train.
The present invention pertains to the technical field of B61L 15/00 and B61L 25/02.
Such a method according to the preamble is also known from U.S. Pat. No. 5,969,643. US '643 discloses a method and apparatus for determining the position of one or more locomotives in a train. A receiver is mounted to each locomotive in a train. The receiver receives a signal from a global positioning system. This determines a coordinate position of the locomotive. A processor determines the relative position for the locomotive in the train based on its determined coordinate position.
This known method has the following disadvantages and problems. If the method needs to be extended to all railway vehicles in the train, it is required installing a receiver on every railway vehicle. Receivers for global positioning systems are expensive devices, making the method economically not realizable for a complete train. These global positioning systems do have measuring errors up to a few meters. When receivers are installed at one end of railway vehicles, e.g. on flatbed wagons, it is possible that two receivers, installed on two different railway vehicles, are at a distance smaller than the possible error of the global positioning system, resulting in a potential swapping of the relative position of two railway vehicles in the train.
Also known is the method from U.S. Pat. No. 5,651,517. US '517 relates to a method of automatic train serialization utilizing comparison between a measured parameter and a synchronization signal. The parameter varies along the length of the train. The synchronization signal is transmitted along the length of the train to the local nodes at each car. The parameter is measured at each node with respect to the occurrence of the synchronization signal at the node. Serialization of the cars is then performed as a function of the measured parameters.
The method as described in US '517 is based on a synchronization signal that needs to be transmitted along the length of the train and a parameter which varies along the length of the train. US '517 discloses a method in which the parameter is a fluid signal transmitted through the brake pipe of the train and the synchronization signal is an electrical signal. In another embodiment of the method the parameter is a pressure gradient in the brake pipe of the train and the pressure is measured by a node in every railway vehicle on receipt of the synchronization signal. In yet another embodiment of the method, an electrical load is placed in a node in every railway vehicle and a line is running the length of the train. An electrical parameter is measured at the node when receiving the synchronization signal.
These embodiments do have some severe drawbacks. First of all it requires a synchronization signal between all nodes in every railway vehicle. A reliable way to realize this, is by installing a line running the length of the train. In modern passenger trains, such a line is likely present, but this is not necessarily the case for unpowered railway vehicles, such as cargo wagons, tank wagons, flatbed wagons . . . . Secondly measuring the parameter requires additional measuring devices for measuring for instance pressure or electrical parameters. This makes the method expensive to implement and cumbersome to install on existing railway vehicles.
U.S. Pat. No. 9,221,479 describes a train and method for safely determining the configuration of such a train. The train includes one safety management device per unit, each device having two designated identifiers, one coupling communication for each pair of adjacent units and a general network for connecting all the devices to each other. The devices send over the general network and over the coupling communication links messages to each other. At least one device is determining based on the exchanged messages the configuration of the train.
This known method has the disadvantage that it requires a lot of expensive hardware and communication networks. The algorithm to determine the configuration of the train is complex and the method is hard to implement on existing or unpowered railway vehicles.
Accordingly, a need arises for a method that monitors the configuration of a train and that relies on inexpensive hardware that can be easily installed on all kinds of existing and new railway vehicles and that is based on a simple algorithm. The present invention aims to resolve at least some of the problems and disadvantages mentioned above.
In a first aspect, the present invention provides a method according to claim 1.
The advantage of such a method lies in the ease of implementation and the simplicity. Monitoring modules are installed on each end of a railway vehicle. The monitoring modules are transmitting messages containing a unique identifier using a low power radio. When receiving a message containing a unique identifier, the monitoring module sends a data packet comprising the received unique identifier and the unique identifier of the monitoring module to a processing unit using its wireless communication means. The range of the low power radio is in free space at least 3 m and at most 10 m. This is less than the length of a railway vehicle. Consequently the processing unit knows that the monitoring module is close to the monitoring module of which the unique identifier was received, or stated otherwise the processing unit knows which two railway vehicles are coupled to each other. The processing unit will receive from the other monitoring modules on the train similar data packets. By combining information from the different data packets, all couplings between the different railway vehicles of the train are known and the configuration of the train can be determined. When a first railway vehicle is decoupled from a second railway vehicle and coupled to another third railway vehicle instead, the monitoring module will send again a data packet to the processing unit and the processing unit will update the configuration of the train. The algorithm to determine the configuration of a train is very simple.
Another advantage of such a method lies in the basic communication schemes. The method relies on limited wireless exchange of data packets between monitoring modules and the processing unit. The monitoring modules only have to transmit basic messages comprising their unique identifier using their low power radios to other monitoring modules within range. There is no need for a network comprising all the monitoring modules on a train. No cabling for a network is needed.
Another advantage of the invention is that the method can be easily applied to railway vehicles from different types and ages. Monitoring modules can be attached to both ends of the railway vehicle without cabling or network configuration. The processing unit can be located on-train, but preferably off-train. An off-train processing unit simplifies further the implementation of the method for existing railway vehicles and has the potential benefit of sharing a processing unit for multiple trains, resulting in additional cost-savings.
Preferred embodiments of the method are shown in any of the claims 2 to 10.
A specific preferred embodiment relates to an invention according to claim 10. In this embodiment the method further comprises the step of executing a self-learning algorithm on a processing unit to establish a reference table, comprising unique identifiers of monitoring modules referring to railway vehicles. The self-learning algorithm has access to information about the expected configuration of trains and initially assumes for each of the unique identifiers of the monitoring modules to which railway vehicle of a train it is referring. The self-learning algorithm corrects the reference table based on the data packets received on the processing unit from the monitoring modules. The advantage of this embodiment of the invention is that it is not necessary to manually enter references between unique identifiers and railway vehicles, simplifying commissioning. Yet another advantage is that eventual errors will be auto-corrected.
In a second aspect, the present invention relates to a device according to claim 11.
The advantage of such a device lies in the low cost. The device comprises a low power radio configured to have a range within free space of 3 m up to 10 m, a memory and a communication means to communicate with a processing unit. These are all readily available and affordable components. No expensive receivers for global positioning systems, safety management devices, measurement devices or network components are needed.
Another advantage of the device is that it can be battery powered. This simplifies installation on existing railway vehicles and on unpowered railway vehicles.
Preferred embodiments of the method are shown in any of the claims 12 to 14.
In a third aspect, the invention relates to a device according to claims 11-14, configured to execute a method according to claims 1-10.
This figure is discussed in further detail in Example 1.
The present invention concerns method and device for monitoring the configuration of a train.
Unless otherwise defined, all terms used in disclosing the invention, including technical and scientific terms, have the meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.
Reference throughout this specification to “one embodiment” or “an embodiment” means that a particular feature, structure or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Thus, appearances of the phrases “in one embodiment” or “in an embodiment” in various places throughout this specification are not necessarily all referring to the same embodiment, but may. Furthermore, the particular features, structures or characteristics may be combined in any suitable manner, as would be apparent to a person skilled in the art from this disclosure, in one or more embodiments. Furthermore, while some embodiments described herein include some but not other features included in other embodiments, combinations of features of different embodiments are meant to be within the scope of the invention, and form different embodiments, as would be understood by those in the art. For example, in the following claims, any of the claimed embodiments can be used in any combination.
Within the context of this document to transmit means to send out a message either by radio waves or over wire. The message does not need to be addressed to a particular receiving party, but it can be. The message does not need to be replied by a receiving party, but it can be.
In a first aspect, the invention relates to a method for monitoring the configuration of a train, the train comprising a plurality of railway vehicles coupled to each other, each of the railway vehicles comprising a monitoring module on each end, each monitoring module comprising a unique identifier, a low power radio configured to have a range within free space of at least 3 m and at most 10 m, a memory and a communication means to communicate with a processing unit, comprising the following steps:
In an embodiment the monitoring module comprises an active RFID tag, comprising a unique identifier and a low power radio. The active RFID tag is a short range device.
In an embodiment the monitoring module comprises a low power radio operating in the ISM (industrial, scientific and medical) band.
The range of the low power radio is within free space at least 3 m and at most 10 m. The range is less than the length of a railway vehicle, what causes that a monitoring module at a first end of a first railway vehicle cannot communicate with a monitoring module at the second end of the first railway vehicle. Normally the monitoring module at the first end of the first railway vehicle can only communicate with a monitoring module at a the nearest end of a second railway vehicle, whereby the second railway vehicle is coupled to the first railway vehicle.
In an embodiment the communication means to communicate with the processing unit is using wired communication technologies, such as, but not limited to Ethernet-network, and field buses such as CAN, PROFIBUS and EtherCat.
Optionally the communication means to communicate with the processing unit is using wireless technologies.
In an embodiment the communication means to wirelessly communicate with the processing unit is using low-power, wide-area (LPWAN) technologies, such as, but not limited to NB-IOT, LoRa and Sigfox.
In an embodiment the communication means to wirelessly communicate with the processing unit is using WiFi.
In an embodiment the communication means to wirelessly communicate with the processing unit is using a GPRS/GSM modem.
In an embodiment the communication means to wirelessly communicate with the processing unit is using satellite communication technology.
In a preferred embodiment a monitoring module at a first end of a first railway vehicle of a train transmits regularly a message comprising the associated unique identifier of the monitoring module using the low power radio. The message cannot be received by a monitoring module at the second end of the first railway vehicle.
The message will be received by a monitoring module at the nearest end of a second railway vehicle of the train that is coupled to the first railway vehicle at the end of the first monitoring module. The monitoring module at the nearest end of the second railway vehicle sends a data packet comprising the received unique identifier of the monitoring module at the first end of the first railway vehicle and its own unique identifier to the processing unit using its communication means. The monitoring module at the nearest end of the second railway vehicle optionally stores the received unique identifier of the monitoring module at the first end of the first railway vehicle in its memory. The processing unit processes the data packet and retrieves the unique identifiers of the monitoring module at the first end of the first railway vehicle and the monitoring module at the nearest end of the second railway vehicle. Preferably the processing unit stores the retrieved unique identifiers of the monitoring module at the first end of the first railway vehicle and the monitoring module at the nearest end of the second railway vehicle in its memory. The processing unit determines from this information that the first railway vehicle and the second railway vehicle are coupled to each other. The processing unit receives similar data packets from all monitoring modules on the train. The processing unit determines the configuration of the train, which railway vehicles are part of the train, and preferably also the order in which the railway vehicles are coupled to each other.
In an embodiment a monitoring module at a first end of a first railway vehicle of a train transmits regularly a message comprising the associated unique identifier of the monitoring module using the low power radio. The message cannot be received by a monitoring module at the second end of the first railway vehicle. The message will be received by a monitoring module at the nearest end of a second railway vehicle of the train that is coupled to the first railway vehicle at the end of the first monitoring module. The monitoring module at the nearest end of the second railway vehicle replies to the monitoring module at the first end of the first railway vehicle with a message comprising the received unique identifier of the monitoring module at the first end of the first railway vehicle and its own unique identifier. The monitoring module at the first end of the first railway vehicle sends a data packet comprising the received unique identifier of the monitoring module at the nearest end of the second railway vehicle and its own unique identifier to the processing unit using its communication means. The monitoring module at the first end of the first railway vehicle optionally stores the received unique identifier of the monitoring module at the nearest end of the second railway vehicle in its memory. The processing unit processes the data packet and retrieves the unique identifiers of the monitoring module at the first end of the first railway vehicle and the monitoring module at the nearest end of the second railway vehicle. Preferably the processing unit stores the retrieved unique identifiers of the monitoring module at the first end of the first railway vehicle and the monitoring module at the nearest end of the second railway vehicle in its memory. The processing unit determines from this information that the first railway vehicle and the second railway vehicle are coupled to each other. The processing unit receives similar data packets from all monitoring modules on the train. The processing unit determines the configuration of the train, which railway vehicles are part of the train, and preferably also the order in which the railway vehicles are coupled to each other.
In a preferred embodiment, the processing unit is a server installed in a server park or a cloud infrastructure. The processing unit processes the packets from monitoring modules on one or multiple trains.
In an embodiment, the processing unit is a computer installed on the train. The processing unit processes the packets from monitoring modules on one train.
In an embodiment of the invention, the method further comprises the step of the monitoring module adding a timestamp to the data packet comprising a received unique identifier and the unique identifier of the monitoring module, the timestamp corresponding to the time the monitoring module received the message with the unique identifier.
A first monitoring module on a first end of a first railway vehicle on a first train will normally only receive messages with a unique identifier from a second monitoring module on the nearest end of a second railway vehicle of the first train that is coupled to the first railway vehicle at the end of the first monitoring module. However when passing a second train, it is possible that the first monitoring module receives a message with a unique identifier from a third monitoring module that is installed on a railway vehicle of that second train. Because the two trains are passing each other, the first monitoring module will only receive messages from the third monitoring module during a short period, for instance less than 10 seconds. The first monitoring module could filter the unique identifier of the third monitoring module because upon the initial receipt of the original message comprising the unique identifier of the third monitor module, no further messages comprising the unique identifier of the third monitoring module were received. The first monitoring module does not send a data packet comprising the identifier of the third monitoring module to the processing unit and no false couplings between the first railway vehicle of the first train and a railway vehicle of the second train are determined by the processing unit. Preferably the first monitoring module does send a data packet comprising the unique identifier of the third monitoring module to the processing unit and the corresponding timestamp. The processing unit can use the timestamps to determine if the unique identifiers in a data packet determine a real coupling between two railway vehicles or if it is the result of two passing trains.
Preferably the timestamps are stored in memory in the processing unit, preferably as an entry in memory, the entry comprising the received unique identifier, the timestamp and the unique identifier of the monitoring module sending the data packet.
In an embodiment of the invention, the method further comprises the step of adding by a monitoring module a received signal strength indicator (RSSI) to the data packet comprising a received unique identifier and the unique identifier of the monitoring module, the RSSI corresponding to the signal strength of the message when receiving the message with the unique identifier by the monitoring module.
A first monitoring module on a first end of a first railway vehicle on a first train will normally only receive messages with a unique identifier from a second monitoring module on the nearest end of a second railway vehicle of the first train that is coupled to the first railway vehicle at the end of the first monitoring module. When standing still next to a second train, for instance in a railway station or a shunting station, it is possible that the first monitoring module receives a message with a unique identifier from a third monitoring module that is installed on a railway vehicle of that second train. However, the signal strength of the low power radio of the third monitoring module is normally weaker than the signal strength of the low power radio of the second monitoring module because the third monitoring module is further away from the first monitoring module than the second monitoring module. The first monitoring module could filter the unique identifier of the third monitoring module based on the lower signal strength of the third monitoring module compared to the second monitoring module. The first monitoring module does not send a data packet comprising the identifier of the third monitoring module to the processing unit and no false couplings between the first railway vehicle of the first train and a railway vehicle of the second train are determined by the processing unit. Preferably the first monitoring module does send a data packet comprising the unique identifier of the third monitoring module to the processing unit and the corresponding received signal strength indication. The processing unit can use the received signal strength indications to determine if the unique identifiers in a data packet determine a real coupling between two railway vehicles or if it is the result of two trains standing still next to each other.
Preferably the received signal strength indications are stored in memory in the processing unit, preferably as an entry in memory, the entry comprising the received unique identifier, the received signal strength indication and the unique identifier of the monitoring module sending the data packet.
In an embodiment reception of a message containing a unique identifier may mean the reception of a valid message containing a unique identifier, for instance excluding filtered messages based on timestamps or received signal strength indications.
In an embodiment method further comprises the step of adding by a monitoring module a movement indication to the data packet comprising a received unique identifier, a timestamp and the unique identifier of the monitoring module from the monitoring module to the processing unit, the movement indication corresponding to the speed and/or acceleration of the monitoring module when receiving the message with the unique identifier by the monitoring module.
The monitoring module can optionally comprise an accelerometer or a speedometer connected to an axle of a railway vehicle to measure acceleration or speed. The speed can alternatively be calculated by integrating accelerations. When a first monitoring module receives a message comprising a unique identifier of a second monitoring module, a movement indication, corresponding to the acceleration or speed measured or calculated by the first monitoring module, is added to the data packet comprising the received unique identifier of the second monitoring module, a timestamp and the unique identifier of the first monitoring module. The data packet is sent to the processing unit.
Preferably the movement indications are stored in memory in the monitoring module, preferably together with a timestamp.
Preferably the movement indications are stored in memory in the processing unit, preferably as an entry in memory, the entry comprising the movement indication, a timestamp and the unique identifier of the monitoring module that measured or calculated the movement indication.
The movement indication can be used by the processing unit to assess if changes in couplings are caused by shunt operations, which will cause a sudden acceleration measured by monitoring modules on both railway vehicles that are being coupled, or because a coupling is broken, which will cause a sudden change in acceleration measured by a monitoring module on a railway vehicle that is decoupled from the remainder of a train because the railway vehicle will slow down. A monitoring module on a railway vehicle still part of the remainder of the train will continue with the same speed or acceleration as before the coupling broke. The timestamps and the movement indications can also be used by the processing unit as indication that during a certain part of the trajectory of a train the railway tracks are in bad condition because all monitoring modules on a train start to measure vibrations. Finally the movement indications can also be used by the processing unit to signal potential problems with a railway vehicle. If a certain monitoring module on a railway vehicle of a train starts to forward data packets with continuously changing acceleration values, while other monitoring modules on the train do not show this behavior, this could point to vibrations caused by for instance a worn out axle or bogey of the railway vehicle.
In an embodiment of the invention, the method further comprises the steps of:
The processing unit receives data packets from monitoring modules comprising a unique identifier received by a monitoring module, the unique identifier of the monitoring module and the timestamp corresponding to the time the monitoring module received the message with the unique identifier. The processing unit retrieves the two unique identifiers and the timestamp from a data packet and stores it as an entry in its memory. The processing unit can determine that a coupling has been established between a first railway vehicle comprising a monitoring module corresponding to one of the two unique identifiers and a second railway vehicle corresponding to the other of the two unique identifiers. When the processing unit receives another data packet comprising the same two unique identifiers but with a more recent timestamp, the processing unit updates the timestamp in the entry in its memory comprising the corresponding identifiers. The processing unit can determine that the previously established coupling between the first and the second railway vehicle still exists. When the timestamp of the entry gets outdated, for instance after one minute, or one hour or one day, or any appropriate time interval, the processing unit can determine that the coupling between the first and the second railway vehicle is broken. The detection of a broken coupling can be used in a safety application and also to be able to update the configuration of a train faster, for instance during shunt maneuvers.
In an embodiment the method further comprises the steps of, upon receipt of a message containing a unique identifier with the low power radio of a monitoring module, storing the received unique identifier in the memory of the monitoring module, when not receiving any further messages containing the stored unique identifier at the monitoring module during a period of minimum 10s after the initial reception of the message, removing the corresponding saved unique identifier from the memory of the monitoring module.
In an embodiment the monitoring module comprises a microcontroller or processor that upon reception of a message retrieves the unique identifier or identifiers from the received message and stores them in memory in the monitoring module. This memory can be a volatile or non-volatile memory. The microcontroller or processor starts a timer with a duration of minimum 10s and when not receiving a new message containing the same unique identifier or identifiers before the timer elapses, the microcontroller or processor removes the corresponding saved unique identifier or identifiers from the memory of the monitoring module.
In an embodiment of the invention, the method further comprises the step of storing new unique identifiers of the received messages in the memory of the monitoring module, and of removing stored unique identifiers from the memory when no messages are received comprising said stored unique identifiers; and sending from a monitoring module a data packet comprising the unique identifiers stored in its memory and the unique identifier of the monitoring module to the processing unit whenever the monitoring module stores a new unique identifier to its memory and/or removes a unique identifier from its memory.
The processing unit is updated with a data packet when a first monitoring module receives the unique identifier of a second monitoring module and also when the first monitoring module does not receive any longer the unique identifier of the second monitoring module. The processing unit can determine in the former case that a coupling has been established between a first railway vehicle comprising the first monitoring module and a second railway vehicle comprising the second monitoring module. In the latter case the processing unit can determine that the coupling between a first railway vehicle comprising the first monitoring module and a second railway vehicle comprising the second monitoring module is broken. The detection of a broken coupling can be used in a safety application and also to be able to update the configuration of a train faster, for instance during shunt maneuvers.
Preferably the monitoring module does only send a data packet to the processing unit when a new unique identifier is stored in its memory or when a unique identifier is removed from its memory instead of sending a data packet every time a message with a unique identifier is received. This limits the communication of data packets towards the processing unit and saves power.
In an embodiment of the invention, the method further comprises the step of sending a data packet from the processing unit to a monitoring module, said data packet from the processing unit preferably comprising instructions for the monitoring module. The processing unit can use these data packets to send a command or a request to a monitoring module, for instance to adjust the power of the low power radio, to clear its memory or other settings.
In an embodiment of the invention, the method further comprises the step of regularly sending from a monitoring module a data packet comprising the unique identifiers stored in its memory and the unique identifier of the monitoring module to the processing unit according to an interval and/or at predetermined times, preferably whereby the interval and/or the predetermined times can be adjusted remotely by the processing unit.
When the communication between a monitoring module and a processing unit is disturbed, for instance due to the unavailability of the communication means, the processing unit will receive automatically an update at a certain point in time after the communication between the monitoring module and the processing unit has been restored. The regular data packets from the monitoring module towards the processing unit can be used by the processing unit to control if a monitoring unit is still functional. The interval and/or the predetermined times can be adjusted remotely by the processing unit, for instance by sending a command in a data packet to the monitoring module.
In an embodiment of the invention, the method further comprises the step of sending from a monitoring module a data packet comprising the unique identifiers stored in its memory and the unique identifier of the monitoring module to the processing unit after receiving a request from the processing unit to send the unique identifiers stored in its memory.
This function can be used when a data packet from a monitoring module did not reach the processing unit and the processing unit requires the data packet to update the configuration of a train. For instance a train engineer is performing shunt maneuvers and decoupled a railway vehicle from a train, but when consulting the train configuration, the railway vehicle is still part of the train because the data packet from the monitoring module attached to the railway vehicle did not reach the processing unit. The processing unit requests the monitoring module to send a data packet comprising the unique identifiers stored in its memory and after receiving the data packet, the processing unit can correct the configuration of the train.
In an embodiment of the invention, the method further comprises the step of sending from a monitoring module a data packet comprising the unique identifiers stored in its memory and the unique identifier of the monitoring module to the processing unit upon detection of movement by the monitoring module.
A monitoring unit could for instance comprise an accelerometer or a speedometer connected to an axle of a railway vehicle. When movement or change in movement is detected, the monitoring unit sends a data packet comprising the unique identifiers stored in its memory and the unique identifier of the monitoring module to the processing unit. This is useful to save power in the monitoring unit. Couplings between railway vehicles are normally only changed when having movement. For instance while performing shunt maneuvers a railway vehicle will suddenly start moving. Or when a coupling breaks, a railway vehicle will suddenly slow down. Only in these conditions the monitoring module will send a data packet to the processing unit.
In a preferred embodiment of the invention, the messages transmitted and received by the low power radio of a monitoring module are only broadcast messages. A monitoring module broadcasts its unique identifier to every other monitoring module within radio range. No acknowledgments of reception are transmitted back. This limits the usage of the low power radios of the different monitoring modules, saving power, and simplifies the communication protocol for a monitoring module.
In an embodiment of the invention, the method further comprises the step of executing a self-learning algorithm on a processing unit, wherein the processing unit has access to information, the information comprising expected configurations of trains and a reference table, the reference table comprising unique identifiers of monitoring modules referring to railway vehicles, wherein the self-learning algorithm initially assumes for each of the unique identifiers of the monitoring modules to which railway vehicle of the train it is referring and wherein the self-learning algorithm corrects the reference table based on the data packets received on the processing unit from the monitoring modules.
The self-learning algorithm has the advantage that it is not necessary to manually enter references between unique identifiers and railway vehicles, simplifying commissioning. The algorithm will assume an initial reference table. This initial reference table can be empty at the start. Each received unique identifier not yet available in the reference table, is entered in the reference table and a reference to a railway vehicle, with no unique identifier or only one unique identifier referring to it, is made. It is very likely that this reference is incorrect. Because the processing unit has access to information such as the expected configuration of the trains, the processing unit is able to detect the incorrect references. During the operation of the trains, the configuration of the trains will change regularly. Railway vehicles will be coupled and decoupled from trains. The monitoring modules on these trains will send data packets containing unique identifiers to the processing unit. The processing unit is able to correct the references based on these data packets, the expected train configurations and the previously assumed train configurations. The self-learning algorithm can be combined with a manual commissioning to facilitate the correct referencing between the remaining unique identifiers of additional monitoring modules and railway vehicles.
Yet another advantage is that eventual errors will be auto-corrected. When an additional monitoring module is commissioned manually, it is possible that an incorrect reference between the unique identifier of the monitoring module and a railway vehicle is entered in the reference table. The processing unit will notice during the operation of the trains that this reference is incorrect and correct it accordingly.
In an embodiment of the invention, a monitoring module comprises a GNSS (Global Navigation Satellite System, e.g. GPS, GLONASS, Galileo, BeiDou) receiver. Preferably, each monitoring module comprises a GNSS receiver. The monitoring module may be configured to determine a GNSS position via the GNSS receiver. The monitoring module may determine a GNSS position repeatedly in time and/or upon a position determination trigger. A position determination trigger may be based on signals from the accelerometer or speedometer. For example, a position determination trigger may be issued upon acceleration and deceleration. For example, a position determination trigger may be issued continuously during movement. A data packet may comprise a determined position. The processing unit may determine or verify, preferably verify, a configuration of the train, and preferably an order according to which the railway vehicles are connected to each other, based at least in part on a GNSS position. For verification, the GNSS receiver thereby provides a highly accurate, but somewhat more power-consuming, cross-check of a determined configuration and/or vehicle order, preferably during critical moments, such as acceleration and deceleration.
It should be clear for a person skilled in the art that two or more of the preceding embodiments can be combined.
In a second aspect, the invention relates to a device for monitoring the configuration of a train comprising an unique identifier, a low power radio configured to have a range within free space of 3 m up to 10 m, a memory and a communication means to communicate with a processing unit, wherein the device is configured to transmit regularly a message including its unique identifier using the low power radio, wherein the device is configured to receive messages transmitted by other devices within range of the low power radio, wherein the device is configured to, at a moment after reception of a message containing a unique identifier with the low power radio of the device, send at least once for said received unique a data packet comprising said received unique identifier and the unique identifier of the device by the device to the processing unit using its communication means when receiving a message with the low power radio of that device containing the unique identifier.
Throughout this text, the device according to the second aspect and the monitoring module are most preferably synonymous. Any feature relating to the monitoring module may therefore pertain to the device according to the second aspect, and vice versa.
In an embodiment the monitoring module comprises an active RFID tag, comprising a unique identifier and a low power radio. The active RFID tag is a short range device.
In an embodiment the monitoring module comprises a low power radio operating in the ISM (industrial, scientific and medical) band.
In an embodiment the communication means to communicate with the processing unit is using wired communication technologies, such as, but not limited to Ethernet-network, and field buses such as CAN, PROFIBUS and EtherCat.
Optionally the communication means to communicate with the processing unit is using wireless technologies.
In an embodiment the communication means to wirelessly communicate with the processing unit is configured to use low-power, wide-area (LPWAN) technologies, such as, but not limited to NB-IOT, LoRa and Sigfox.
In an embodiment the communication means to wirelessly communicate with the processing unit is configured to use WiFi.
In an embodiment the communication means to wirelessly communicate with the processing unit is configured to use a GPRS/GSM modem.
In an embodiment the communication means to wirelessly communicate with the processing unit is configured to use satellite communication technology.
In an embodiment of the invention, the device comprises a battery and/or a power connector. The monitoring module comprising a battery is suitable for installation on both unpowered railway vehicles such as flatbed wagons, tank wagons or cargo wagons as powered railway vehicles such as locomotives and passenger wagons, while a monitoring module comprising a power connector is suitable to be connected to the power of powered railway vehicles.
In an embodiment of the invention, the transmitting power of the low power radio of the device is adjustable, preferably remotely adjustable from the processing unit.
This is advantageous when having two trains standing still next to each other, for instance in a railway station or a shunting station. A first monitoring module on a first end of a first railway vehicle on a first train will normally only receive messages with a unique identifier from a second monitoring module on the nearest end of a second railway vehicle of the first train that is coupled to the first railway vehicle at the end of the first monitoring module. When standing still next to a second train it is possible that the first monitoring module receives a message with a unique identifier from a third monitoring module that is installed on a railway vehicle of that second train. However, the signal strength of the low power radio of the third monitoring module is normally weaker than the signal strength of the low power radio of the second monitoring module because the third monitoring module is further away from the first monitoring module than the second monitoring module. When the transmitting power of the low power radio of the device is adjustable, the transmitting power of the first monitoring module could be reduced until no further messages from the third monitoring module and only messages from the second monitoring module are received. Preferably the first monitoring module does not adjust the transmitting power and sends one or more data packets to a processing unit, comprising the unique identifiers of the second and the third monitoring module and its own unique identifier. The processing unit could then send a data packet to the first monitoring module to lower its transmission power of its low power radio.
In an embodiment of the invention, the device comprises a directional antenna connected to the low power radio.
The directional antenna has an antenna pattern that, when a monitoring module is installed on a railway vehicle of a train, it increases the transmission power in the direction of a next railway vehicle in a train and reduces the transmission power in the direction of the railway vehicle on which the monitoring module is installed and in the direction of the neighboring railway tracks.
Such an antenna pattern is advantageous to avoid receiving messages by a monitoring module on a first train from monitoring modules installed on a passing second train or on a second train standing still next to first train.
In a third aspect, the invention relates to a device, configured to execute a method according to the invention.
The invention is further described by the following non-limiting examples which further illustrate the invention, and are not intended to, nor should they be interpreted to, limit the scope of the invention.
In the example depicted in
At each end of a wagon (2, 3, 4, 5) and the locomotive (1) a monitoring module (6, 7, 8, 9, 10, 11, 12, 13, 14, 15), comprising a low power radio, a unique identifier, a memory, a power means and a communication means, is attached. The said monitoring module (6, 7, 8, 9, 10, 11, 12, 13, 14, 15) is configured for:
The locomotive (1) and passenger wagon (5) are powered. The power means of the monitoring modules (6, 7) on the locomotive (1) and the monitoring modules (14, 15) on the passenger wagon (5) comprise for instance a battery, but could also comprise a connection to the power of the locomotive (1) or passenger car (5). The tank wagon (2), the flatbed wagon (3) and the cargo wagon (4) are unpowered wagons. The power means of the monitoring modules (8, 9, 10, 11, 12, 13) attached to these wagons (2, 3, 4) comprise for instance a battery. The battery lifetime is extended due to the limited usage of the communication means because the unique identifiers in memory and its own unique identifier are only transferred after storing a new unique identifier in memory or removing an old unique identifier from memory, optionally every few hours, optionally at a fixed time every day and optionally on request by the processing unit.
The transmission power of the radio is configured to have a range of the radio of at least 3 m and maximum 10 m, even preferably 5 m. This will enable for instance monitoring module (7) on one end of the locomotive (1) to receive the message containing the corresponding identifier from monitoring module (8) at the near end of the tank wagon (2), but it will also avoid that monitoring module (7) is able to receive the message from monitoring module (9) at the far end of the tank wagon (2). Similarly monitoring module (7) will not be able to receive the message from monitoring module (6) at the other end of the locomotive (1).
The monitoring modules are ideally placed in the middle between the buffers at the end of the wagons (2, 3, 4, 5) and the locomotive (1). In this position the monitoring modules (6, 7, 8, 9, 10, 11, 12, 13, 14, 15) are always at the closest possible distance and in line of sight of each other. The range of the low power radio could in this case be reduced to about 2 m as the distance between the bodies of two wagons is maximum about 1.5 m. Unfortunately this position is used by the coupling between two wagons.
Another preferred position would be slightly above the coupling, such as 1 m. The monitoring modules (6, 7, 8, 9, 12, 13) of the locomotive (1), tank wagon (2) and cargo wagon (4) are for instance installed in this position and are at the closest possible distance and in line of sight of each other.
In case of the monitoring modules (14, 15) of the passenger wagon (5) this is not possible due to the central passageway at the ends of the passenger wagon (5). The monitoring modules (14, 15) are placed slightly above the coupling, such as 1 m, and next to the central passageway at one side of the passenger wagon (5). The distance between monitoring module (14) of the passenger wagon (5) and the monitoring module (13) of the cargo wagon (4) is in the range of 1.6 m to 2 m, still within the range of 3 m up to 10 m of the low power radio.
Due to space constraints the monitoring modules (10, 11) of the flatbed wagon (3) are for instance installed between the buffers and the coupling at one side of the flatbed wagon (3). The distance between monitoring module (11) of the flatbed wagon (3) and the monitoring module (12) of the cargo wagon (4) is in the range of 1.8 m to 2.2 m, still within the range of at least 3 m up to 10 m of the low power radio.
A wagon has a width of maximum 3.4 m. Taking a safety margin between two parallel railway tracks, the distance between the centerlines of the two railway tracks is about 4 m to 6 m. The low power radio range of 3 m up to 10 m reduces the possibility that messages from monitoring modules on a neighboring train are received, although it is not impossible. Referring to the top view of
In an embodiment of the invention, when monitoring module (11) receives both the messages from the monitoring module (12) and the monitoring module (19), the monitoring module (11) compares the received signal strength indication (RSSI) of both the link between monitoring modules (11, 12) and the link between monitoring modules (11, 19). A higher RSSI indicates a shorter distance between a transmitter and a receiver. It can be expected that the link between the monitoring modules (11, 12) will have a higher RSSI than the link between the monitoring modules (11, 19). Monitoring module (11) rejects the link with the lowest RSSI, in this example the link between the monitoring modules (11, 19), and only transfers the unique identifier of monitoring module (12) using its communication means.
In another embodiment of the invention, when monitoring module (11) receives messages from both the monitoring module (12) and the monitoring module (19), the monitoring module (11) will reduce the transmitting power of its low power radio or will receive data packets from the processing unit via its communication means to reduce the transmitting power of its low power radio until one of the two links with the monitoring units (12, 19) is broken. It can be expected that this will be the link with the monitoring module (19), as the monitoring module (19) is at a bigger distance from monitoring module (11) than monitoring module (12). The monitoring module (11) only transfers the unique identifier of monitoring module (12) using its communication means.
In another embodiment of the invention, when monitoring module (11) receives messages from both the monitoring module (12) and the monitoring module (19), the monitoring unit (11) simply transfers both unique identifiers of the monitoring units (12, 19) using its communication means. The processing unit will receive a link between monitoring modules (11, 12) and also between monitoring modules (11, 19). The processing unit can filter, based on information available in the processing unit, the most likely links corresponding to actual couplings between wagons. For instance the processing unit can have lists with configurations of several trains in memory. In this example the processing unit would have a list of a first train with four wagons (2, 3, 4, 5) and one locomotive (1) and a second train with two wagons (20, 21) in memory. The processing unit is able to filter the links between monitoring modules (11, 19) and the monitoring modules (13, 17) based on the information that these monitoring modules belong to different trains. Optionally the monitoring modules (7, 8, 9, 10, 11, 12, 13, 14, 17, 18, 19) not only send the unique identifier, but also the corresponding RSSI. This additional information can be used by the processing unit to filter the correct links corresponding to the actual couplings between the wagons.
When the processing unit cannot filter the links accurately based on the received identifiers, the optional RSSI and the information available to the processing unit, both links remain in memory. The processing unit will indicate the existence of two couplings at the same end, for instance wagon (4) will be connected at the same end to wagon (5) and wagon (20). This can be resolved because an operator manually checks the real coupling or it will be automatically resolved when one of both trains starts rolling and the links between the monitoring modules (11, 19) and the monitoring modules (13, 17) are broken.
The situation as depicted in
In one embodiment of the invention the monitoring modules (11, 13, 17, 19) themselves will not forward the unique identifiers because the links between the monitoring modules (13, 17) and the monitoring modules (11, 19) did not last longer that a predetermined period.
In another embodiment of the invention the monitoring modules (11, 13, 17, 19) will forward the identifiers and the processing unit will filter the links due to the short existence of the link, based on the available information about the expected train configuration and based on the fact the these two links were created within a short time frame of maximum a few seconds and also these two links were broken within a short time frame of maximum a few seconds, what is physically impossible during normal shunt maneuvers. Optionally the monitoring modules (11, 13, 17, 19) add timestamps to indicate the moment of making or breaking a link to facilitate the filtering by the processing unit.
The processing unit can be extended with self-learning algorithms, for instance to control the correct functioning of the monitoring system. The monitoring modules (6, 7, 8, 9, 10, 11, 12, 13, 14, 15) need to be referenced to the corresponding wagons (2, 3, 4, 5) or locomotive (1). This could be entered manually in the monitoring system. Errors can occur. For instance no reference to wagon (5) is made for monitoring module (14) and monitoring module (7) is incorrectly referenced to the tank wagon (8) instead of locomotive (1). The processing unit can correct these errors automatically during the operation of the train. The processing unit will notice that passenger wagon (5), that should be part of the train, is not connected to any of the wagons (2, 3, 4) or the locomotive (1). It will also detect that the locomotive (1) is not connected to any of the wagons (2, 3, 4, 5) and that the tank wagon (2) has three couplings instead of two. Automatically the monitoring modules (7, 8, 14) are flagged as being incorrectly referenced. Monitoring module (14) is referring to an unknown railway vehicle and monitoring modules (7, 8) have a coupling with each other and are referenced to the same tank wagon (2). Because the processing unit has access to information about the expected train configuration, it knows that passenger wagon (5) should be connected to cargo wagon (4) and it also knows that the monitoring module (13) of the cargo wagon (4) has a link with the monitoring module (14) of an unknown wagon. The processing unit assumes correctly that the monitoring module (14) is referring to passenger wagon (5). It adapts the reference of monitoring module (14). The processing unit also knows that the locomotive (1) should be in front of the tank wagon (2) and that the tank wagon (2) has three monitoring modules (7, 8, 9) of which the monitoring modules (7, 8) are linked to each other. The processing unit assumes incorrectly that monitoring module (8) is referring to the locomotive (1) and that the monitoring module (7) is referring to the tank wagon (2) and it adapts the references of the monitoring units (7, 8) accordingly. At a certain moment, during shunt maneuvers, the locomotive (1) will be decoupled from the tank wagon (2) and coupled to another wagon, assume the wagon (21) in
It is supposed that the present invention is not restricted to any form of realization described previously and that some modifications can be added to the presented example of fabrication without reappraisal of the appended claims. For example, the present invention has been described referring to trains, but it is clear that the invention can be applied to other vehicles such as tractors with trailers.
| Number | Date | Country | Kind |
|---|---|---|---|
| 19195436.1 | Sep 2019 | EP | regional |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/EP2020/074763 | 9/4/2020 | WO |
