EP0123774A1 - Method of identification of waggons in a fast running train and device for carrying out the method - Google Patents

Method of identification of waggons in a fast running train and device for carrying out the method Download PDF

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Publication number
EP0123774A1
EP0123774A1 EP84100109A EP84100109A EP0123774A1 EP 0123774 A1 EP0123774 A1 EP 0123774A1 EP 84100109 A EP84100109 A EP 84100109A EP 84100109 A EP84100109 A EP 84100109A EP 0123774 A1 EP0123774 A1 EP 0123774A1
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EP
European Patent Office
Prior art keywords
measuring
measuring point
threshold value
successive
speed
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EP84100109A
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German (de)
French (fr)
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EP0123774B1 (en
Inventor
Otmar Dr. Krettek
Udo Dipl.-Ing. Pietzsch
Wolfram Schwab
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Gftt Gesellschaft fur Transputertechnik Mbh Te Do
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MESSMETALLURGIE GmbH
Asea Industrie und Automation GmbH
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Priority to AT84100109T priority Critical patent/ATE36912T1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/02—Electric devices associated with track, e.g. rail contacts
    • B61L1/06—Electric devices associated with track, e.g. rail contacts actuated by deformation of rail; actuated by vibration in rail

Definitions

  • the invention relates to a method for identifying wagons running in a particularly fast-moving train set using an arrangement for measuring wheel loads with at least one measuring point from a strain gauge attached to the web of a rail at the level of the neutral fiber and oriented orthogonally to the neutral fiber.
  • the object of the invention is to identify the wagons in moving, in particular fast-moving train sets, - at the same time the possibility of assignment to measured wheel loads should be given.
  • This object is achieved with a method of the type described at the outset in that the speed of the train set is determined, that when a wheel overflows via the measuring point, the resulting measurement peak of the measurement signal is triggered at a threshold value, that the time period between two measurement peaks when two overflow successive wheels are measured via the measuring point in each case when the threshold value is undershot or exceeded and the measured half of the difference between the measured time segments between undershooting and exceeding the threshold value is added to each of the two successive measuring peaks, so that the result with the speed to a center distance is processed and that with this center distance or with several successive the center distance of the wagon in question is identified.
  • the wagon is identified by its center distance.
  • An analysis of the wagons available in the area of the German Federal Railways and their respective center distances has shown that under certain conditions it is possible to identify a certain wagon on the basis of its center distance and thereby distinguish it from other wagons. However, this presupposes that the measurement of the center distance is carried out with sufficient accuracy. Studies have shown that a specific wagon can be identified accurately if the measured center distance can be determined with an error of less than 3.5%. Such error limits can, however, be observed with the described method, because this method is based on the measurement of time periods which are defined by intersections between a constant threshold value and relatively steeply increasing or decreasing measured values. The measurement values themselves are not affected by this, in particular the measurement peaks, as stated at the beginning, can be used to determine the wheel loads. This then also gives the possibility of assigning the wheel loads determined to the identified wagon without any problems.
  • the speed of the train can also be determined using the arrangement of measuring points with strain gauges, namely by measuring the time between overflows of a wheel over two adjacent measuring points.
  • the difference to be added to the number i (k) takes into account that the wheel loads of successive wheels can be very different and that accordingly the assigned measurement peaks turn out differently.
  • the difference takes these differences into account, so that the measure S A (k) practically indicates counting pulses between the centers of two successive peaks.
  • the center distance is obtained by dividing this measure S A (k) by the measured speed.
  • an identification matrix contains, for example, the center distances of all railway wagons in traffic.
  • a device for performing the described method has a measuring amplifier for each measuring point, an analog-to-digital converter connected downstream of the measuring amplifier, a trigger that can be set to a threshold value, a counter and a memory for the counting pulses and one Processor for performing the necessary mathematical operations, which also have to be carried out to determine the wheel loads.
  • a device should also have a memory with an identification matrix for center distances of different wagons, so that in the course of determining the wheel loads it is also possible to identify the respective wagon and thus to assign measured wheel loads to the wagon in question.
  • FIG. 1 The arrangement shown in Figure 1 is initially used to measure and determine the wheel loads of high-speed rail vehicles.
  • a temperature-independent strain gauge 6 is attached on both sides of the web 3 at the level of the neutral fiber 5 so that its main direction of action is perpendicular to the neutral fiber 5, ie vertically, he stretches.
  • the strain gauges 6 are otherwise attached so that they are arranged substantially symmetrically to the neutral fiber 5 with respect to their meandering turns. It is not shown that the strain gauges 6 and the measuring point defined thereby are located directly above a threshold.
  • the rail 1 is deformed in the area of the measuring point, as also at other points, when the wheel 7 overflows, as is exaggerated in FIG. In other words, the rail 1 and in particular its web 3 are compressed in the vertical direction.
  • the strains that occur are detected by the strain gauges 6 and converted into measurement signals.
  • FIG. 9 A typical course of a measuring signal 9 when a wheel 7 overflows through a measuring point is shown in FIG.
  • the measurement signal 9 is first broken down into two signal components, namely a constant signal component and a variable signal component.
  • a device is used, as is shown schematically in FIG. 3.
  • the measurement signal emitted by the strain gauge 6 is fed to a measuring amplifier 10, which may also contain the usual bridge circuit for several strain gauges 6.
  • the amplified measurement signal is then digitized in an analog-digital converter 11.
  • a trigger 12 which can be set to a predetermined threshold value 13, is also connected into the signal flow.
  • This trigger 12 consequently separates the measurement signal into a constant one by the threshold value 13 Defined signal component and a variable signal component, which remains in the window 14 indicated by dash-dotted lines in Figure 2. It goes without saying that the trigger 12 can also be connected upstream of the analog-digital converter 11, so that only the signal components remaining in the window 14 are supplied to the converter.
  • the trigger 12 When the threshold value 13 is exceeded and / or undershot, the trigger 12 also acts on a counter 15, the counting pulses of which are assigned to the respective digital measured values.
  • the speed of the train set In order to simultaneously identify the wagon just passing over the measuring point, the speed of the train set must first be determined. To do this, it is sufficient if the time between wheel overflows is determined via two adjacent measuring points. Otherwise, the identification of the wagons passing over the measuring point is based on the counting pulses emitted by the counter 15.
  • the center distance can be determined from the time between the overflow of two successive wheels via a measuring point passes.
  • the actual conditions are shown in FIG.
  • the measurement signal 9 can be seen with two successive measurement peaks 17, 18.
  • the threshold value 13 is also shown. Since it would be technically very difficult and too imprecise to determine the center of the measurement peaks 17 and 18, on the one hand, the number i (k) of the counting pulses between two measuring peaks 17, 18 when two successive wheels overrun the measuring point each when the threshold 13 is undershot, and also the number j (k) of the counting pulses between exceeding and falling below the threshold tes 13 at each of the measurement peaks 17, 18.
  • a dimension figure s A (k) for the center distance of the two wheels overflowing the measuring point then results from the following formula: where k is an index for successive measured values.
  • This formula takes into account that the measurement peaks 17, 18 can be designed differently because successive wheels can be loaded differently.
  • the axis spacing of two successive wheels overflowing the measuring point can be determined with great accuracy, ie with an error that is less than 3.5%, from the dimension figure s A (k), taking into account the determined speed.
  • a processor 16 which also includes a memory 19 with an identification matrix for center distances of different wagons.
  • This memory contains the center distances for different carriages without each buffer dimensions, wherein the wagons are advantageously arranged sen i on the number of each Ach.
  • Figure 5 shows schematically the most critical case of a two-axle wagons in comparison with a three-axis carriage, wherein in both cases center distances of 8000 millimeters aufadd.Da wherein when interconnecting a two-axle wagons with a three-axle car, - two at each maximum Puffermony between the Wagons a center distance of 7460 milli meters, the two wagons can be identified in any case if the error in the measured center distance is less than 3.5%.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)
  • Automatic Analysis And Handling Materials Therefor (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)

Abstract

1. Method for the identifying of wagons running in a train formation, in particular a rapidly travelling one, with the use of an arrangement for the measuring of the wheel loads with at least one measuring point, wherein also the speed of the train formation is determined, characterized thereby, that strain gauges, which are fastened at the web of a rail at the level of the neutral fibre and oriented orthogonally to the neutral fibre, are used as measuring point, that - on a wheel running over the measuring point - the then arising measurement peak of the measurement signal is triggered at a threshold valuehat the time interval between two measurement peaks on the running of two successive wheels over the measuring point is measured each time on the threshold value being fallen below or exceeded and this measured time interval is added to half the difference of the measured time intervals between the threshold value being fallen below and being exceeded at each of both the successive measurement peaks, that the result is processed together with the speed into an axle spacing and that the wagon concerned is identified by this axle spacing or by several successive axle spacing.

Description

Die Erfindung betrifft ein Verfahren zum Identifizieren von in einem insbesondere schnellfahrenden Zugverband laufenden Waggons unter Verwendung einer Anordnung zum Messen von Radlasten mit wenigstens einer Meßstelle aus einem am Steg einer Schiene in Höhe der neutralen Faser befestigten und orthogonal zur neutralen Faser ausgerichteten Dehnungsmeßstreifen.The invention relates to a method for identifying wagons running in a particularly fast-moving train set using an arrangement for measuring wheel loads with at least one measuring point from a strain gauge attached to the web of a rail at the level of the neutral fiber and oriented orthogonally to the neutral fiber.

Die zunehmende Automatisierung in Verbindung mit einer Erhöhung der Fahrgeschwindigkeit und der Zuladung von Eisenbahnfahrzeugen erfordert eine möglichst einfach durchzuführende Kontrolle des jeweiligen Beladungszustandes eines Eisenbahnwaggons. Bestehende Sicherheitsvorschriften schränken die Radlasten einer Achse, beispielsweise von Güterwagen, ein. . Auch für das Verhältnis der Radlasten einer Achse gibt es bestimmte Vorschriften. Eine weitere Einschränkung bei der Beladung gilt für das Verhältnis der Achsen und der Drehgestelle untereinander. Eine Überschreitung dieser Einschränkungen bzw. eine falsche Beladung der Waggons kann zu einem Sicherheitsrisiko führen, denn überladene oder schiefgeladene Waggons zeigen nicht mehr ihr natürliches Fahrverhalten.The increasing automation in connection with an increase in the driving speed and the payload of railway vehicles requires the simplest possible control of the respective loading condition of a railway wagon. Existing safety regulations restrict the wheel loads of an axle, for example of freight wagons. . There are also certain regulations for the ratio of the wheel loads of an axle. Another limitation in loading applies to the relationship between the axles and the bogies. Exceeding these restrictions or incorrect loading of the wagons can lead to a safety risk, because overloaded or skewed wagons no longer show their natural driving behavior.

Im Hinblick auf die wachsenden Anforderungen nach kurzen Transportzeiten sind die früher üblichen Methoden zur Bestimmung der Radlasten von Waggons nicht mehr wirtschaftlich. Die dazu eingesetzten Brückenwaagen, auf denen die Waggons einzeln gewogen werden konnten, sind zeit- und personalaufwendig. Außerdem müssen die verwogenen Waggons zusätzlich identifiziert werden. Man ist deshalb dazu übergegangen, dynamische Waagen einzusetzen, die es ermöglichen, die Radlasten bei fahrenden Zügen unmittelbar zu messen. Ein noch nicht zum Stand der Technik gehörender Vorschlag (deutsche Patentanmeldung P 32 26 740.1) beschreibt eine Anordnung zum Messen der Radlasten schnellfahrender Schienenfahrzeuge mit wenigstens einer Meßstelle und wenigstens einem am Steg einer Schiene in Höhe der neutralen Faser befestigten Dehnungsmeßstreifen, dessen Hauptwirkungsrichtung orthogonal zur neutralen Faser, d.h. vertikal angeordnet ist. Beim Überlauf eines Rades über eine derartige Meßstelle erhält man ausgeprägte Meßpeaks, aus denen sich die jeweilige Radlast mit großer Genauigkeit bestimmen läßt.In view of the growing demands for short transport times, the previously common methods for determining the wheel loads of wagons are no longer economical. The weighbridges used for this, on which the wagons could be weighed individually, are time-consuming and personnel-intensive. The weighed wagons must also be identified. It has therefore started to use dynamic scales that make it possible to measure the wheel loads when trains are moving. A proposal which is not yet part of the prior art (German patent application P 32 26 740.1) describes an arrangement for measuring the wheel loads of high-speed rail vehicles with at least one measuring point and at least one strain gauge attached to the web of a rail at the level of the neutral fiber, the main direction of action of which is arranged orthogonally to the neutral fiber, ie vertically. When a wheel overflows through such a measuring point, pronounced measuring peaks are obtained, from which the respective wheel load can be determined with great accuracy.

Für die Identifizierung von in einem schnellfahrenden Zugverband laufenden Waggons fehlt es noch an einem hinreichend zuverlässig arbeitenden Verfahren. - Es ist zwar bekannt, Waggons mit automatisch ablesbaren Markierungen zu versehen, dazu sind aber besondere Einrichtungen an den Waggons und im Bereich der Gleise erforderlich. Die damit erhaltenen Informationen sind aber unzuverlässig, weil sie gegebenenfalls durch Witterungseinflüsse verfälscht sein können. Außerdem haben diese Informationen keinen Bezug zu den jeweiligen Radlasten.There is still no sufficiently reliable method for identifying wagons running in a fast-moving train group. - Although it is known to provide wagons with automatically readable markings, this requires special facilities on the wagons and in the area of the tracks. However, the information obtained is unreliable because it can be falsified by weather conditions. In addition, this information has no relation to the respective wheel loads.

Aufgabe der Erfindung ist es, die Waggons in fahrenden, insbesondere schnellfahrenden Zugverbänden zu identifizieren, - wobei gleichzeitig die Möglichkeit einer Zuordnung zu gemessenen Radlasten gegeben sein soll.The object of the invention is to identify the wagons in moving, in particular fast-moving train sets, - at the same time the possibility of assignment to measured wheel loads should be given.

Diese Aufgabe wird mit einem Verfahren der eingangs beschriebenen Gattung dadurch gelöst, daß die Geschwindigkeit des Zugverbandes bestimmt wird, daß beim Überlauf eines Rades über die Meßstelle der dabei entstehende Meßpeak des Meßsignals an einem Schwellenwert getriggert wird, daß der Zeitabschnitt zwischen zwei Meßpeaks beim Überlauf zweier aufeinanderfolgender Räder über die Meßstelle jeweils bei Unter- oder Überschreitung des Schwellenwertes gemessen wird und diesem gemessenen Zeitabschnitt die halbe Differenz der gemessenen Zeitabschnitte zwischen Unter- und Überschreitung des Schwellenwertes an jedem der beiden aufeinanderfolgenden Meßpeaks hinzuaddiert wird, daß das Ergebnis mit der Geschwindigkeit zu einem Achsabstand verarbeitet wird und daß mit diesem Achsabstand oder mit mehreren aufeinanderfolgenden Achsabständen der betreffende Waggon identifiziert wird.This object is achieved with a method of the type described at the outset in that the speed of the train set is determined, that when a wheel overflows via the measuring point, the resulting measurement peak of the measurement signal is triggered at a threshold value, that the time period between two measurement peaks when two overflow successive wheels are measured via the measuring point in each case when the threshold value is undershot or exceeded and the measured half of the difference between the measured time segments between undershooting and exceeding the threshold value is added to each of the two successive measuring peaks, so that the result with the speed to a center distance is processed and that with this center distance or with several successive the center distance of the wagon in question is identified.

Bei dem erfindungsgemäßen Verfahren erfolgt die Identifizierung des Waggons über dessen Achsabstand. Eine Analyse der insbesondere im Bereich der deutschen Bundesbahn zur Verfügung stehenden Waggons und ihrer jeweiligen Achsabstände hat ergeben, daß es unter bestimmten Voraussetzungen möglich ist, einen bestimmten Waggon anhand seines Achsabstandes zu identifizieren und ihn dadurch von anderen Waggons zu unterscheiden. Das setzt allerdings voraus, daß die Messung des Achsabstandes mit hinreichender Genauigkeit erfolgt. Untersuchungen haben gezeigt, daß eine treffsichere Identifizierung eines bestimmten Waggons möglich ist, wenn der gemessene Achsabstand mit einem Fehler von weniger als 3,5 % ermittelt werden kann. Solche Fehlergrenzen lassen sich aber mit dem beschriebenen Verfahren einhalten, weil dieses Verfahren auf der Messung von Zeitabschnitten beruht, die durch Schnittpunkte zwischen einem konstanten Schwellenwert und verhältnismäßig steil ansteigenden oder abfallenden Meßwerten definiert sind. Die Meßwerte selbst werden dadurch nicht berührt, insbesondere können die Meßpeaks, wie eingangs abgegeben, zur Ermittlung der Radlasten herangezogen werden. Damit ergibt sich dann auch ohne weiteres die Möglichkeit, die ermittelten Radlasten dem jeweils identifizierten Waggon zuzuordnen,.In the method according to the invention, the wagon is identified by its center distance. An analysis of the wagons available in the area of the German Federal Railways and their respective center distances has shown that under certain conditions it is possible to identify a certain wagon on the basis of its center distance and thereby distinguish it from other wagons. However, this presupposes that the measurement of the center distance is carried out with sufficient accuracy. Studies have shown that a specific wagon can be identified accurately if the measured center distance can be determined with an error of less than 3.5%. Such error limits can, however, be observed with the described method, because this method is based on the measurement of time periods which are defined by intersections between a constant threshold value and relatively steeply increasing or decreasing measured values. The measurement values themselves are not affected by this, in particular the measurement peaks, as stated at the beginning, can be used to determine the wheel loads. This then also gives the possibility of assigning the wheel loads determined to the identified wagon without any problems.

Die Geschwindigkeit des Zugverbandes kann ebenfalls unter Verwendung der Anordnung von Meßstellen mit Dehnungsmeßstreifen erfäßt werden, und zwar durch Messung der Zeit zwischen Überläufen eines Rades über zwei benachbarte Meßstellen.The speed of the train can also be determined using the arrangement of measuring points with strain gauges, namely by measuring the time between overflows of a wheel over two adjacent measuring points.

Im übrigen ist es zweckmäßig, die Meßwerte zu digitalisieren und digital zu verarbeiten. Dann können nämlich auch die Zeiten digital mit einem Zähler gemessen werden und der Achsabstand nach der Formel

Figure imgb0001
bestimmt werden, wobei

  • SA {k} = eine Maßzahl ( mit Berücksichtigung der Geschwindigkeit) für den Achsabstand,
  • i (k) = die Anzahl der Zählimpulse zwischen zwei Meßpeaks beim Überlauf zweier aufeinanderfolgender Räder über die Meßstelle jeweils bei Unter- oder Überschreitung des Schwellenwertes,
  • j (k) = die Anzahl der Zählimpulse zwischen Unter- und Überschreitung des Schwellenwertes an einem Meßpeak,
  • k = Index für aufeinanderfolgende Meßpeaks
Otherwise, it is expedient to digitize the measured values and process them digitally. Then the times can also be measured digitally with a counter and the center distance according to the formula
Figure imgb0001
 be determined, whereby
  • S A {k} = a measure (taking into account the speed) for the center distance,
  • i (k) = the number of counting pulses between two measuring peaks when two successive wheels overflow through the measuring point, each time the threshold value is exceeded or not reached,
  • j (k) = the number of counts between falling below and exceeding the threshold value at a measuring peak,
  • k = index for successive measurement peaks

Die der Anzahl i (k) hinzuzufügende Differenz berücksichtigt, daß die Radlasten aufeinanderfolgender Räder sehr unterschiedlich sein können und daß dementsprechend die zugeordneten Meßpeaks unterschiedlich ausfallen. Die Differenz berücksichtigt diese Unterschiede, so daß die Maßzahl SA (k) praktisch Zählimpulse zwischen den Mitten zweier aufeinanderfolgender Peaks angibt. Durch Division dieser Maßzahl SA (k) mit der gemessenen Geschwindigkeit erhält man den Achsabstand.The difference to be added to the number i (k) takes into account that the wheel loads of successive wheels can be very different and that accordingly the assigned measurement peaks turn out differently. The difference takes these differences into account, so that the measure S A (k) practically indicates counting pulses between the centers of two successive peaks. The center distance is obtained by dividing this measure S A (k) by the measured speed.

Da nicht nur zweiachsige, sondern auch mehrachsige Waggons existieren, wird man die Mittenabstände zwischen mehreren aufeinanderfolgenden Peaks messen und dann zur Identifizierung des betreffenden Waggons den oder die ermittelten Achsabstände mit entsprechenden Werten einer Identifikationsmatrix vergleichen. Eine solche Identifikationsmatrix enthält beispielsweise die Achsabstände sämtlicher im Verkehr befindlicher Eisenbahnwaggons.Since there are not only biaxial, but also multiaxial wagons, one will measure the center distances between several successive peaks and then to identify the wagons in question, compare the determined axle spacing (s) with corresponding values of an identification matrix. Such an identification matrix contains, for example, the center distances of all railway wagons in traffic.

Eine Vorrichtung zur Durchführung des beschriebenen Verfahrens besitzt einen Meßverstärker für jede Meßstelle, einen dem MeBverstärker nachgeschalteten Analog-Digital-Wandler, einen auf einen Schwellenwert einstellbaren Trigger, einen Zähler und einen Speicher für die Zählimpulse sowie einen Prozessor für die Durchführung erforderlicher mathematischer Operationen, die u.a. auch zur Bestimmung der Radlasten ausgeführt werden müssen. Zusätzlich soll eine Vorrichtung aber auch einen Speicher mit einer Identifikationsmatrix für Achsabstände verschiedener Waggons aufweisen, damit im Zuge der Bestimmung der Radlasten auch eine Identifizierung des jeweiligen Waggons und damit eine Zuordnung gemessener Radlasten zu dem betreffenden Waggon möglich ist.A device for performing the described method has a measuring amplifier for each measuring point, an analog-to-digital converter connected downstream of the measuring amplifier, a trigger that can be set to a threshold value, a counter and a memory for the counting pulses and one Processor for performing the necessary mathematical operations, which also have to be carried out to determine the wheel loads. In addition, a device should also have a memory with an identification matrix for center distances of different wagons, so that in the course of determining the wheel loads it is also possible to identify the respective wagon and thus to assign measured wheel loads to the wagon in question.

Im folgenden wird ein in der Zeichnung dargestelltes Ausführungsbeispiel der Erfindung erläutert; es zeigen:

  • Fig. 1 in schematischer Darstellung die Seitenansicht eines Schienenabschnittes mit einer Meßstelle,
  • Fig. 2 in schematischer Darstellung die Wiedergabe eines typischen Meßsignals an dieser Meßstelle,
  • Fig. 3 in schematischer Darstellung ein Blockschaltbild einer Vorrichtung zur Bestimmung der Radlasten und zur Identifizierung des betreffenden Waggons aus dem Meßsignal,
  • Fig. 4 in schematischer Darstellung das Meßsignal beim Überlauf von zwei aufeinanderfolgenden Rädern über die Meßstelle,
  • Fig. 5 in schematischer Darstellung die Seitenansicht eines zweiachsigen und eines dreiachsigen Waggons mit typischen Abmessungen in Millimetern.
In the following an embodiment of the invention shown in the drawing is explained; show it:
  • 1 is a schematic representation of the side view of a rail section with a measuring point,
  • 2 shows a schematic representation of the reproduction of a typical measuring signal at this measuring point,
  • 3 shows a schematic representation of a block diagram of a device for determining the wheel loads and for identifying the relevant wagon from the measurement signal,
  • 4 shows a schematic representation of the measuring signal when two successive wheels overflow via the measuring point,
  • Fig. 5 shows a schematic representation of the side view of a two-axle and a three-axle wagon with typical dimensions in millimeters.

Die in Figur 1 dargestellte Anordnung dient zunächst zum Messen und Bestimmen der Radlasten schnellfahrender Eisenbahnfahrzeuge. An einer Schiene 1 mit Schienenkopf 2, Schienensteg 3 und Schienenfuß 4 ist beidseits des Steges 3 in Höhe der neutralen Faser 5 jeweils ein temperaturunabhängiger Dehnungsmeßstreifen 6 so befestigt, daß sich seine Hauptwirkungsrichtung senkrecht zur neutralen Faser 5, d.h. vertikal, erstreckt. Die Dehnungsmeßstreifen 6 sind im übrigen so befestigt, daß sie bezüglich ihrer mäanderförmigen Windungen im wesentlichen symmetrisch zur neutralen Faser 5 angeordnet sind. Nicht dargestellt ist, daß sich die Dehnungsmeßstreifen 6 und die dadurch definierte Meßstelle direkt oberhalb einer Schwelle befinden.The arrangement shown in Figure 1 is initially used to measure and determine the wheel loads of high-speed rail vehicles. On a rail 1 with rail head 2, rail web 3 and rail foot 4, a temperature-independent strain gauge 6 is attached on both sides of the web 3 at the level of the neutral fiber 5 so that its main direction of action is perpendicular to the neutral fiber 5, ie vertically, he stretches. The strain gauges 6 are otherwise attached so that they are arranged substantially symmetrically to the neutral fiber 5 with respect to their meandering turns. It is not shown that the strain gauges 6 and the measuring point defined thereby are located directly above a threshold.

Wird die Meßstelle der Schiene 1 von einem Rad 7 mit zugeordneter Radlast 8 überlaufen, dann wird die Schiene 1 im Bereich der Meßstelle, wie auch an anderen Stellen, beim Überlauf durch das Rad 7 so verformt, wie das in Figur 1 übertrieben dargestellt ist. Anders ausgedrückt, wird die Schiene 1 und insbesondere ihr Steg 3 in vertikaler Richtung gestaucht. Die dabei auftretenden Dehnungen werden von den Dehnungsmeßstreifen 6 erfaßt und in Meßsignale umgesetzt.If the measuring point of the rail 1 is overrun by a wheel 7 with an assigned wheel load 8, then the rail 1 is deformed in the area of the measuring point, as also at other points, when the wheel 7 overflows, as is exaggerated in FIG. In other words, the rail 1 and in particular its web 3 are compressed in the vertical direction. The strains that occur are detected by the strain gauges 6 and converted into measurement signals.

Ein typischer Verlauf eines Meßsignals 9 bei Überlauf eines Rades 7 über eine Meßstelle ist in Figur 2 dargestellt. Man erkennt eine von hochfrequenten Störungen überlagerte Funktion, die nach theoretischen Überlegungen ein Produkt aus einer Exponentialfunktion und der Summe von Kieisfunktionen ist. Maßgebend für die Bestimmung der gewünschten Radlast ist jedoch lediglich das Maximum dieser Funktion.A typical course of a measuring signal 9 when a wheel 7 overflows through a measuring point is shown in FIG. One recognizes a function superimposed by high-frequency interference, which according to theoretical considerations is a product of an exponential function and the sum of Kieis functions. Only the maximum of this function is decisive for determining the desired wheel load.

Um das Maximum des Meßsignals 9 und damit die gesuchte Radlast 8 zuverlässig bestimmen zu können, wird das Meßsignal 9 zunächst in zwei Signalanteile zerlegt, und zwar in einen konstanten Signalanteil und einen veränderlichen Signalanteil. Dazu wird mit einer Vorrichtung gearbeitet, wie sie schematisch in Figur 3 dargestellt ist. Zunächst wird das von dem Dehnungsmeßstreifen 6 abgegebene Meßsignal einem Meßverstärker 10 zugeführt, der gegebenenfalls auch die übliche Brükkenschaltung für mehrere Dehnungsmeßstreifen 6 enthält. Das verstärkte Meßsignal wird dann in einem Analog-Digital-Wandler 11 digitalisiert. In den Signalfluß ist ferner ein Trigger 12 geschaltet, der auf einen vorbestimmten Schwellenwert 13 einstellbar ist. Dieser Trigger 12 trennt folglich das Meßsignal in einen konstanten, durch den Schwellenwert 13 definierten Signalanteil und einen veränderlichen Signalanteil, der in Figur 2 im strichpunktiert angegebenen Fenster 14 verbleibt. Es versteht sich, daß der Trigger 12 auch dem Analog-Digital-Wandler 11 vorgeschaltet sein kann, so daß dem Wandler lediglich die im Fenster 14 verbleibenden .Signalanteile zugeführt werden.In order to be able to reliably determine the maximum of the measurement signal 9 and thus the desired wheel load 8, the measurement signal 9 is first broken down into two signal components, namely a constant signal component and a variable signal component. For this purpose, a device is used, as is shown schematically in FIG. 3. First, the measurement signal emitted by the strain gauge 6 is fed to a measuring amplifier 10, which may also contain the usual bridge circuit for several strain gauges 6. The amplified measurement signal is then digitized in an analog-digital converter 11. A trigger 12, which can be set to a predetermined threshold value 13, is also connected into the signal flow. This trigger 12 consequently separates the measurement signal into a constant one by the threshold value 13 Defined signal component and a variable signal component, which remains in the window 14 indicated by dash-dotted lines in Figure 2. It goes without saying that the trigger 12 can also be connected upstream of the analog-digital converter 11, so that only the signal components remaining in the window 14 are supplied to the converter.

Der Trigger 12 beaufschlagt bei Überschreiten und/oder Unterschreiten des Schwellenwertes 13 auch einen Zähler 15, dessen Zählimpulse den jeweils digitalen Meßwerten zugeordnet werden.When the threshold value 13 is exceeded and / or undershot, the trigger 12 also acts on a counter 15, the counting pulses of which are assigned to the respective digital measured values.

Zur gleichzeitigen Identifizierung des die Meßstelle gerade überfahrenden Waggons muß zunächst die Geschwindigkeit des Zugverbandes bestimmt werden. Dazu genügt es, wenn die Zeit zwischen Überläufen eines Rades über zwei benachbarte Meßstellen ermittelt wird. Im übrigen stützt sich die Identifizierung des die Meßstelle überfahrenden Waggons auf die vom Zähler 15 abgegebenen Zählimpulse.In order to simultaneously identify the wagon just passing over the measuring point, the speed of the train set must first be determined. To do this, it is sufficient if the time between wheel overflows is determined via two adjacent measuring points. Otherwise, the identification of the wagons passing over the measuring point is based on the counting pulses emitted by the counter 15.

Geht man davon aus, daß bei konstanter Geschwindigkeit des Zugverbandes der Zeitabschnitt zwischen dem Überlauf zweier aufeinanderfolgender Räder über eine Meßstelle proportional dem Achsabstand dieser beiden Räder ist, dann kann der Achsabstand bestimmt werden aus der Zeit, die zwischen dem Überlauf zwei aufeinanderfolgender Räder über eine Meßstelle vergeht.If one assumes that at a constant speed of the train set, the time period between the overflow of two successive wheels via a measuring point is proportional to the center distance of these two wheels, then the center distance can be determined from the time between the overflow of two successive wheels via a measuring point passes.

In Figur 4 sind die tatsächlichen Verhältnisse wiedergegeben. Man erkennt das Meßsignal 9 mit zwei aufeinanderfolgenden Meßpeaks 17, 18. Dargestellt ist außerdem der Schwellenwert 13. Da es technisch sehr schwierig und auch zu ungenau wäre, die Mitte der Meßpeaks 17 bzw. 18 zu bestimmen, wird einerseits die Anzahl i (k) der Zählimpulse zwischen zwei Meßpeaks 17, 18 beim Überlauf zweier aufeinanderfolgender Räder über die Meßstelle jeweils bei Unterschreitung des Schwellenwertes 13 bestimmt, sowie darüber hinaus die Anzahl j (k) der Zählimpulse zwischen Über- und Unterschreitung des Schwellenwertes 13 an jedem der Meßpeaks 17, 18.The actual conditions are shown in FIG. The measurement signal 9 can be seen with two successive measurement peaks 17, 18. The threshold value 13 is also shown. Since it would be technically very difficult and too imprecise to determine the center of the measurement peaks 17 and 18, on the one hand, the number i (k) of the counting pulses between two measuring peaks 17, 18 when two successive wheels overrun the measuring point each when the threshold 13 is undershot, and also the number j (k) of the counting pulses between exceeding and falling below the threshold tes 13 at each of the measurement peaks 17, 18.

Eine Maßzahl sA (k) für den Achsabstand der beiden die Meßstelle überlaufenden Räder ergibt sich dann nach folgender Formel:

Figure imgb0002
wobei k ein Index für aufeinanderfolgende Meßwerte ist.A dimension figure s A (k) for the center distance of the two wheels overflowing the measuring point then results from the following formula:
Figure imgb0002
 where k is an index for successive measured values.

Diese Formel berücksichtigt, daß die Meßpeaks 17, 18 unterschiedlich ausgebildet sein können, weil aufeinanderfolgende Räder unterschiedlich belastet sein können. Jedenfalls kann aus der Maßzahl sA (k) unter Berücksichtigung der ermittelten Geschwindigkeit der Achsabstand zweier aufeinanderfolgender, die Meßstelle überlaufender Räder mit großer Genauigkeit, d.h. mit einem Fehler, der kleiner ist als 3,5 %, bestimmt werden.This formula takes into account that the measurement peaks 17, 18 can be designed differently because successive wheels can be loaded differently. In any case, the axis spacing of two successive wheels overflowing the measuring point can be determined with great accuracy, ie with an error that is less than 3.5%, from the dimension figure s A (k), taking into account the determined speed.

Die Verarbeitung der anfallenden Meßwerte und der Zählimpulse erfolgt in einem Prozessor 16, zu dem auch ein Speicher 19 mit einer Identifikationsmatrix für Achsabstände verschiedener Waggons gehört. Dieser Speicher beinhaltet die Achsabstände für unterschiedliche Waggons jeweils ohne Puffermaße, wobei die Waggons zweckmäßig nach Anzahl der jeweiligen Achi sen geordnet sind.The processing of the measured values and the counting impulses takes place in a processor 16, which also includes a memory 19 with an identification matrix for center distances of different wagons. This memory contains the center distances for different carriages without each buffer dimensions, wherein the wagons are advantageously arranged sen i on the number of each Ach.

Die Abstände von Waggon zu Waggon, die sich aus der Addition zweier aufeinanderfolgender Puffermaße ergeben, liegen bei Einhaltung der Fehlergrenzen von weniger als 3,5 % außerhalb der möglichen Achsabstände. Sie brauchen folglich nicht identifiziert zu werden.The distances from wagon to wagon, which result from the addition of two successive buffer dimensions, are outside the possible center distances if the error limits of less than 3.5% are observed. You therefore do not need to be identified.

Figur 5 zeigt schematisch den besonders kritischen Fall eines zweiachsigen Waggons im Vergleich mit einem dreiachsigen Wag- gon, wobei in beiden Fällen Achsabstände von 8000 Millimetern auftreten.Da bei bei Kopplung eines zweiachsigen Waggons mit einem dreiachsigen Waggon, - bei jeweils maximalem Puffermaß zwischen den beiden Waggons ein Achsabstand von 7460 Millimetern entsteht, können die beiden Waggons auf jeden Fall dann identifiziert werden, wenn der Fehler des gemessenen Achsabstandes kleiner als 3,5 % ist.Figure 5 shows schematically the most critical case of a two-axle wagons in comparison with a three-axis carriage, wherein in both cases center distances of 8000 millimeters auftreten.Da wherein when interconnecting a two-axle wagons with a three-axle car, - two at each maximum Puffermaß between the Wagons a center distance of 7460 milli meters, the two wagons can be identified in any case if the error in the measured center distance is less than 3.5%.

Claims (5)

1. Verfahren zum Identifizieren von in einem insbesondere schnellfahrenden Zugverband laufenden Waggons unter Verwendung einer Anordnung zum Messen von Radlasten mit wenigstens einer Meßstelle aus einem am Steg einer Schiene in Höhe der neutralen Faser befestigten und orthogonal zur neutralen Faser ausgerichteten Dehnungsmeßstreifen, dadurch gekennzeichnet , daß die Geschwindigkeit des Zugverbandes bestimmt wird, daß beim Überlauf eines Rades über die Meßstelle der dabei entstehende Meßpeak des Meßsignals an einem Schwellenwert getriggert wird, daß der Zeitabschnitt zwischen zwei Meßpeaks beim Überlauf zweier aufeinanderfolgender Räder über die Meßstelle jeweils bei Unter- oder Überschreitung des Schwellenwertes gemessen wird und diesem gemessenen Zeitabschnitt die halbe Differenz der gemessenen Zeitabschnitte zwischen Unter- und Überschreitung des Schwellenwertes an jedem der beiden aufeinanderfolgenden Meßpeaks hinzuaddiert wird, daß das Er- gebnis mit der Geschwindigkeit zu einem Achsabstand verarbeitet wird und daß mit diesem Achsabstand oder mit mehreren aufeinanderfolgenden Achsabständen der betreffende Waggon identifiziert wird.1. A method for identifying wagons running in a particularly fast moving train set using an arrangement for measuring wheel loads with at least one measuring point from a strain gauge attached to the web of a rail at the level of the neutral fiber and oriented orthogonally to the neutral fiber, characterized in that the The speed of the train set is determined so that when a wheel overflows via the measuring point, the resulting measurement peak of the measurement signal is triggered at a threshold value, so that the time interval between two measuring peaks is measured when two successive wheels overflow via the measuring point when the threshold value is exceeded or fallen short of and this measured period of time to half the difference is added to the measured time intervals between the lower and exceeding the threshold value at each of the two successive Meßpeaks that the ER- g eb nis with the speed at a Axis distance is processed and that the relevant wagon is identified with this axis distance or with several successive axis distances. 2. Verfahren nach Anspruch 1, dadurch gekennzeichnet , daß die Geschwindigkeit des Zugverbandes durch Messung der Zeit zwischen Überläufen eines Rades über zwei benachbarte Meßstellen ermittelt wird.2. The method according to claim 1, characterized in that the speed of the train set is determined by measuring the time between overflows of a wheel over two adjacent measuring points. 3. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet , daß die Zeiten digital mit einem Zähler gemessen werden und der Achsabstand nach der Formel
Figure imgb0003
bestimmt wird, wobei sA (k) eine Maßzahl ( mit Berücksichtigung der Geschwindigkeit) für den Achsabstand, i (k) = die Anzahl der Zählimpulse zwischen zwei Meßpeaks beim Überlauf zweier aufeinanderfolgender Räder über die Meßstelle jeweils bei Unter- oder Überschreitung des Schwellenwertes, j (k) = die Anzahl der Zählimpulse zwischen Unter- und Überschreitung des Schwellenwertes an einem Meßpeak, k = Index für aufeinanderfolgende Meßpeaks. 3. The method according to claim 1 or 2, characterized in that the times are measured digitally with a counter and the center distance according to the formula
Figure imgb0003
 is determined, whereby s A (k) a measure (taking into account the speed) for the center distance, i (k) = the number of counting pulses between two measuring peaks when two successive wheels overflow through the measuring point, each time the threshold value is exceeded or not reached, j (k) = the number of counts between falling below and exceeding the threshold value at a measuring peak, k = index for successive measurement peaks. 4. Verfahren nach einem der Ansprüche 1 - 3, dadurch gekennzeichnet , daß zur Identifizierung des bebetreffenden Waggons der oder die ermittelten Achsabstände mit den entsprechenden Werten einer Identifikationsmatrix verglichen werden.4. The method according to any one of claims 1-3, characterized in that for the identification of the wagon in question the or the determined center distances are compared with the corresponding values of an identification matrix. 5. Vorrichtung zur Durchführung des Verfahrens nach einem der Ansprüche 1 - 4 mit einem Meßverstärker für jede Meßstelle, einem dem Meßverstärker nachgeschalteten Analog-Digital-Wandler, einem auf einen Schwellenwert einstellbaren Trigger, einem Zähler und einem Speicher für die Zählimpulse, und mit einem Prozessor, gekennzeichnet durch einen Speicher (19) mit einer Idenfikationsmatrix für Achsabstände verschiedener Waggons.5. Apparatus for carrying out the method according to one of claims 1-4 with a measuring amplifier for each measuring point, an analog-digital converter connected downstream of the measuring amplifier, a trigger which can be set to a threshold value, a counter and a memory for the counting pulses, and with a Processor, characterized by a memory (19) with an identification matrix for center distances of different wagons.
EP84100109A 1983-03-02 1984-01-07 Method of identification of waggons in a fast running train and device for carrying out the method Expired EP0123774B1 (en)

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AT84100109T ATE36912T1 (en) 1983-03-02 1984-01-07 METHOD OF IDENTIFYING RAILWAY CARS RUNNING IN A HIGH-SPEED CONSTRUCTION AND DEVICE FOR CARRYING OUT THE METHOD.

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DE3307246A DE3307246C2 (en) 1983-03-02 1983-03-02 Method for identifying wagons running in a fast-moving train formation and device for carrying out the method

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EP0204817B1 (en) * 1984-12-07 1989-06-28 Battelle Development Corporation Wheel load measurement
NL1012336C2 (en) * 1999-06-15 2000-12-18 Strukton Railinfra Elektrotech Monitoring network for points switches in railway track system, uses computers and current sensors to compare actual motor current characteristics with stored data
CN1936520B (en) * 2006-10-13 2011-08-31 北京东方瑞威科技发展有限公司 Data processing method of optical-fiber sensing type railroad track scale
GB2514143A (en) * 2013-05-15 2014-11-19 Selex Es Ltd Sensing device method and system
FR3124473A1 (en) * 2021-06-29 2022-12-30 Sncf Reseau Method and system for the automatic identification of a railway vehicle in a predetermined location of a railway network
CN115979402A (en) * 2023-02-16 2023-04-18 承德市五岳测控技术有限公司 Automatic rail weighbridge metering system without beam and rail break

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DE3537588A1 (en) * 1985-10-22 1987-04-23 Siemens Ag Rail contacting device in railway systems, particularly for axle counting devices
DE3620208A1 (en) * 1986-06-16 1987-12-17 Siemens Ag Device on a track-bound vehicle
DE4229131C1 (en) * 1992-09-01 1993-09-23 Stein Gmbh, 8000 Muenchen, De
US5330136A (en) * 1992-09-25 1994-07-19 Union Switch & Signal Inc. Railway coded track circuit apparatus and method utilizing fiber optic sensing
US5529267A (en) * 1995-07-21 1996-06-25 Union Switch & Signal Inc. Railway structure hazard predictor
RU2480711C2 (en) * 2011-05-20 2013-04-27 Государственное образовательное учреждение высшего профессионального образования "Сибирский государственный университет путей сообщения" (СГУПС) Method to detect defects of rolling surface of railway vehicles in motion
CN110685194B (en) * 2019-12-09 2020-05-19 中国铁道科学研究院集团有限公司铁道建筑研究所 Dynamic evaluation method for high-speed railway subgrade

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0204817B1 (en) * 1984-12-07 1989-06-28 Battelle Development Corporation Wheel load measurement
NL1012336C2 (en) * 1999-06-15 2000-12-18 Strukton Railinfra Elektrotech Monitoring network for points switches in railway track system, uses computers and current sensors to compare actual motor current characteristics with stored data
CN1936520B (en) * 2006-10-13 2011-08-31 北京东方瑞威科技发展有限公司 Data processing method of optical-fiber sensing type railroad track scale
GB2514143A (en) * 2013-05-15 2014-11-19 Selex Es Ltd Sensing device method and system
FR3124473A1 (en) * 2021-06-29 2022-12-30 Sncf Reseau Method and system for the automatic identification of a railway vehicle in a predetermined location of a railway network
CN115979402A (en) * 2023-02-16 2023-04-18 承德市五岳测控技术有限公司 Automatic rail weighbridge metering system without beam and rail break

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DE3473796D1 (en) 1988-10-06
DE3307246A1 (en) 1984-09-20
ATE36912T1 (en) 1988-09-15
DE3307246C2 (en) 1985-04-04

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