EP0728091B1 - Method of monitoring railway traffic and railway tracks - Google Patents

Method of monitoring railway traffic and railway tracks Download PDF

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Publication number
EP0728091B1
EP0728091B1 EP95932703A EP95932703A EP0728091B1 EP 0728091 B1 EP0728091 B1 EP 0728091B1 EP 95932703 A EP95932703 A EP 95932703A EP 95932703 A EP95932703 A EP 95932703A EP 0728091 B1 EP0728091 B1 EP 0728091B1
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EP
European Patent Office
Prior art keywords
track
rail
monitoring
route
sensor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
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EP95932703A
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German (de)
French (fr)
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EP0728091A1 (en
Inventor
Andreas Etzel
Reinhard Seyer
F. Schneider
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Daimler AG
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Daimler Benz AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/041—Obstacle detection
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/042—Track changes detection
    • B61L23/044—Broken rails
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/042—Track changes detection
    • B61L23/047—Track or rail movements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/042—Track changes detection
    • B61L23/048—Road bed changes, e.g. road bed erosion

Definitions

  • the invention is based on a method according to the preamble of claim 1.
  • a sensor system that continuously monitors a measuring section is from the international Application WO 83/00744 known. With this system, forces are applied to an oil line measured with the help of an optical fiber.
  • the track monitoring Sensor system is equipped, which continuously location and speed of all records and reports on vehicles on the route.
  • the route is from Sensor system monitored essentially without gaps.
  • the sensor system also records the condition of the route by reading the pressure and load profile the rail absorbs and thus enables the elasticity and strength of the Track substructure as well as the correct track position and the strength of the sleepers.
  • the sensor system is capable of moving from the wheelsets of the vehicles to the Rail transmitted elastic axis vibrations and in addition to elasticity and Strength of the track substructure also to monitor the condition of the vehicles and their wheel sets. There is no need for communication between the vehicle and the monitoring device or an active position report from the vehicle.
  • the sensor system has pressure sensors to the threshold back pressure between the rail via the rail clamping plate and record threshold.
  • the invention is based on the object of an alternative method for monitoring the running of train tracks indicate which simple sensors are used.
  • the invention is particularly suitable for the monitoring of high-speed trains and high-speed routes, at which are the smallest errors in the track bed, on the rail or on the Vehicles can lead to serious accidents.
  • both rails of a railroad track system along its entire length with a continuously distributed Sensor system equipped which allows the location and speed of the Track trains, individual wagons and individual axes (for control the presence of the last car, broken axles, broken wheels and Derailments).
  • this sensor system also allows condition and Monitor road safety and in particular Rail breaks, threshold breaks and screw breaks, faulty Track layers, hollow sleepers, track warping, waning Load capacity and elasticity of the substructure, changes in the Ballast bed, underwashing the track body and acts of sabotage (loosened or stolen rails, obstacles on the route) detect.
  • Essential features of this invention are that Sensor system works independently of the car, i.e. not on special ones Devices on the wagons or feedback from them, and that it is continuously distributed over the route, so not on specific facilities on the route based on their exposed structure more susceptible to damage and theft are.
  • the sensor system works with a sensor tape, which is magnetoelastic Has sensors, preferably at short intervals are arranged along the sensor band.
  • the hierarchical structure of the sensor system makes it easy possible location and speed of the train on the route too determine and this information for train route and route monitoring to process further.
  • Figure 1 shows the track superstructure using the type of attachment W with an advantageous embodiment of the arrangement of a continuous Sensor band 7, which under the rail foot instead of or together with an elastic that is usually installed there.
  • Plastic liner is attached.
  • the rail 1 is with the concrete sleeper 6 by Epsilon tension clamps 3 and 5 screwed into plastic dowels Threshold screws 2 non-positively clamped.
  • the concrete sleepers are specially designed in the area of the rail support.
  • Two steel angle guide plates reach into the W-shaped recesses 4 and secure the rail against lateral displacement.
  • the Rail stands apart from the plastic liner 8 (Fig. 2) and the combined or built in instead of this plastic liner Sensor tape 7 (Fig. 1) directly on the concrete sleepers.
  • the threshold counterforce acts directly as a reaction force of executives appearing when driving on the track.
  • the Threshold drag is dependent on the dynamic wheel load Threshold distance and the degree of stabilization of the track.
  • the sensor band 7a shown in FIG. 2 is equipped with an impact-resistant jacket.
  • a track error occurs at a certain point on the route, for example a rail break, as is assumed in Fig. 3, shows that Sensor signal a change characteristic of the type of error, which is shown schematically in the lower part of the figure using a pulse diagram is shown.
  • Sensor signal a change characteristic of the type of error, which is shown schematically in the lower part of the figure using a pulse diagram is shown.
  • the Sensor signals rise more sharply in front of the breaking point and rise immediately the breaking point 10 drop abruptly.
  • a steady waveform Track defects like hollow ones Thresholds and changes in the ballast bed also create characteristic sensor signals, from which not only the location but also the type of the track error can be determined.
  • the route calculator is used for this 11, which is shown schematically in Fig. 3.
  • Such route calculator are at certain intervals along the route and preserved their signals from the sensor coordinators SKA, SKB ... (see Fig. 4), which monitor the individual smaller sections A, B ... in the they capture the sensor signals generated there and for the Prepare further processing in the route computer 11.
  • the Sensor coordinators also provide power to the sensors or monitoring their function. A suitable for monitoring hierarchical system is shown in Fig. 4.
  • the range of the signals requires that the signals are carried out along the route Division of the sensor band into sections, in each of which the signals processed or amplified with repeaters. In order to the attenuation of the sensor signals can be compensated.
  • the driving speed of the vehicles need not be exclusive determined over time and place as with other track protection systems be, but is also due to the dynamic load of the Route recognizable. A higher driving speed creates on everyone Place the route a higher load profile. So that is continuous Speed measurement possible, which is not based on discrete location and Time measurements is required (see the schematically shown Sensor signals in Fig. 3).
  • the track coordinators SKA ... SKD which are the measurement results of the Evaluate measuring devices 12, as shown in FIG. 4, hierarchically are networked, so that each route coordinator menrerer the measurement results Evaluate neighboring measuring devices and compare them can. Through the hierarchical networking of the measuring devices security redundancy is introduced. If a route coordinator fails someone else can take over its function.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Description

Die Erfindung geht aus von einem Verfahren gemäß dem Oberbegriff des Anspruchs 1.The invention is based on a method according to the preamble of claim 1.

Aus der Europäischen Anmeldung EP 0 388 272 B1 ist ein System bekannt, in dem zur Erkennung der Zugposition zahlreiche Sender und Empfangeranlagen längs der zu überwachenden Strecke installiert sind. Mit einem solchen System ist zwar die Identifikation von Zügen möglich, nicht jedoch die Überwachung des Zustands des Fahrwegs. Außerdem ist nur die Erkennung und Identifikation solcher Züge moglich, die mit derselben Sender- und Empfängertechnik ausgerüstet sind. Befindet sich auch nur ein nicht entsprechend ausgelüstetes Fahrzeug auf der Strecke, muß dieses System aufgegeben und zur herkömmlichen Blocksicherung mittels Haupt- und Vorsignal zurückgekehrt werden.From the European application EP 0 388 272 B1 a system is known in which for Detection of the train position of numerous transmitters and receiver systems along the line monitoring route are installed. With such a system, the identification of Trains possible, but not monitoring the condition of the route. Besides, is only the detection and identification of such trains possible with the same transmitter and receiver technology are equipped. There is only one that is not properly equipped Vehicle on the route, this system must be abandoned and used for conventional block protection can be returned by means of main and distant signals.

Ein Sensorsystem, welches eine Meßstrecke kontinuierlich überwacht, ist aus der internationalen Anmeldung WO 83/00744 bekannt. Bei diesem System werden Kräfte auf eine Ölleitung mit Hilfe einer optischen Faser gemessen.A sensor system that continuously monitors a measuring section is from the international Application WO 83/00744 known. With this system, forces are applied to an oil line measured with the help of an optical fiber.

In der Patentschrift US-A-5 330 136 ist eine Zuglauf- und Fahrwegsüberwachungseinrichtung offenbart, bei der das Gleis über seine gesamte Lange mit einem dichte, den Fahrweg überwachenden Sensorsystem ausgestattet ist, welches kontinuierlich Ort und Geschwindigkeit aller auf der Strecke befindlichen Fahrzeuge aufnimmt und weitermeldet. Der Fahrweg wird vom Sensorsystem im wesentlichen lückenlos überwacht. Das Sensorsystem nimmt auch den Zustand des Fahrwegs auf indem es das Druck- und Belastungsprofil der Schiene aufnimmt und ermöglicht somit Elastizität und Festigkeit des Gleisunterbaus sowie die korrekte Gleislage und die Festigkeit der Schwellen zu überwachen. Darüber hinaus ist das Sensorsystem in der Lage, die von den Radsätzen der Fahrzeuge auf die Schiene übertragenen elastischen Achsschwingungen aufzunehmen und neben Elastizität und Festigkeit des Gleisunterbaus auch den Zustand der Fahrzeuge und ihrer Radsätze zu überwachen. Es bedarf dabei keiner Kommunikation zwischen Fahrzeug und Überwachungseinrichtung oder einer vom Fahrzeug ausgehenden aktiven Positionsmeldung. Das Sensorsystem weist Drucksensoren auf die über die Schienenklemmplatte den Schwellengegendruck zwischen Schiene und Schwelle aufnehmen.In the US-A-5 330 136 is a train running and route monitoring device disclosed, in which the track over its entire length with a tight, the track monitoring Sensor system is equipped, which continuously location and speed of all records and reports on vehicles on the route. The route is from Sensor system monitored essentially without gaps. The sensor system also records the condition of the route by reading the pressure and load profile the rail absorbs and thus enables the elasticity and strength of the Track substructure as well as the correct track position and the strength of the sleepers. In addition, the sensor system is capable of moving from the wheelsets of the vehicles to the Rail transmitted elastic axis vibrations and in addition to elasticity and Strength of the track substructure also to monitor the condition of the vehicles and their wheel sets. There is no need for communication between the vehicle and the monitoring device or an active position report from the vehicle. The sensor system has pressure sensors to the threshold back pressure between the rail via the rail clamping plate and record threshold.

Der Erfindung liegt die Aufgabe zugrunde, ein alternatives Verfahren zur Zuglaufüberwachung von Bahngleisen anzugeben, bei welchem einfach aufgebaute Sensoren verwendet werden.The invention is based on the object of an alternative method for monitoring the running of train tracks indicate which simple sensors are used.

Diese Aufgabe wird mit den in Anspruch 1 angegebenen Merkamlen gelöst. This object is achieved with the features specified in claim 1.

Die Erfindung eignet sich insbesondere für die Überwachung von Hochgeschwindigkeitszügen und Hochgeschwindigkeitsfahrstrecken, bei welchen auch kleinste Fehler im Gleisbett, an der Schiene oder an den Fahrzeugen zu schweren Unfällen führen können.The invention is particularly suitable for the monitoring of high-speed trains and high-speed routes, at which are the smallest errors in the track bed, on the rail or on the Vehicles can lead to serious accidents.

Erfindungsgemaß werden beide Schienen eines Eisenbahngleissystems über ihre gesamte Länge mit einem kontinuierlich verteilten Sensorsystem ausgestattet, das es erlaubt, Ort und Geschwindigkeit der Züge, einzelner Wagen und einzelner Achsen zu verfolgen (zur Kontrolle der Anwesenheit des letzten Wagens, von Achsbrüchen, Radbrüchen und Entgleisungen). Zugleich erlaubt dieses Sensorsystem auch, Zustand und Sicherheit des Fahrwegs zu überwachen und insbesondere Schienenbrüche, Schwellenbrüche und Schraubenbrüche, fehlerhafte Gleislagen, hohlliegende Schwellen, Gleisverwerfungen, nachlassende Tragfähigkeit und Elastizität des Unterbaues, Veränderungen des Schotterbettes, Unterspülungen des Gleiskörpers und Sabotageakte (gelöste oder entwendete Schienen, Hindernisse auf dem Fahrweg) zu erkennen. Dabei sind wesentliche Merkmale dieser Erfindung, daß das Sensorsystem wagenunabhängig arbeitet, also nicht auf besonderen Vorrichtungen an den Wagen oder Rückmeldungen von diesen beruht, und daß es kontinuierlich über die Strecke verteilt ist, also nicht auf punktuellen Einrichtungen an der Strecke beruht, die durch ihren exponierten Aufbau anfälliger gegenüber Beschädigungen und Entwenden sind.According to the invention, both rails of a railroad track system along its entire length with a continuously distributed Sensor system equipped, which allows the location and speed of the Track trains, individual wagons and individual axes (for control the presence of the last car, broken axles, broken wheels and Derailments). At the same time, this sensor system also allows condition and Monitor road safety and in particular Rail breaks, threshold breaks and screw breaks, faulty Track layers, hollow sleepers, track warping, waning Load capacity and elasticity of the substructure, changes in the Ballast bed, underwashing the track body and acts of sabotage (loosened or stolen rails, obstacles on the route) detect. Essential features of this invention are that Sensor system works independently of the car, i.e. not on special ones Devices on the wagons or feedback from them, and that it is continuously distributed over the route, so not on specific facilities on the route based on their exposed structure more susceptible to damage and theft are.

Das Sensorsystem arbeitet mit einem Sensorband, welches magnetoelastische Sensoren aufweist, die vorzugsweise in kurzen Abständen längs des Sensorbandes angeordnet sind. The sensor system works with a sensor tape, which is magnetoelastic Has sensors, preferably at short intervals are arranged along the sensor band.

Durch einen hierarchischen Aufbau des Sensorsystems ist es leicht möglich, Ort und Geschwindigkeit des Zuges auf der Strecke zu bestimmen und diese Information zur Zuglauf- und Fahrwegüberwachung weiterzuverarbeiten.The hierarchical structure of the sensor system makes it easy possible location and speed of the train on the route too determine and this information for train route and route monitoring to process further.

Die Erfindung wird nun anhand eines Ausführungsbeispiels unter Zungfenahme der Zeichnungen näher erläutert.The invention is now based on an embodiment with tongue the drawings explained in more detail.

Es zeigen:

Fig. 1
den Gleisoberbau K mit zwischen Schiene und Schwelle befindlichen Sensorband;
Fig. 2
den Gleisoberbau K mit am Schienensteg angebrachtem Sensorband;
Fig. 3
den Gleisoberbau mit Sensorband und Streckenrechner sowie ein Beispiel für das Sensorsignal im Normalzustand und bei Schienenbruch und
Fig. 4
die hierarchische Anordnung der Auswerteeinrichtung der Sensorsignale.
Show it:
Fig. 1
the track superstructure K with the sensor tape located between the rail and the threshold;
Fig. 2
the track superstructure K with a sensor tape attached to the rail web;
Fig. 3
the track superstructure with sensor band and route computer as well as an example for the sensor signal in normal condition and in the event of rail breakage and
Fig. 4
the hierarchical arrangement of the evaluation device of the sensor signals.

Figur 1 zeigt den Gleisoberbau unter Verwendung der Befestigungsart W mit einer vorteilhaften Ausführungsform der Anordnung eines kontinuierlichen Sensorbandes 7, welches unter dem Schienenfuß anstelle von oder zusammen mit einer dort üblicherweise eingebauten elastischer. Kunststoffzwischenlage angebracht ist. Die Schiene 1 ist mit der Betonschwelle 6 durch Epsilon-Spannklemmen 3 und in Kunststoffdübel 5 eingedrehte Schwellenschrauben 2 Kraftschlüssig verspannt. Die Betonschwellen sind im Bereich des Schienenauflagers besonders ausgebildet. In die W-förmigen vertiefungen greifen zwei stählerne winkelführungsplatten 4 und sichern die Schiene gegen seitliches verschieber. Die Schiene steht abgesehen von der Kunststoffzwischenlage 8 (Fig. 2) und dem damit kombinierten oder anstelle dieser Kunststoffzwischenlage eingebauten Sensorband 7 (Fig. 1) direkt auf den Betonschwellen. Auf das Sensorband wirkt daher unmittelbar die Schwellengegenkraft als Reaktionskraft der beim Befahren des Gleises auftretenden Führungskräfte. Die Schwellengegenkraft ist abhängig von der dynamischen Radlast dem Schwellenabstand und dem Stabilisierungsgrad des Gleises. Durch die erfindungsgemäße Anordnung wird die Schwellengegenkraft gleichzeitig zur überwachung des Zuglaufes, des Fahrzeugzustandes, des Fahrzeuggewichtes sowie des Gleiszustandes und der Tragfähigkeit des Unterbaus herangezogen. Um Beschädigungen zu vermeiden, ist das in Fig. 2 dargestellte Sensorband 7a mit einem schlagfesten Mantel ausgerüstet.Figure 1 shows the track superstructure using the type of attachment W with an advantageous embodiment of the arrangement of a continuous Sensor band 7, which under the rail foot instead of or together with an elastic that is usually installed there. Plastic liner is attached. The rail 1 is with the concrete sleeper 6 by Epsilon tension clamps 3 and 5 screwed into plastic dowels Threshold screws 2 non-positively clamped. The concrete sleepers are specially designed in the area of the rail support. Two steel angle guide plates reach into the W-shaped recesses 4 and secure the rail against lateral displacement. The Rail stands apart from the plastic liner 8 (Fig. 2) and the combined or built in instead of this plastic liner Sensor tape 7 (Fig. 1) directly on the concrete sleepers. On the sensor tape therefore the threshold counterforce acts directly as a reaction force of executives appearing when driving on the track. The Threshold drag is dependent on the dynamic wheel load Threshold distance and the degree of stabilization of the track. Through the arrangement according to the invention becomes the threshold counterforce simultaneously for monitoring the train run, the condition of the vehicle and the weight of the vehicle as well as the track condition and the load-bearing capacity of the substructure used. In order to avoid damage, the sensor band 7a shown in FIG. 2 is equipped with an impact-resistant jacket.

Tritt an einer bestimmten Stelle des Fahrweges ein Gleisfehler auf, etwa ein Schienenbruch, wie er in Fig. 3 angenommen wird, so zeigt das Sensorsignal eine für die Art des Fehlers charakteristische Veränderung, welche im unteren Teil der Figur schematisch anhand eines Impulsdiagramms dargestellt ist. Beim Passieren eines Zuges 9 werden die Sensorsignale vor der Bruchstelle stärker ansteigen und unmittelbar an der Bruchstelle 10 sprungartig abfallen. Bei normalem Gleiszustand hat man dagegen einen stetigen Signalverlauf. Gleisfehler wie hohlliegende Schwellen und Veränderungen des Schotterbettes erzeugen ebenfalls charakteristische Sensorsignale, aus denen neben dem Ort auch die Art des Gleisfehlers bestimmt werden kann. Dazu dient der Streckenrechner 11, welcher in Fig. 3 schematisch dargestellt ist. Solche Streckenrechner befinden sich in bestimmten Abständen längs der Strecke und erhalten ihre Signale von den Sensorkoordinatoren SKA, SKB... (s. Fig. 4), welche die einzelnen kleineren Streckenabschnitte A, B... überwachen, in dem sie die dort erzeugten Sensorsignale auffangen und für die Weiterverarbeitung im Streckenrechner 11 aufbereiten. Die Sensorkoordinatoren sorgen auch für die Stromversorgung der Sensoren bzw. Überwachung ihrer Funktion. Ein zur Überwachung geeignetes hierarchisches System ist in Fig. 4 dargestellt.If a track error occurs at a certain point on the route, for example a rail break, as is assumed in Fig. 3, shows that Sensor signal a change characteristic of the type of error, which is shown schematically in the lower part of the figure using a pulse diagram is shown. When passing a train 9 the Sensor signals rise more sharply in front of the breaking point and rise immediately the breaking point 10 drop abruptly. With normal track condition on the other hand, a steady waveform. Track defects like hollow ones Thresholds and changes in the ballast bed also create characteristic sensor signals, from which not only the location but also the type of the track error can be determined. The route calculator is used for this 11, which is shown schematically in Fig. 3. Such route calculator are at certain intervals along the route and preserved their signals from the sensor coordinators SKA, SKB ... (see Fig. 4), which monitor the individual smaller sections A, B ... in the they capture the sensor signals generated there and for the Prepare further processing in the route computer 11. The Sensor coordinators also provide power to the sensors or monitoring their function. A suitable for monitoring hierarchical system is shown in Fig. 4.

Die Reichweite der Signale bedingt eine längs der Strecke durchgeführte Aufteilung des Sensorbandes in Abschnitte, in welchen jeweils die Signale aufbereitet bzw. mit Zwischenverstärkern verstärkt werden. Damit kann die Dämpfung der Sensorsignale ausgeglichen werden.The range of the signals requires that the signals are carried out along the route Division of the sensor band into sections, in each of which the signals processed or amplified with repeaters. In order to the attenuation of the sensor signals can be compensated.

Die Abstände der Meßeinrichtungen längs der Strecke sind variabel. Sie betragen im Bahnhofsbereich wenige Meter und können auf offener Strecke auf mehrere Kilometer ausgedehnt werden. Bei der Festlegung der Abstände werden folgende Vor- und Nachteile berücksichtigt:

  • 1. Meßstellen in größerem Abstand sind mit geringeren Kosten verbunden und reichen aus, um Zuglauf, Gleiszustand und Gleisfreimeldung auf freier Strecke zu überwachen.
  • 2. Meßstellen in kleinerem Abstand sind für die Unterscheidung einzeiner Wagen, für die Überwachung des Wagengewichtes und des Wagenzustandes erforderlich, insbesondere im Bahnhofsbereich. und zur Verhinderung der Flankenfahrt an Weichen.
    • The distances between the measuring devices along the route are variable. They are a few meters in the station area and can be extended to several kilometers on the open route. The following advantages and disadvantages are taken into account when determining the distances:
  • 1. Measuring points at a greater distance are associated with lower costs and are sufficient to monitor train running, track status and track vacancy detection on the free route.
  • 2. Measuring points at a smaller distance are necessary for the differentiation of single wagons, for monitoring the wagon weight and the wagon condition, especially in the station area. and to prevent flank travel on switches.

    • Die Fahrgeschwindigkeit der Fahrzeuge muß nier nicht ausschließlich über Ort und Zeit wie bei anderen Gleissicherungseinrichtungen bestimmt werden, sondern ist auch an der dynamischen Belastung des Fahrweges erkennbar. Eine höhere Fahrgeschwindigkeit erzeugt an jeder Stelle des Fahrweges ein höheres Belastungsprofil. Damit ist eine kontinuierliche Geschwindigkeitsmessung möglich, die nicht auf diskrete Ortsund Zeitmessungen angewiesen ist (s. die schematisch dargestellten Sensorsignale in Fig. 3).The driving speed of the vehicles need not be exclusive determined over time and place as with other track protection systems be, but is also due to the dynamic load of the Route recognizable. A higher driving speed creates on everyone Place the route a higher load profile. So that is continuous Speed measurement possible, which is not based on discrete location and Time measurements is required (see the schematically shown Sensor signals in Fig. 3).

    Auf Neubaustrecken und nach Erneuerung des Schotteroßerbaus müssen gewöhnlich Geschwindigkeitsbeschränkungen eingehalten werden, da das neuverlegte Schotterbett noch nicht die volle Tragfähigkeit erreicht. Diese Geschwindigkeitsbeschränkungen können durch direkte Messung der dynamischen Fahrwegbelastung besser an den Zustand des Fahrwegs angepaßt werden.On new construction lines and after renewal of the ballast bumper construction usually speed limits are respected since that newly laid ballast bed has not yet reached full load capacity. These speed limits can be measured directly dynamic track load better match the condition of the track be adjusted.

    Falls ein Gleisfehler vorliegt, in dem beispielsweise die Schwellen nohlliegen oder durch mangelnde Elastizität des Unterbaus bei Durchfahrt des Zuges eine Abweichung vom normalen Impuisdiagramm auftritt, lassen sich Hinweise auf die Art des Fehlers und den betroffenen Streckenabschnitt gewinnen. Dadurch werden die Streckenwartungskosten gesenkt.If there is a track fault in which, for example, the sleepers are exposed or due to insufficient elasticity of the substructure when passing through of the train a deviation from the normal impuis diagram occurs information on the type of error and the affected Win route section. This will make the Track maintenance costs reduced.

    Ein weiterer Vorteil der beschriebenen Anordnung besteht darin, daß die Streckenkoordinatoren SKA...SKD, welche die Meßergebnisse der Meßeinrichtungen 12 auswerten, wie in Fig. 4 dargestellt, hierarchisch vernetzt sind, so daß jeder Streckenkoordinator die Meßergebnisse menrerer benachbarter Meßeinrichtungen auswerten und miteinander abgleichen kann. Durch die hierarchische Vernetzung der Meßeinrichtungen wird Sicherheitsredundanz eingeführt. Bei Ausfall eines Streckenkoordinators kann ein anderer dessen Funktion mitübernehmen.Another advantage of the arrangement described is that the track coordinators SKA ... SKD, which are the measurement results of the Evaluate measuring devices 12, as shown in FIG. 4, hierarchically are networked, so that each route coordinator menrerer the measurement results Evaluate neighboring measuring devices and compare them can. Through the hierarchical networking of the measuring devices security redundancy is introduced. If a route coordinator fails someone else can take over its function.

    Claims (1)

    1. Method of monitoring rail traffic and travel paths, wherein a track is equipped over its entire length with a sensor system (7, 7a) which monitors the travel path and which continuously detects and reports location and speed of all vehicles disposed on the path as well as the state of the travel path without requiring a communication between vehicle and monitoring equipment or an active position report deriving from the vehicle, wherein the sensor system detects the pressure and load profile of the rail and thus permits monitoring of elasticity and strength of the track foundation and the correct track position and strength of the sleepers (6), characterised in that the sensor system comprises magneto-elastic sensors which are mounted in the form of a continuous sensor strip (7, 7c) at the rail (1) over the entire length thereof and which detect bearing forces and bending moments acting on the rail.
    EP95932703A 1994-09-10 1995-09-09 Method of monitoring railway traffic and railway tracks Expired - Lifetime EP0728091B1 (en)

    Applications Claiming Priority (3)

    Application Number Priority Date Filing Date Title
    DE4432329 1994-09-10
    DE4432329A DE4432329C2 (en) 1994-09-10 1994-09-10 Device for monitoring train travel and track monitoring
    PCT/EP1995/003552 WO1996007577A1 (en) 1994-09-10 1995-09-09 Method of monitoring railway traffic and railway tracks

    Publications (2)

    Publication Number Publication Date
    EP0728091A1 EP0728091A1 (en) 1996-08-28
    EP0728091B1 true EP0728091B1 (en) 1998-12-02

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    DE (2) DE4432329C2 (en)
    WO (1) WO1996007577A1 (en)

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    DE19851931A1 (en) * 1998-11-11 2000-05-25 Alcatel Sa Arrangement for the detection of broken rails and railroad tracks
    WO2000073118A1 (en) * 1999-05-28 2000-12-07 Digi Sens Ag Device for monitoring railway vehicle wheels
    DE10057740A1 (en) * 2000-11-16 2002-05-23 Siemens Ag Arrangement for detecting irregularities in train or tram wheels, uses a glass-fiber sensor and a measurement frequency analysis to detect defects, in an inexpensive and reliable process
    ES2366444T3 (en) * 2005-05-13 2011-10-20 Railtech Sufetra, S.A. PROCEDURE AND DEVICE FOR CHECKING THE TIGHTENING OF RAILWAY RAILINGS.
    CN101500627B (en) 2006-08-02 2012-03-14 优诺医疗有限公司 Cannula and delivery device
    GB2499602A (en) * 2012-02-21 2013-08-28 Abmech Design And Analysis Ltd Load measuring elastomeric rail pad
    DE102013219763A1 (en) 2013-09-30 2014-08-28 Siemens Aktiengesellschaft Device for detecting rail break in rail vehicle e.g. traction vehicle, has evaluation unit that is attached to rail sections, and adapted to detect rail break using received alternating current signal to evaluate interruption point
    CN109282934A (en) * 2018-06-14 2019-01-29 唐山百川智能机器股份有限公司 A kind of method and component of forces acted on rail real-time perception
    DE102018119247B4 (en) * 2018-08-08 2022-02-03 Schenck Process Europe Gmbh Measurement system and measurement system group
    CN115727993A (en) * 2022-12-05 2023-03-03 浙江天铁实业股份有限公司 Dynamic load monitoring base plate device, equipment and load monitoring system

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    DE3815152A1 (en) * 1988-05-04 1989-11-23 Strabag Bau Ag Device for monitoring and/or controlling rail-bound traffic
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    NL9201667A (en) * 1992-09-25 1994-04-18 Nl Spoorwegen Nv System for detecting trains.
    US5330136A (en) * 1992-09-25 1994-07-19 Union Switch & Signal Inc. Railway coded track circuit apparatus and method utilizing fiber optic sensing

    Also Published As

    Publication number Publication date
    DE4432329A1 (en) 1996-03-14
    WO1996007577A1 (en) 1996-03-14
    DE59504417D1 (en) 1999-01-14
    DE4432329C2 (en) 1999-09-16
    EP0728091A1 (en) 1996-08-28

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