WO2017081146A1 - Verfahren und vorrichtung zur vergleichsgesteuerten entgleisungserfassung - Google Patents
Verfahren und vorrichtung zur vergleichsgesteuerten entgleisungserfassung Download PDFInfo
- Publication number
- WO2017081146A1 WO2017081146A1 PCT/EP2016/077260 EP2016077260W WO2017081146A1 WO 2017081146 A1 WO2017081146 A1 WO 2017081146A1 EP 2016077260 W EP2016077260 W EP 2016077260W WO 2017081146 A1 WO2017081146 A1 WO 2017081146A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- bogies
- measurement data
- wheelsets
- rail vehicle
- derailment
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F9/00—Rail vehicles characterised by means for preventing derailing, e.g. by use of guide wheels
Definitions
- the present invention relates to an apparatus and a method for detecting a derailment of a rail vehicle having a plurality of individual wheelsets or bogies.
- the invention also relates to a computer program with code means for carrying out the steps of the aforementioned method on a computer system, and a computer-readable storage medium on which a program code having the code means of the computer program is stored.
- Mass oscillator which opens a valve at a certain vibration threshold and opens the main air line
- the accelerations on the car eg at the axle box or bogie measure and further processed.
- a derailed wheel set is subject to acceleration caused by the derailment, it is known to monitor the acceleration of the wheel set, preferably the vertical acceleration, directly on the wheel by means of an acceleration sensor.
- a derailed wheelset is rolling or jumping Over the superstructure of the busy lane, which strong impacts and thus high accelerations are imprinted in the wheelset.
- the acceleration signal output by the acceleration sensor can then be evaluated by an evaluation device in order to determine the state of the wheelset, derailed or not derailed.
- the acceleration of the bogie can be monitored, which is damped, however.
- acceleration signals are evaluated at the axle bearings of a wagon and a derailment is detected when a degressed wheel set moves over thresholds.
- the currently used in practice systems for derailment detection are either limited in their application to a certain speed and / or require a certain superstructure of the track body, so that a derailment can be detected.
- For trains with speeds over 100 km / h and for routes with so-called "slab track” currently used in practice systems for derailment detection are limited or not usable ..
- the disadvantage of this method is that "only" the actual derailment process is detected. If, for some reason, for example due to external influences such as track position, cornering, higher speeds, etc. the behavior is different than the expected acceleration curve, the derailment is not recognized.
- the invention has for its object to provide a detection mechanism that allows both in all speed ranges (especially at higher speeds) and regardless of the type of roadway (sleepers, fixed carriageway, ...) detection. This object is solved by the features of the independent claims.
- the invention relates to a computer-readable storage medium on which a program code executable on a computer system is stored, which generates or implements the steps of the aforementioned method.
- the invention relates to a computer program with code means which, when executed on a computer system, generate or implement the steps of the aforementioned method.
- the detection of a derailment of a rail vehicle is characterized in that the driving operation characterizing measurement data of a plurality of wheelsets (10-1 to 10-n) or bogies of the rail vehicle is collected and compared, a derailment is then determined if the measured data of at least one wheelset or bogie differ by at least a predetermined extent from the measurement data of the remaining wheelsets or bogies.
- the basic idea of the invention is therefore to differentiate at several measuring points on the train or bogie or the axes between the states “not derailed” and “derailed” by measuring data (eg measured vibration data, preferably vertical direction, alternative to vibration other data would be conceivable, eg optical data, for example, for distance measurement wheel-rail, or mechanical or electrical parameters) of multiple wheelsets or single wheels are compared. It is assumed that driving over the same location causes comparable vibrations in all non-derailed wheelsets, while the behavior of the wheel sets deviates significantly. This procedure is particularly advantageous if the derailed and undigested state in the acceleration level differ only slightly and therefore only a relative or comparative evaluation provides reliable results
- the measured data can specify a distance between wheel and rail on the respective wheel set or bogie.
- the measured data of a respective middle wheel set or a middle bogie can be compared with the measured data of a predetermined number (eg one or two) wheelsets or bogies in front and behind them.
- the received measurement data can be allocated for the comparison in accordance with a time offset with which the respective wheelsets or bogies pass over the same location on a rail. This can ensure that the measured data are compared with each other in a timely manner and that incorrect decisions are avoided.
- the comparison of the collected measurement data can, for example, be carried out on a cross-correlation or a cross-correlation spectrum.
- a reliable evaluation based on the similarity of the collected measurement data at different measuring points can be achieved.
- the comparison can be based, for example, on whether the maximum of the cross-correlation shows up at a time offset which results from the travel speed of the rail vehicle and the distance between the axles of the wheelsets or bogies compared.
- a post-processing of the collected measurement data can be carried out in order to increase the reliability of the comparison operation.
- Postprocessing may include, for example, at least one of resampling, filtering, forming a moving average or standard deviation, and forming an average.
- the measured data may also indicate a wheel speed, this allowing a supplementary application of the derailment detection for deriving a wheel diameter for wheel diameter compensation.
- FIG. 1 is a schematic block diagram of a derailment detection system according to a first embodiment
- FIG. 2 shows a flow chart of a method for derailment detection according to a second
- Fig. 1 shows a schematic block diagram of a system for detecting a derailment, wherein the vibration during driving indicative measurement data n wheelsets 10-1 to 10-n are obtained by means of corresponding detectors (D) 20-1 to 20-n.
- the measurement data or measurement signals at the output of the detectors 20-1 to 20-n can then optionally be used for post-processing in corresponding post-processing devices (N) 30-1 to 30-n.
- Such a postprocessing of the measured data before the comparison can, for example, comprise at least one re-sampling, filtering, moving effective value or standard deviation and moving average processing. As a result, either the computing time or data transmission can be reduced or the reliability of the algorithm can be increased.
- the measured vibration data (preferably in the vertical direction, as an alternative to vibrations would also be other data such as optical data for distance measurement wheel-rail conceivable) are obtained at the multiple wheelsets or single wheels 10-1 to 10-n and optionally post-processed. This is followed by a comparison of the measured data in a comparison device (V) 40, wherein, for example, the measured data of each wheel set 10-1 to 10-n are compared with the measured data of the front and rear wheelsets in the direction of travel of the rail vehicle. It is assumed that driving over the same place in all non-derailed wheelsets causes comparable vibrations (or other characteristics characterizing the driving operation), while the behavior of the wheelsets deviates significantly.
- the comparison device 40 determines by comparison of the collected measurement data that at least one wheel set along the rail vehicle has significant differences in the measurement data (ie, the measurement data by at least a predetermined extent deviate from the measured data of the other wheelsets or bogies), it is assumed that a derailment and a corresponding output signal 50 delivered.
- the time offset can be taken into account, with which the wheelsets 10-1 to 10-n run over the same location on the rail, so that the measured data are compared in the correct time.
- the comparison in the comparator 40 can be made by cross-correlation or cross-power density spectrum between the vibration measurement data (e.g., acceleration data or signals). For example, in the cross-correlation it can be compared whether the maximum of the correlation is shown by a time offset resulting from the known travel speed and the known distance of the compared axes.
- An advantage of the proposed comparative derailment detection is that a reliable derailment detection is possible even in those cases in which the derailed and undigested state differ only slightly in the acceleration level. This is, for example, in a bad rail section of the case in which even in the non-derailed state high vibrations occur, or at a fixed lane, which causes even in the derailed state only low vibrations without characteristic frequency content.
- FIG. 2 shows a flowchart of a derailment detection method according to a second embodiment, which can be implemented, for example, as software in a computer-controlled derailment detection device.
- step 201 measurement data of a parameter (eg vibration, acceleration, wheel-rail distance, etc.) measured at different measuring points (eg at the wheel sets or bogies) along the rail vehicle are collected during driving operation of the rail vehicle.
- a parameter eg vibration, acceleration, wheel-rail distance, etc.
- step 202 measurement data of a parameter measured at different measuring points (eg at the wheel sets or bogies) along the rail vehicle are collected during driving operation of the rail vehicle.
- step 202 the measured data are compared in step 203, as explained, for example, in the first exemplary embodiment, and in subsequent step 204, it is continuously checked whether the measured parameter data at at least one of the measuring points show a marked or significant difference, ie by at least a predetermined extent deviate from the measurement data of the other wheelsets or bogies.
- step 204 the process returns to step 201 and new parameter data are output by the designer. scanned and collected at the measuring points. However, as soon as a significant or significant difference is detected in step 204, the flow advances to step 205 and derailment measures (ie, signaling and / or countermeasures in case of derailment) are initiated.
- derailment measures ie, signaling and / or countermeasures in case of derailment
- the method according to the second embodiment can also be used together with other methods for derailment detection in order to increase their accuracy. Furthermore, the method can also be combined with a measurement of the wheel speed to derive the current wheel diameter and perform a compensation of the wheel diameter. Since the wheel diameter changes only slowly due to wear, wear and derailment can be distinguished from each other.
- an apparatus and method for detecting derailment of a rail vehicle wherein measurement data characterizing a driving operation is collected and compared from a plurality of wheelsets or bogies of the rail vehicle, and the presence of a derailment is determined when the measurement data of at least one wheel set or bogie differ by at least a predetermined extent from the measurement data of the remaining wheelsets or bogies.
- the driving operation characterizing optical, mechanical, electrical and / or acoustic parameters can be used for the comparison of the wheelsets or bogies.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Traffic Control Systems (AREA)
- Length Measuring Devices With Unspecified Measuring Means (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP16798665.2A EP3374246B1 (de) | 2015-11-11 | 2016-11-10 | Verfahren und vorrichtung zur vergleichsgesteuerten entgleisungserfassung |
BR112018009450A BR112018009450A2 (pt) | 2015-11-11 | 2016-11-10 | processo e dispositivo para detecção de descarrilamento controlado por comparação |
CN201680071143.9A CN108290585B (zh) | 2015-11-11 | 2016-11-10 | 用于以比较控制方式检测脱轨的方法和设备 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102015119392.2 | 2015-11-11 | ||
DE102015119392.2A DE102015119392A1 (de) | 2015-11-11 | 2015-11-11 | Verfahren und Vorrichtung zur vergleichsgesteuerten Entgleisungserfassung |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2017081146A1 true WO2017081146A1 (de) | 2017-05-18 |
Family
ID=57389390
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2016/077260 WO2017081146A1 (de) | 2015-11-11 | 2016-11-10 | Verfahren und vorrichtung zur vergleichsgesteuerten entgleisungserfassung |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP3374246B1 (de) |
CN (1) | CN108290585B (de) |
BR (1) | BR112018009450A2 (de) |
DE (1) | DE102015119392A1 (de) |
WO (1) | WO2017081146A1 (de) |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102018204481A1 (de) * | 2018-03-23 | 2019-09-26 | Siemens Aktiengesellschaft | Messanordnung und Verfahren zum Erkennen eines Entgleisens |
CN109142524A (zh) * | 2018-08-14 | 2019-01-04 | 唐智科技湖南发展有限公司 | 一种轨道损伤检测方法、装置及设备 |
CN110849288B (zh) * | 2019-11-29 | 2021-03-26 | 中车南京浦镇车辆有限公司 | 一种基于车体轮廓线的轨道车辆脱轨检测方法 |
CN110803198B (zh) * | 2019-11-29 | 2021-05-07 | 中车南京浦镇车辆有限公司 | 一种基于转向架轮廓线的轨道车辆脱轨检测方法 |
CN113758449B (zh) * | 2021-09-03 | 2023-06-27 | 武汉一冶钢结构有限责任公司 | 一种用于轨道上行车的防脱轨检测***与检测方法 |
Citations (3)
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JP2000006807A (ja) * | 1998-06-25 | 2000-01-11 | Hitachi Ltd | 鉄道車両及びその走行時の異常検知方法 |
WO2007082657A1 (de) * | 2006-01-12 | 2007-07-26 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Verfahren und einer einrichtung zur zustandsüberwachung von radsätzen oder drehgestellen eines schienenfahrzeugs |
EP2253523A1 (de) * | 2009-05-19 | 2010-11-24 | Société des transports intercommunaux de Bruxelles | Entgleisungserkennungsvorrichtung und -verfahren |
Family Cites Families (12)
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DE19827271C5 (de) * | 1998-06-19 | 2008-11-27 | MÜLLER, Andreas | On-line Erfassungssystem mit Auswerteteil für rad- und gleisbezogene Daten für Hochgeschwindigkeitszüge |
DE29811208U1 (de) * | 1998-06-23 | 1998-10-01 | Mayer, Albrecht, Dipl.-Ing. (FH), 83727 Schliersee | Radüberwachungssystem für mehrachsige Fahrzeuge |
WO2000002022A1 (de) * | 1998-07-03 | 2000-01-13 | Kuehn Robert | Verfahren und vorrichtung zur laufenden überwachung von elementen oder gesamtheiten jeglicher art auf das auftreten von veränderungen |
DE19953677C1 (de) | 1999-11-09 | 2001-06-21 | Deutsche Bahn Ag | Verfahren und Vorrichtung zur Erkennung einer Entgleisung eines spurgebundenen Fahrzeugs |
AT413372B (de) * | 2001-02-28 | 2006-02-15 | Siemens Sgp Verkehrstech Gmbh | Verfahren zur allgemeinen entgleisungsdetektion |
AT413974B (de) * | 2003-05-15 | 2006-07-15 | Siemens Transportation Systems | Entgleisungsdetektion durch fallgeschwindigkeitsbestimmung |
JP4709804B2 (ja) * | 2007-06-01 | 2011-06-29 | 本田技研工業株式会社 | 車輪径のばらつき検出装置 |
DE102011001978A1 (de) * | 2011-04-12 | 2012-10-18 | Bombardier Transportation Gmbh | Schienenfahrzeug mit einer Entgleisungsüberwachung |
FR2981904B1 (fr) * | 2011-10-28 | 2013-11-01 | Lohr Ind | Systeme de controle dynamique du roulage du ou des galets de guidage pour un ensemble de guidage d'un vehicule le long d'au moins un rail. |
CN102914364B (zh) * | 2012-10-19 | 2014-02-12 | 西南交通大学 | 一种因轮轨冲击作用导致轮轨瞬间失去接触的动态识别方法 |
CN103448755B (zh) * | 2013-05-28 | 2016-01-20 | 武汉钢铁(集团)公司 | 轨道机车运行监测诊断方法及*** |
US10137915B2 (en) * | 2013-12-24 | 2018-11-27 | Amsted Rail Company, Inc. | System and method for detecting operational anomalies in train consists and railcars |
-
2015
- 2015-11-11 DE DE102015119392.2A patent/DE102015119392A1/de not_active Ceased
-
2016
- 2016-11-10 BR BR112018009450A patent/BR112018009450A2/pt active Search and Examination
- 2016-11-10 CN CN201680071143.9A patent/CN108290585B/zh not_active Expired - Fee Related
- 2016-11-10 EP EP16798665.2A patent/EP3374246B1/de active Active
- 2016-11-10 WO PCT/EP2016/077260 patent/WO2017081146A1/de active Application Filing
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2000006807A (ja) * | 1998-06-25 | 2000-01-11 | Hitachi Ltd | 鉄道車両及びその走行時の異常検知方法 |
WO2007082657A1 (de) * | 2006-01-12 | 2007-07-26 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Verfahren und einer einrichtung zur zustandsüberwachung von radsätzen oder drehgestellen eines schienenfahrzeugs |
EP2253523A1 (de) * | 2009-05-19 | 2010-11-24 | Société des transports intercommunaux de Bruxelles | Entgleisungserkennungsvorrichtung und -verfahren |
Also Published As
Publication number | Publication date |
---|---|
CN108290585B (zh) | 2021-06-08 |
DE102015119392A1 (de) | 2017-05-11 |
EP3374246A1 (de) | 2018-09-19 |
BR112018009450A2 (pt) | 2018-12-04 |
EP3374246B1 (de) | 2022-07-06 |
CN108290585A (zh) | 2018-07-17 |
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