DE102005048852A1 - Error-tolerant axle counting method for rail vehicles, using redundant and digitally-optimized wheel signals and count signals at all counting locations - Google Patents

Abstract

The method involves counting axles in a track section using redundant and digitally-optimized wheel signals and count signals at all counting locations. The redundant count signals of each counting location are added in all possible combinations to those from the adjacent counting locations in the same track section, to form several logical monitoring circuits per track section, and to allow error correction of individual double sensors. An independent claim is included for an apparatus for carrying out the method.

Description

The The invention relates to a method and a device for fault-tolerant directional axle counting of rolling stock according to the preamble of claims 1 and 7.

axle counting systems serve the free and busy reporting of track sections in the railway network.

Feeds to one Track sections are duplicated wheel sensors (so-called Double sensors). Once at least one of the two wheel sensors of a double sensor at an inlet to the free track section of a railway wheel for safety reasons, the evaluation unit reports a Occupancy and stays in this state.

First the orderly (countable) crossing of two wheel sensors of a double sensor through the wheel makes it possible the assignment of the associated Track section exactly then cancel if the number of all be counted (tapered) axes on a double sensor equal to the number of all counted (running) axes on a double sensor of this track section is. requirement for the countability is still that the influences of the two wheel sensors of a double sensor overlap in time, because only through this a directional axle counting at all speeds allows becomes.

By this system is sufficient for the assignment of the axle counting system (or the track section) influencing a wheel sensor by cutting (damping only one wheel sensor with change of direction of the wheel) or Anpendeln (damping of both Radsensoren with change of direction of the wheel) or by something other, for the subsequent one Secure Free Message, on the other hand, is a highly reliable count of railroad wheels both necessary at the inlet as well as at the end of the axes.

All in all receives One generally acknowledged with this type of evaluation, signaling technology safe axle counting systems.

Indeed leads the high "occupancy sensitivity" to interference in the availability.

Reasons are in influences of the wheel sensor, those of those caused by Railway wheels, can not be distinguished with certainty or influence through train wheels, which do not completely pass over the double sensor of a free track section, So only cut or pendeln, so that no proper count is possible.

Farther there is the possibility of entering and exiting at least one axis the mismatch the numbered and counted Axes (counting), which is why it does not come to a free message.

Ultimately leads as well any malfunction of a wheel sensor for safety reasons too an immediate assignment of the axle counting system or track section. In all cases Due to the security requirements, a permanent occupancy report is mandatory required, either by a basic position of the evaluation system (if necessary after repair of the defective components) or in some cases also exclusively through the proper and counting a passing train can be canceled.

at However, high density and automated operation, the disturbances lead to significant operational Disabilities with corresponding disadvantages.

One way to improve the reliability of the evaluation, the filtering of the Radsensorsignale ( DE 23 19 164 C2 ), where shorter pulses are discarded than non-wheeled influences. However, high speeds and small wheel diameters mean that only extremely short pulses can be discarded without impairing the safe detection of railway wheels. An improvement of this method promises EP 1 086 873 A1 wherein a dynamic filtering is recommended, wherein the length of the filter element is dimensioned on the basis of a measured speed.

Another possibility of the Störfilterung is in the EP 1 086 873 A1 described, which recommends the groupwise evaluation of the axes taking into account the train speed. In this evaluation, wheel sensor pulses are discarded which do not have the same pattern (direction of travel and speed) as those of the other wheels on the same double sensor within one observation period.

Missing pulses (e.g., cuts and pendulums) on a wheel sensor of a free track section, counting error on slow moving axles as well as malfunction of a wheel sensor (mechanical or electrical defect) this method does not control.

Likewise, procedures for axle patterns detection suggested ( DE 32 01 293 C2 ), which in addition to the number of axes and their temporal pulse pattern for free message should be considered. However, the effort to account for the inaccuracy by upsetting and stretching or speed changes of the train is considerable. In addition, the method would not allow for an improvement in the availability of false pulses on the wheel sensor of a free track section and malfunction of the wheel sensor.

Continue to recommend EP 0 662 898 B1 to correct any count errors by comparing the numbers of axles of successive track sections. The prerequisite for this, however, is an expensive superordinate logic as well as a simple track topology. Malfunction of a wheel sensor (mechanical or electrical defect) does not control this method. Following a similar approach DE 197 06 021 A1 ,

In DE 196 06 320 A1 For the first time, a redundant counting point is proposed, but here only for a specific track situation and evaluation. Missing impulses on the wheel sensor of a free section, counting errors as well as malfunctions of a wheel sensor (mechanical or electrical defect) do not control this procedure.

task The present invention is therefore a method and a Device for fault-tolerant axle counting of rail vehicles to create, with the safe mastery of false impulses (including Incisions and pendulums of free sections), caused by counting errors by counting at double sensors during the entry and exit of a train, as well as malfunction of a train Radsensors (mechanical or electrical failure) is enabled.

These The object is achieved by the invention characterized in claim 1 and 7 solved, i.e. by a method for fault-tolerant axle counting of rail vehicles, where the axle counting in a track section with redundant (doubled, directional) counts takes place, and by an apparatus for carrying out the method, wherein counting stations with two double sensors, each consisting of two wheel sensors, accomplished are.

Basically this results in the following evaluation options.

A short-term influence such as cutting or docking The wheel sensor of a double sensor of a counting point no longer has to lead a dau erhaften occupancy of the formerly free track section, since sufficient redundancy exists and in the case of a railway wheel through the rest Radsensoren the secure detection is guaranteed.

Farther can by the double counting each axis at a counting point in such equipped Track sections the same number of axle sums (logical monitoring circuits) are formed, as combinations of the double sensors arise. In the case of a section with two counting points, each with two double sensors A and B or C and D equipped, these are the sums AC, AD, BC, BD (corresponds to four monitoring circuits). To determine the occupancy or clearing of the track section, now apply extended rules, the eventual Verzählungen in individual monitoring circuits can correct. The defect of a double sensor leads Although for the permanent occupancy of the affected monitoring circuits (for example defective double sensor A the monitoring circuits AC and AD). However, the remaining monitoring circuits remain (here BC and BD) functional, so that the operation does not have to be interrupted. Only one more Error leads to the malfunction.

The Doubling of dual sensors does not necessarily have at all counting stations a section of track to take advantage of the o.g. evaluations to use. Rather, the targeted equipment allows particularly vulnerable counting stations in the track system an economic Use of this method to disruptions to reduce the operating procedure.

to increase the reliability in the detection of wheels in the border area (small wheel diameter, small wheel flange, large lateral offset etc.) further proposed, the two analog wheel sensor signals each Double sensor observing certain rules so into digital pulses transform that secure signal coverage and thus direction detection possible is. For this purpose, based on the evaluated analog signal length a maximum possible renewal of the pulse used to dimension the digital pulse length becomes. The signal extension is only with the digital signal derje nigen wheel sensor of the double sensor carried out, which first of the approaching Wheel damped becomes. Consider further evaluation rules Slits and hinges.

Another possibility of interference suppression during the train passage is the temporary suppression of the analog signal evaluation. For this purpose, a maximum possible signal suppression time is also based on the influence length of a Radsensorsystems by the wheel ermit telt, while due to the geometric conditions of the wheel assembly can not be expected with another wheel and must. Analog signal changes during this period are therefore not further processed, so that special attachments on trains (such as rail brakes) are not detected or counted and thus cause no interference.

advantageous Embodiments of the invention will become apparent from the dependent claims.

at the device for implementation the inventive method are according to one advantageous embodiment, the redundant double sensors opposite arranged on both rails.

It but it is also possible the redundant double sensors offset by at least one threshold compartment opposite or on the same rail.

The Doubling of the double sensors is not for each counting point of a track section required and can be limited to particularly trouble-prone counting.

The increase the reliability in the detection of wheels in the border area by pulse extension as well as the dynamic interference suppression can also at Use only one double sensor per counting point the fault tolerance of the axle counting system effectively improve.

One embodiment The invention is illustrated in the drawing and will be described below described in more detail. Show it:

1 the schematic representation of a wheel in the region of a double sensor;

2 the course of the sensor currents of two wheel sensors of a double sensor, which generate a count pulse and their digital conversion;

3 the arrangement of the double sensors on a track section;

4a and 4b a flow diagram of the method for axle counting acc. the invention;

5 a flow diagram for the sub-method of dynamic pulse extension; and

6 a flow chart for the sub-method of dynamic interference suppression during train crossing.

As in the 1 to 3 shown, the axle count takes place when a wheel 5 on a rail 4 a double sensor 3 , consisting of the wheel sensors 1 . 2 , crossed. The generated signal streams (see 2 ) of the individual wheel sensors 1 . 2 allow the direction detection of the wheel 5 and thus give a directional count. The double sensors 3 are redundant (double) at a track section (axle counting section) at the inlet and at the outlet either on the tracks 4 opposite ( 3 ) or offset from one another. Both double sensors together form a counting point at which the trains are counted in or out depending on the direction of travel. Both counting points (depending on the track section but it may also be only one for a stump track or more than two for turnouts or switch sections) are connected to the evaluation, which carries out the further evaluation of the signals.

In 4a First the procedure is described, with which the occupied / free message of the internal monitoring circuits is determined. For this purpose, it is checked in step S100 whether faulty wheel sensor signals (signals outside the permissible limits) are present. If this is the case, the affected monitoring circuit goes to fault S103. In S105, a home position request is made. If this is fulfilled, the program jumps to S100, otherwise the basic setting request remains (S105).

If S100 is answered in the negative, the program checks in S101 whether a wheel sensor system of the monitoring circuit is busy. If so, the affected circuit is reported as busy, if not, the circuit clears and monitoring of the wheel sensor signals continues in S100. After S102, it is determined in S104 whether at least one wheel sensor system of the supervisory circuit is still busy. Only when this is denied, does the program continue with the check in S106 as to whether an axis could be counted properly. Once this has been done, it is checked in S109 whether the sum of the counted and counted axes is 0. If this condition is met, the program returns to step S100, otherwise a home position is requested in S112. As long as this is not done, the program returns to S109, when the home position is executed, the program jumps to S100. If the axis was not properly counted in program step S106, then it is checked in S107 whether there was an oscillation of the double sensor without temporal signal coverage. If not, then in S110 the monitoring circuit is freely reported and the program jumps to S100. If oscillation without overlap is detected in S107, it is determined in S108 whether the last busy message was also caused by oscillation without overlap but caused by the other wheel sensor system. In the negative case, the internal monitoring circuit releases and the program returns to S100 back. Otherwise, the internal monitoring circuit is signaled busy in S111 due to the pendulum error and remains in this state as long as no axis could be properly counted (S113).

Could in S113 an axis counted then the program jumps to S109, from where the processing as described above.

Based on the determination of the occupied / idle states of the internal monitoring circuits, in 4b describes which rules apply to the determination of the occupancy / clearance of the track section. For this purpose, it is checked in S200 whether all internal monitoring circuits report busy. If so, the track section is occupied (S204). Otherwise, it is checked in S201 whether at least two internal monitoring circuits have neatly counted an axis. If yes, the track section is also filled (S204). After track section assignment in S204, S206 checks whether all internal monitoring circuits are clear again. If this is the case, the track section becomes free again (S210) and the evaluation starts again with S200. If S206 was negative, in S207 it is checked whether at least two monitoring circuits have counted back to 0. If no, there is the possibility of a basic position in S209. If this is not the case, the program returns to S204, otherwise the track section is cleared in S210 and the evaluation starts again at S200. However, if at least two internal monitoring circuits were counted down to 0 in S207, all other internal monitoring circuits are reset in S208 and thus the track section in S210 is also freely reported.

If S201 was also denied, in S202 it is checked whether all internal monitoring circuits have been pendulated in at least two different ways. If no, drives the program goes to S210, if yes, in S203 the section disturbed reported. Subsequently in S205, a base position requirement is met, which in the case of positive answer to the clearing of the track section leads (S210), im negative case the disorder receives.

5 shows the method dynamic extension of the pulses. In program step S300 the sensor system becomes 1 (a wheel sensor of the double sensor) monitored for damping. If there is a damping, in S301 the system allocation 1 (Further message to the evaluation unit). In S302, a time measurement of the damping period T _DAMPED , which continues until S303 starts the damping of the system, starts 1 is determined. In S304, a variable occupancy extension time T _DYN1 is now formed based on T _BEDAMP . Has now been found in S305 that the system 1 has been re-attenuated, the program returns to S302, if not, it is checked in S306 whether the second wheel sensor system (System 2 of the double sensor) was damped. If the result of this check is positive, the program jumps to S308 and the system allocation 12 will be reset. If the result from S306 is negative, the system occupancy becomes 1 in S308 not reset as long as neither system 1 still system 2 have been attenuated (S305 and S306) and the busy extension time T _{DYN1 has} not started (S308). If T _{DYN1 has} expired, then in S308 the system assignment becomes 1 reset and the program returns to S300.

In 6 the method of dynamic interference suppression is shown. For this, it is determined in step S400 whether a wheel sensor system is damped. If this is the case, the system allocation is set in step S401 (ie, further reported to the evaluation unit) and then in step S402, a time measurement for determining the damping period T _BEDÄMPFT started, otherwise the monitoring of the damping of the sensor system continues in S400. If the end of the sensor damping is determined in S403, the system allocation in S404 is reset and a disturbance suppression time T _{STÖRU is} calculated on the basis of the determined system damping period in S405, otherwise the measurement of the system damping period is continued in S402.

In Step S406 will be a new damping of the Sensor system checked. If this is done, it is waited in S408 until the system damping stops is. Then the program returns to step S400 again and evaluates new dampings out. If no sensor attenuation was detected in step S406, the program returns from step S407 to step S406 as long as the interference suppression time not started and no sensor system was damped. In case of expiry Störunterdrückungszeit the program finally returns back to step S400 and evaluates new sensor dampings out.

Claims (7)

Method for fault-tolerant direction-oriented axle counting of rail vehicles in axle counting systems, characterized in that the axle counting of a track section with redundant and digitally optimized wheel and counting signals takes place at all counting points. Method for fault-tolerant directional axle counting according to Claim 1, characterized in that the redundant counting signals of each counting point are added to those of the neighboring counting points of the same track section in all possible combinations in order to form and supply a plurality of logical monitoring circuits per track section to correct this counting error of individual double sensors. Method for fault-tolerant direction-oriented axle counting according to claim 1 and 2, characterized in that the axle counting a Track section not at all counting points of a track section with redundant wheel and counting signals he follows. Method for fault-tolerant direction-oriented axle counting according to claim 1 to 3, characterized in that in the conversion the analog wheel sensor signals into digital signals these after dynamic Rules extended be a reliable one Signal coverage and counting the Wheels too in border areas. Method for fault-tolerant direction-oriented axle counting according to claim 1 to 3, characterized in that based on the analog Radsensorsignale periods within which due to the geometric conditions of the Wheel set certainly not with a wheel pulse is to be expected and meanwhile Therefore, the evaluation of the analog signals is suppressed to To avoid mistakes. Method for fault-tolerant direction-oriented axle counting according to claims 4 and 5, characterized in that these evaluations at reduced Availability also with a double sensor per counting point can be done. Device for carrying out the method according to one of claims 1 to 5, characterized in that double sensors ( 3 ), consisting of two wheel sensors ( 1 . 2 ) on rails ( 4 ) are made redundant at the boundaries of the track sections.