-
The invention relates to a device
for online acquisition and evaluation of wheel and track-related data for high-speed trains.
-
It is known that the ICE-s
and other trains
no special wheel and track sensors for online detection of
damage
and other hazards to the bike and track system (while driving);
the exact structure of the chassis of ICE trains with bogie is found
e.g. in "Train the
Future "by Wolfram
O. Martinsen, Theo Rahn, Hestra Verlag, 3rd edition, 1997, ISBN 3-771-0272-5. The
Drive diagnostics including
Wheelset diagnosis is carried out there as part of routine maintenance measures.
The track system itself is viewed and recorded after a
oral
Inquiry by the authors to the Deutsche Bundesbahn, (Cologne / Leverkusen
1997) about
regular
test runs;
so the track geometries with the help of special track measuring trains depending on
Track type checked at regular intervals; on
ICE routes, this maintenance activity takes place every 3 months. The
Sighting the tracks for breaks
and cracks occur over
so-called track test trains with the help
of ultrasonic measurements.
-
The
DE 195 44 217 C2 Refers to an ultrasound test device for testing a test body, in particular in the form of a railroad track, with at least one test head, designed as an electromagnetic ultrasound transducer, with a transmitting / receiving side facing the test body, with which ultrasound can be coupled into the test body, characterized in that in the area of a on a A large number of test heads are arranged on the surface of the test body rolling off the rolling surface of a test wheel, the transmission / receiving sides of which facing the test body come to rest in the contact area between the rolling surface and the surface of the test body when the test wheel is rolled on the test head.
-
An online recording of track
and bike-related data during
a train journey has not yet taken place. But this would become essential
increase
safety when traveling by train by responding in good time
Threats / damages
on the wheel track system
(e.g. by initiating a braking maneuver).
-
In addition, such an online registration system could
with (radio) connection to a central database system with evaluation part
part of the regular
Track test runs
to reduce.
-
The object of the invention is that
Train security (while
the ride)
and a reduction in test drives
to be reached on the track system.
-
This task is accomplished with a device
solved the features of claim 1.
-
The hardware and software design of the
Acquisition system with evaluation part can partly in existing systems,
such as. the train diagnosis system DAVID for ICE-s (see "Train the
Future "by Wolfram
O. Martinsen, Theo Rahn, Hestra Verlag, 3rd edition, 1997, ISBN 3-771-0272-5)
be embedded. The mechanical integration of the sensors can (in principle)
into the existing ICE-s bogie or bogie system (see "Train the
Future ", Wolfram O.
Martinsen, Theo Rahn, Hestra Verlag, 3rd edition, 1997, ISBN 3-771-0272-5
and the following chapters) or other train chassis. The
The invention itself can be applied to other high speed trains (e.g.
TGV) transmitted
and be realized.
-
Embodiments of the invention
are shown in the accompanying figures and are described in the following
Chapters / sections closer
described.
-
Show it:
-
1 : Concept overview
-
2 : ICE middle car
-
3 : Measuring sensors / bogie computer (DGR)
-
4 : Measurement example
-
5 : Possible event cataloging
-
6 : ICE train
-
7 : Power car
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The basic principle of the invention is here in 1 reproduced: The data recorded by suitable sensors during the train journey are forwarded to local or bogie-related local computers (so-called bogie computers) for evaluation, see 3 , The incoming measured values are subjected to a temporal and geometric correlation analysis on the bogie computers and interpreted as an "event" (eg derailment of a wheel set) and forwarded to a central computer in the drive head (drive head computer). There, all incoming events / data are in turn subjected to a temporal and geometric correlation. This allows the events reported locally by the individual bogie computers to be further classified globally, see For this 5 , This data interpreted in this way can then be sent via radio interface to a central database server (track database computer) for track monitoring, see 1 ,
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1 Applicable sensors
-
The sensors are used to record various measured variables that are used for evaluation be. Different measuring sensors are required for different physical quantities.
-
1.1 Distance sensor
-
The distance sensor is used for the measurement
the distance between the wheel bearing or bogie to the rail. The
Distance measurement is the central component in the measuring system
of their quality
the overall result of the system is dependent. Possibly. be in the field
of the powered bogie requires additional sensors.
-
For
the detection of the distance come different measuring systems
in question, which will be discussed briefly here. For the technical implementation
favors the inductive distance measurement. It should be determined
whether it is actually
for that for
this task is most suitable sensor.
-
Inductive measurement
-
The inductive distance measurement sees
an electrical resonant circuit in which a coil determines the frequency
Component is. The resonant circuit vibrates at a high frequency
(e.g. 100kHz), which increases with increasing distance from the rail
attenuation
gets smaller. The sensor contains a transmitter, which is one of the oscillation frequency
proportional voltage supplies. So the sensor delivers one
Distance proportional voltage.
-
Interferometer (laser)
-
A semiconductor laser sends one
Beam on the rail. An optics catches part of the from the rail
reflected beam and brings it with one out of the transmitted beam
decoupled part for interference. The resulting interference pattern will
scanned by photodiodes. The diodes must be arranged so that the direction of movement
of the pattern is recognizable. By counting the light pulses
the change in distance
be determined.
-
Mechanical measurement (role carried
with feather)
-
An additional role is emerging
the track with. The roller is mounted so that with a sensor (e.g. rotary encoder
or linear displacement sensor) the movement using standard systems
into a measurement signal
is converted.
-
Capacitive measurement
-
For the sake of completeness mentioned here.
-
ultrasonic measurement
-
For the sake of completeness mentioned here.
-
1.2 speed sensor
-
It must be the rotational speed of the
Wheels one
Axis to be measured. A sensor is required for each axle (wheel set). For that one can
Standard sensor (angle encoder) can be used. It may
an existing sensor in the system can also be used.
-
1.3 Measuring the spring immersion depth
-
It may be useful to add
some springs to measure the spring immersion depth. To do this, a corresponding
Sensor required.
If necessary, a commercially available one
linear transducers are used.
-
1.4 Structure-borne noise sensor
-
A certain technical charm
has the use of structure-borne noise sensors
(Microphones) at certain points in the bogie. With the appropriate
Hardware and software (see bogie calculator) can be simple
and not very sensitive
System that may be implemented however technically harder to
is realizing and will not work as precisely. It stays
however additionally
in contemplation.
-
1.5 Other sensors
-
At first, it remains open whether there are additional sensors
needed
become. Security can be measured by measuring other sizes
still be increased. To what extent that makes sense remains one
Subject to practical testing.
-
2 Geometric attachment
of the sensors
-
The sensors are at certain
Positions arranged in the bogie. Not every car
has a bogie, it can also be the bogie
act. Since the concept first
However, focusing on the ICE will be without limitation
versions
continuously spoken of the bogie.
-
2.0 distance sensors
-
Different points are conceivable
to which the sensors can be attached. The best should be experimental
be determined. The sensors have to
exactly about
the tread
the rail to position the exact distance
to be able to.
It may be possible
be that too
more or less than 2 sensors per wheel set are used.
Here is the first
assuming the use of 2 distance sensors.
-
The 2 shows schematically an ICE middle car with its 2 bogies from the side. 2 sensors are required per wheel set, 4 per bogie. Since this is a side view, only 2 sensors can be seen per bogie. There are several ways to attach it. A constellation should prove to be sufficient in the practical test. Two conceivable arrangements are described below:
-
Attachment point A
-
The sensors are with your
suspension
on the edge of the bogie and are therefore already vibrationally
behind the first damping.
Advantage is likely
smoother running
be disadvantageous, however, the decoupling from the wheelset, whereby
fine movements of the wheelsets
are rather difficult to grasp.
-
Attachment point B
-
The sensors are with your
suspension
at the bearing point of the wheelset and thus get every relative movement
to the rail exactly with. Advantage is likely
the more accurate recording of all movements could be disadvantageous
the bigger vibration
and be vibration.
-
Other attachment points
-
In addition, there are other positions
of the sensors conceivable (e.g. between the wheel sets). The number of sensors
can be dependent
the results of experimental experiments still vary.
-
2.1 speed sensor
-
The speed sensor (angle encoder)
sits anywhere on or on the axle of each wheel set
of the bogie. Because the wheelset sprung against the bogie
is stored, the rotary encoder is preferably in the bearing point of the
Attach and secure axis. Shouldn't be a convenient point
to be found can be tried, existing
To use components for speed generation. For this, e.g. on
Hall sensor above the interior ventilation
a brake disc. Possibly. can do this commercially
available
Sensor are used.
-
3 Sensor bracket
-
The sensor suspension is used to fix the
Sensors over their position
the rail and the attachment to the wheel suspension on the bogie. Hereinafter
the distance and angle sensors are discussed as examples.
-
3.1 Distance sensors
-
The suspension depends on the attachment point. Depending on this, different mounting frames are required, which are connected to the wheel set / bogie at different points. In 2 various possible suspension points are shown.
-
The sensor suspension should be as possible
be low in mass, torsion and vibration so that the sensor is as possible
exactly the movement of the suspension point
follows, and one if possible
experiences little own movement.
This gives great accuracy
reached.
-
3.2 Speed sensor
-
If the rotary encoder in the bearing point of the
No special suspension is required. Should the encoder between
the wheels
the fixed part can sit in the area of the brake discs
the encoder with a special, if necessary sprung, guide on
Bogie can be attached, or on the bracket of the brake calipers
to be attached.
-
4 Properties of the sensors
-
Due to the "rough" area of application
to the measuring sensors
(especially for
the distance measurements) have special requirements:
-
Robust housing
-
The sensor should be as possible
compact in its housing
sit. A metal tube with molded electronics is conceivable
and cable entry
at one end, similar
existing initiators.
-
Water-resistance / dirt tightness
-
The sensor must be watertight in a robust environment
(Rain, humidity, ...) and thus also be dirt-tight.
Water and pollution are allowed
no significant influence
the measurement result
to have.
-
temperature independence
-
The sensor must correspond to the area of application
Temperature fluctuations are insensitive. This can also be done by electronic temperature compensation
can be achieved.
-
For
who focused on here
Distance and speed sensors have to be specially requested:
-
4.1 Distance sensor
-
spatial resolution
-
The spatial resolution must also with high Ge speeds (eg 500 km / h) are so high that, for example, the "gap" on a switch frog can be clearly identified.
-
intrinsic safety
-
It is not enough, just that
Measurement signal of
Evaluate sensors. The online information on functionality
of the sensor can e.g. can be realized in that the inductive
Sensor a frequency-divided digital signal on an additional wire
with which it can be recognized whether the resonant circuit is still
works properly.
-
Low weight
-
Since the wheel / rail system is in motion,
oscillations and vibrations must be taken into account when recording measured values.
To one if possible
size
To achieve accuracy, the sensor should be as light as possible to
its suspension possible little
to vibrate. He should follow the movement of his suspension as precisely as possible.
The sensor electronics should therefore be designed as small and compact as possible
his.
-
4.2 Speed sensor
-
The rotation angle resolution of the
sensor used should be as possible
be high (≪ 360 °) by as much as possible
quick and precise changes
to be able to recognize the speed and non-circular running.
-
5 bogie computer (DGR)
-
There is a bogie computer (DGR) in each bogie (possibly bogie if there is no bogie). The DGR has the task of processing the measured values recorded by the sensors. The sensors installed in the bogie are connected to the DGR (see 1 and 3 ).
-
For
the bogies of the powered heads
may the same sensors are used as in the bogies
the middle car. It is conceivable to install additional sensors in the power car,
to capture sizes
that are not for security, but additional information about the
Deliver track:
-
Gauge measurement
-
The track gauge can be measured by distance sensors
be made from the inside the distance between
Bogie or wheel suspension
measure to the rail.
-
Other additional sensors
-
By attaching further sensors
Is it possible,
to record further track sizes here.
-
The power car is therefore suitable
because it only exists twice on a train. This additional
Sensors would
make less sense in the middle car.
-
5.1 Hardware
-
A cross-car connection of the bus system must be implemented. This connects all DGRs with each other and connects them to the power unit computer, which is only required in one of the power units ( 1 and 6 ). Each DGR is assigned a unique ID (DGR-ID for short) for the bogie measurement analysis.
-
5.1.1 Basic equipment
-
The DGR consists e.g. from a microcontroller
(MCU) with flash ROM and AD converter. The measured values of the
Distance sensors converted into digital values and processed by the MCU.
The sample rate must be high
enough to be almost punctual even at high speeds
route-related resolution
to ensure.
All DGR's are over one
galvanically isolated bus system connected to each other across the cars.
For this, e.g. a CAN bus. The measuring sensors connected to the DGR
e.g. monitored by continuously measuring the current consumption.
This measure
is part of self-monitoring
of the system and ensures that electronic failure or
a sensor tear as soon as possible
is noticed. When using the inductive distance measurement by
e.g. through a counter
counted down the divided signal for each sensor in order to perform a function check
of the sensors
(see distance sensor).
-
The software is in a flash ROM
stored and should be programmable externally (if necessary via the
Bus system). So that could
a software update can even be carried out from the power unit. It is
also possible,
that no ROM is included, and each DGR has its own operating program
fetched from the power train computer by bootstrap.
-
For
structure-borne noise sensors
(as additional if necessary
needed
Components), a digital signal processor (DSP) system is required to
perform the required Fast Fourier Transformation (FFT)
can.
The DSP system is over
an interface connected to the MCU of the DGR.
-
5.1.2 Other properties
-
Almost the same requirements apply here as for sensors. If it turns out to be too complex to install the DGR in the bogie, it can also be optionally installed in the car body. However, this would have the disadvantage that the sensors are further away from the DGR and all measuring lines have to be routed over the bogie to the car body. Should However, if this construction proves to be useful, it would also be conceivable to use only one DGR per car, which then serves both bogies. However, it is initially assumed that a DGR is used for each bogie.
-
vibration resistance
-
The DGR must be vibration-proof. There
he is in the bogie, he is increased mechanical stress
exposed.
-
water resistance
-
Because the DGR is outside
of the car body, it is exposed to harsh environmental influences,
and therefore must
Completely
be encapsulated. Particular attention is paid to the implementation of the
connections
to watch out for, as there are increased pressure ratios
can result from wind.
-
temperature compensation
-
The DGR must be reliable over the whole possible
Temperature range work. Various circuit parts may also be necessary for this
be (e.g. compensation on the flash converter)
-
design
-
The DGR should be implemented as a kind of "black box"
be that has only a single connector. Possibly. is a
Construction as a "plug
advantageous in "component.
The DGR is therefore easy to replace from below.
-
5.2 Software
-
Here only those for the idea
the design of relevant and necessary software components in the
Listed in terms of a rough specification.
-
Those recorded by the DGR while driving
readings
are subjected to a temporal and geometric correlation analysis
and above
interpreted.
-
5.2.1 Basic equipment / functional principle
-
The 4 distance sensors continuously deliver the
Distance between bogie and rail. Due to the high sample rate
of the AD converter can record the software almost continuously,
what is the exact distance between the bogie and the rail.
-
The functionality of the software should
are explained using the following example:
-
Passing a gap in the heart of a switch ( 4 )
-
It is in 3 Assume that the bogie moves slowly on the track from left to right, and that on one side of the track there is the heart of a switch with a short system-related recess / notch in the rail. The named notch is in this example on the in the 3 specified side with sensors 1 and 2. The distance sensor 1 first passes the gap (see 4 ). The distance between the sensor and the rail increases significantly for a short time in order to then measure the original distance again for a short time. The first wheel set now passes the gap. The wheel slumps down a little into the gap and returns to its previous height after passing the gap. This "descent" is noticed by the distance sensor 1, it comes closer to the rail for a short moment. The second wheel set now approaches the gap and the process is repeated accordingly. The wheel "descends" and the associated sensor 2 approaches briefly the rail, and finally the sensor 2 itself passes over the gap, and delivers a short but large change in distance to the DGR. This overall process can be interpreted by the DGR as a turnout event; the qualitative course of measurement can be found in 4 played.
-
Possibly. additionally required components
-
Should the structure-borne noise sensor with DSP be used
come is for
the DSP system also requires software. The signal from the structure-borne noise sensor
is digitized with a high sampling rate and a Fast Fourier
Undergone transformation (FFT) to the amplitude values over the
Gain frequency spectrum. This makes a differentiation
the vibrations occurring in the bogie possible and an assignment of
Sounds
to known events (e.g. noise comes from grinding the wheel flange
on the inside of the rail, ...) can be manufactured. The DSP
compares the spectrum obtained error tolerant against one
Collection of standard spectra that were determined on test drives.
It must also
the overlap
from several known events. Stay
spectra that cannot be interpreted after the assignment is
assume that a
so-called event (special event) has occurred. This event
is handed over to the actual DGR.
It is also conceivable that here
for fast signal processing and comparison of several systems
with division of responsibilities.
-
5.2.2 Events
-
An event is a software from the DGR Interpreted analysis of measured values, which can correspond to a movement of a wheel set or the entire bogie that deviates from normal behavior (driving straight ahead on an idealized track). Disruptions in the rail or normal system-related events (e.g. on switches) can also be an event. Most events are also dependent on the current speed of travel with regard to signal acquisition. Important system-specific processes in the DGR can also be an event (e.g. reboot of the DGR, detected sensor failure, ...). All events are forwarded to a central location as event packets via the bus system. The actual event-defining raw data (sample values) are not sent as such. Only important parameters of the event are sent. Additional information is added to the event-related data. The following list does not claim to be complete at the moment. The following information can be useful:
-
Event related data
-
Event type, length of the event, maximum
Amplitude, DGR-ID
-
timestamp
-
The DGR gives its current timestamp
with to enable an exact time allocation of all events,
and thus a chronological comparison with events delivered by other DGR's
to be able to do.
-
Current event accompanying
values
-
Exact current speed wheel set
1 and 2
-
Alive events
-
The DGR generates at regular intervals (e.g.
an alive event every 60 seconds, even if there are no other events
were recognized. The DGR thus signals its correct function.
Due to the timestamp (s) contained in the event, it is also possible to
central point in another system (power car computer)
Times of all DGR's
to synchronize.
-
5.2.3 Software detection
of events and systemic influences
-
The following events play
a role in error detection. Are certain held in the system
sliding limit values exceeded,
an event is reported. The DGR differentiates here by what
for one
Type of event. It becomes between fatal and normal
Events.
-
The following list has
no claim to completeness
but should currently explain possible events.
-
5.2.3.1 Detection of fatal
error
-
Fatal mistakes that could result in an accident
can cause
have to
be clearly recognizable and deliver a corresponding event. It
it is important that the
DGR clearly recognizes these events as an event because of events
of this kind of danger can be in execution. A clean detection of the
Event type is important here.
-
Damage to wheel tires
-
Have damage to the tread
on the one hand result in a non-circular run, which may also result from
the corresponding rotary encoder can be recognized, or leads to a
distance change of the corresponding correlated with the wheelset rotation angle
Sensor. This event is clearly recognizable. Furthermore
likely
the differentiated amplitude values differ greatly from those of a normal one
Differentiate rolling.
-
Loss of wheel tires
-
The loss of a wheel tire through
Jump off and drag along or complete loss of the tire
becomes reliable
due to high distance changes
the associated
Distance sensor detected. Again, there is a correlation with that
Wheelset rotation angle possible,
but probably not as synchronous as if the tread was damaged. Possibly.
the force of the flaking can also damage the sensor or
tear.
-
Achsbruch
-
A broken axle is likely to occur next to the asynchronous
Behavior of the rotation angle signals even in strong vibrations of the
make the corresponding wheel set noticeable. These are about the
belonging to the wheelset
Distance sensors detected.
-
Derailing wheelsets
-
A wheel set can be derailed by
brief one-sided increase in distance at the moment of rolling over
the rail through the flange with subsequent lack of the distance signal
on the corresponding wheelset, since none after the derailment
There is more rail under the wheelset, the wheelset "hangs" in the
Air.
-
Derailing bogies
-
Derailing a complete bogie
stands for
similar to the DGR
represents how for
derailing a wheelset, just that (probably out of sync)
both wheelsets
show the same behavior.
-
5.2.3.2 Detection of
normal events
-
Normal events are events
that can occur in the wheel / rail system at any time, and possibly also in terms of interpretation
May have relevance.
Some of these events have a very similar appearance,
so here
not always a neat classification of events per se
possible
will be, but the event is still recorded cleanly.
The following are examples of normal events:
-
bogie roll
in the track (translational / rotary)
-
The bogie is not rigid,
but has a certain dynamic. This should be as long as
it doesn't exceed a certain threshold, not one
Lead event.
Since all four sensors are equally affected by the roll movement
correct detection should be possible. If exceeded
certain differentiated amplitude values becomes a bogie event
recognized. At this point it may also be useful to do so
to use an FFT.
-
Out of round wheels / wheel tires
-
Out-of-round wheels or wheel tires can go through
lightweight wheelsets or wheelsets, synchronized with the associated rotary encoder
ongoing changes in distance
be recognized. U.U. it is also possible to go through this event additionally
a slight jitter in proportion
to detect the two rotation angle signals synchronously with the wheel set speed.
An overshoot
a predefined threshold value causes this event to occur.
-
Loose wheel tires
-
Loose wheel tires are heavy
to recognize. The greatest opportunity
could
arise during the braking process, if by turning a wheel tire
the rotary encoder for a short time (for the period of rotation)
an overly asynchronous
Deliver signal. The distance sensors will probably not be used for this
deliver evaluable signal. Such an event may be
only to be seen speculatively, but should be taken seriously if it occurs frequently
become.
-
Damage to the rail surface
-
Damages in the rail surface run along
Bogie speed on one side under the distance sensors
by. This process should be clearly recognizable, and if exceeded
generate an event at a certain threshold.
-
Damage to welds
-
Damage to welds is likely
in the same form as general damage in the
Rail surface.
With a crack can
however, possibly another signal obtained with the distance sensors
because the small gap changes the magnetic properties. This
Operation will be exceeded
generate an event at a certain threshold.
-
Larger rail cracks
-
Larger rail cracks give that
same "picture" as the general
damage
on a rail, only with a larger amplitude.
-
Driving over lashed rail connections
-
Driving over lashed rail connections
creates a similar one
Signal like the above operations. However, it may be possible that through
the possibly larger distance
of the two rails and the height difference
a signal is generated.
-
This is rather an exception,
since this type of connection is used almost only in construction phases
is, and therefore actually has no relevance. But not there
excluded
is that a
High-speed train also (slowly) drives through one
he here of completeness
half mentioned.
-
Passing turnouts
-
When driving over switches
on the the centerpiece
passing rail the gap measured. It is a clear one
Rail event that is recognized as the weld event
but with a much larger amplitude
and greater length.
-
Lowering in the track bed
-
Lowering in the track is rather difficult to detect with the DGR alone. The distance sensors located in the direction of travel measure when entering the depression because they are not perpendicular to the wheelset storage, for a short period of time a flat, slight increase in the distance to the rail, and when moving out of the depression a similarly running An approximation. This process will generate an event when a certain threshold is exceeded.
-
5.2.3.3 Compensation of
known effects
-
Known effects are events
that can occur in the wheel / rail system at any time and also in terms of measurement technology
are relevant, but should not lead to an event since they do not indicate
existing uncertainties can still give orientation
serve. To be mentioned here:
-
Interference fields due to inductive train protection
or other rail-specific detectors
-
Such interference fields become similar to those
General rail damage described above, but have a clear
weaker
Signal due to the relatively large spatial extent of the detector
rather longer
and is only measured twice per bogie, as the process
no effect on the wheel sets
itself has.
-
Driving over welding points
-
Welds may have other magnetic
Properties than the normal rail material and therefore
when driving over
measured by the sensors. The DGR can clearly identify this event
Recognize as a track event, because the seam is successively on both
Sensors comes over. A counter calculation against the current speed (angle encoder)
documents this event.
-
Different rail materials
-
Because the rails are not exactly the same
have magnetic properties, one after each weld
slight
other distance can be measured. This is unlikely to be worth mentioning
Have influence,
and should work through even action
can be recognized on all sensors and not an event
to lead.
-
Inductive interference fields
by e.g. Track return currents
-
Such interference fields are usually very low frequency
(e.g. 16 2/3 Hz) and act on all distance sensors almost simultaneously
and with the same intensity.
Such fields should be recognizable by software.
-
Signal interpretation at
accelerated movements
-
By immersing the bogies
and wheelsets
the distances when accelerating and
Braking with a delay-dependent offset
afflicted. This effect can be changed by changing the axle speed
Angle of rotation encoder of the wheel sets
be compensated.
-
Interference fields due to reverse and
coupling currents
-
The inductive distance sensors induce in
the rail has a low eddy current caused by the movement of the
measuring system
a reverse flow in the direction of travel
generated in the sensor. This should be algorithmically compensable.
-
Earth's magnetic field, local
Earth's magnetic field effects (e.g. inhomogeneities)
-
The low earth magnetic field should
no significant influence
have the sensor signal, as it is almost constant locally.
If this is not the case, it acts equally on all sensors, and
can be compensated with it.
-
Coriolis force
-
The Coriolis force may
mainly on routes in north-south direction one-sided wear
arise on the track. Because this is a very slow acting
Effect acts, and probably no significant on the measuring system
Has influence
he can probably be neglected
become.
-
5.2.4 Redundancy in the
Meßwertertassung
-
To one in the event of a failure
Sensors do not waive the reliable detection of events
to have to,
another through over-interpretation
Generating an event that does not exist is a plausibility check of the
Sensor signals recommended.
-
distance sensors
-
Track-related events always pass under at least 2 distance sensors. In addition to normal sensor monitoring, two events can always be monitored against each other via such events ( 3 , Sensors 1 and 2, sensors 3 and 4).
-
Rotary encoder
-
The angle encoder of the wheel sets should be under
provide an almost identical signal under normal conditions if
one presupposes that between the
two wheelsets
an almost negligible
There is slippage. An incorrect measurement can at least be recognized.
A total failure of a rotary encoder is due to the failure of
Angular pulses can be seen.
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If there is too big a difference between the two angle signals, there is either an acute problem (event!) Or an encoder is de fect. A track event can be used to determine which of the two sensors provides the wrong information. Since a track or rail event "passes" one after the other under the two wheel sets, the speed can be determined on the basis of the known distance between the distance sensors. This information is compared with that of the rotary encoder.
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6 power car computer (TKR)
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The TKR has the task of evaluating and collecting the local events reported by the DGRs. A schematic representation of the TKR is in 7 ,
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6.1 Hardware
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The hardware is
in the broadest sense a commercial computer with a hard drive,
which has an interface to the DGR's bus system. A display is available for the train driver.
A direct connection to the quick brake system should also be
consist. additionally
the TKR can optionally via
a radio data connection a connection to a central track database system
build up track-related events for further evaluation
to deliver. This system is an optional addition to the
Concept. It could
make sense to design the TKR redundantly, or error tolerant
Use hardware (e.g. ECC RAM, ...).
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6.2 Software
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Here only those for the idea
the design of relevant and necessary software components in the
Listed in terms of a rough specification.
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The TKR processes all events reported by the DGRs and carries out a temporal and geometric correlation analysis. The events interpreted locally by the DGR can thus be further classified or classified globally ( 5 ).
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In principle, all events
set in a database via the radio data connection
optionally sent to a central track database system
can.
enumerate
are here:
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Track Event
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Track events are events
the all DGR's one after the other
noticed in the direction of travel. Based on the in the event messages
contained timestamps can have a clear chronological relationship
between different events reported by the DGR's
become. The time offset corresponds to the current speed,
based on the distance between the bogies. These events
are summarized
and entered as an individual track event in the TKR's database.
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Bogie event
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Bogie events are events
that only come from a bogie, and possibly with problems
point out the corresponding bogie. With frequent events of this kind
from the same DGR must be from
a problem in the bogie or wheelset (depending on the event)
become. These events are of higher relevance (frequent occurrence)
also entered in the database, and a message to the
motorman
triggered
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The software has the following additional functions
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redundancy
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Track events by one or
not a few DGR's
be reported, and track events by only one or a few
DGR's are reported
may interpret to a problem of the respective DGR's. Clarity can be found here in the TKR
provide concurrent reporting statistics.
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Information Display / Alarm Detectors
at the train driver
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The train driver should have the option
have slight disorders
Decide what to do in the bogie area. To
the TKR is connected to a display on the train driver on the corresponding one
Messages can be issued.
Optional is additional
to provide an alarm lamp / horn.
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Connection to the quick braking system
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Massive disruptions, such as derailment of wheelsets or
Bogies produce a high number of corresponding ones in a short time
Events (wheelset / bogie derailment, possibly also in combination
with further events). In the case of massive disruptions, it could make sense to use a
To initiate a quick braking connection to the rapid braking system.
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Wireless data connection
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about
the TKR has an interface connected to a radio data transmitter.
The radio data connection is optional and is not used to increase the
Safety.
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TKR creates something similar
System like "Black
Box "on the plane
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By logging events in the TKR database, it would be conceivable to retrospectively collect the data collected there in the event of an accident evaluate, and thus to get a precise insight into the course of the accident. In this case, the TKR system is a similar system to the so-called black box (flight data recorder and voice recorder) on the aircraft.
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Wireless data connection
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The radio data connection is optional,
and serves the transmission
of track-related events to a central track database system
further evaluation. It is sufficient if the radio link only during the
Stop time used in larger train stations
can be. So it is limited
the establishment of fixed remote sites on a few points
on the route network. records
that have been sent are removed from the TKR database.
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7 central computer (track database computer,
GDBR)
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In the track database calculator they are about the respective
Driving computer received measured values database
to keep and evaluate centrally. Communication between the
single power head computer and the central track database computer
is (in addition to later
Applications) for the
Data transfer bidirectional. Basis of a hardware and
Software specification for
the concept proposed here is the exact elaboration of a
Data model including
a data flow analysis,
with regard to data-based embedding in the already
existing rail infrastructure. The (software) specification
for the
(Automated) evaluation of the track-relevant data received
is also in connection with (possibly) already existing software components
perform.
A standard database system (e.g. Oracle) can be used for this
be that over
an interface connection to the radio interfaces of the stations for reading
the power car computer data is connected. Another data link
to existing rail systems (route data ...) must also
will be realized. The software calculates from the transmitted
Data of the power train computer the statistical route and
the outlier values,
automatic notifications for route improvements can be generated. This
Database forms possibility
for global
Track network monitoring.
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7.1 Hardware
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The hardware should be created or
customized
be that the
from the individual TKR's
sent data, e.g. due to system crash of one of the involved
Hardware components (radio adapter, track database computer, network router,
Hard disks (RAID), power supplies, ...) cannot be lost. A
possibility
is all for
relevant to the data flow
Hardware components to be designed multiple times.
A UPS system is recommended against a power failure.