DE19827271C5 - On-line recording system with evaluation unit for wheel and track-related data for high-speed trains - Google Patents

Abstract

contraption for the online registration and evaluation of bike- and track-related Data for High-speed trains to increase train safety and reduction of track checks, with sensors on the bogie or chassis over the tread the rail are arranged and the distance to the tread during the Train movement, and whereby an inductive, interferometric (laser), provided mechanical, capacitive or ultrasound-assisted distance measurement is.

Description

The The invention relates to a device for online detection and evaluation wheel and track related data for high-speed trains.

State of the art

It is known that the ICE-s and other trains No special wheel and track sensors for online recording of damage and other dangers on the wheel and track system (while driving); the exact structure of the chassis of ICE trains with bogie finds one z. B. in "train the Future "of Wolfram O. Martinsen, Theo Rahn, Hestra Verlag, 3rd edition, 1997, ISBN 3-771-0272-5. The Drive diagnostics included Wheelset diagnosis is carried out as part of routinely performed maintenance measures. The sighting and detection of the track system itself takes place after one oral Request from the authors of the Deutsche Bundesbahn, (Cologne / Leverkusen 1997) regularly held test runs; so the track geometry with the help of special track measuring depending on Track type checked at regular intervals; on ICE routes, this maintenance activity is done every 3 months. The Sighting of the tracks for breaks and cracks occur over so-called track checks with help of ultrasound measurements.

The DE 195 44 217 C2 refers to an ultrasonic testing device for testing a test body designed in particular as a railroad track with at least one test head having an ultrasonic transducer to which ultrasound can be coupled into the test body, characterized in that in the region of one on one Surface of the specimen rolling off rolling surface of a test wheel a plurality of probes is arranged, the test body facing the transmitting / receiving sides come to rest when rolling the test wheel on the probe in the contact area of the rolling surface and surface of the specimen.

A online recording of track and wheel related data during a Train ride is not done so far. But that would become an essential one increase the safety of trains by timely reacting to Threats / damages on the wheel track system (eg due to an initiated brake maneuver) to lead.

Furthermore could Such an online detection system with (radio) connection to a central database system with evaluation part a part of the regularly occurring Track test runs to reduce.

task

task The invention is to increase the train safety (while driving) and a reduction of test drives to reach the track system.

This The object is achieved by a device having the features of the claim 1 solved.

The Hardware and software design of the Detection system with evaluation part can be partially integrated into existing systems, such as For example, the train diagnostic system DAVID for ICE-s (see "Train of the Future "of 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) in the existing bogie system of ICE-s (see "Train of the Future ", Wolfram O. Martinsen, Theo Rahn, Hestra Verlag, 3rd edition, 1997, ISBN 3-771-0272-5 and subsequent chapters) or other train chassis become. The invention itself can be applied to other high speed trains (e.g. TGV) and realized.

embodiment

embodiments of the invention are shown in the accompanying figures and will be in the following chapters / sections.

It demonstrate:

1 : Concept overview

2 : ICE intermediate car

3 : Measuring Sensor / Bogie Computer (DGR)

4 : Measuring example

5 : Possible event cataloging

6 : ICE train

7 : Powerhead

The basic principle of the invention is in this case in 1 reproduced: The detected during the train ride on suitable sensors data are forwarded to the evaluation of driving or bogie-related local computer (so-called bogie computer), s. 3 , On the bogie computers, the incoming measured values are subjected to a temporal and geometric correlation analysis and interpreted as an "event" (eg as a derailment of a wheel set) and transmitted to a central computer in the power train (drive head computer) forwarded. There, all incoming events / data are again subjected to temporal and geometric correlation. Thus, the events reported locally by the individual bogie computers can be globally classified further, s. For this 5 , These interpreted data can then be sent via radio interface to a central database server (track database computer) for track monitoring, s. 1 ,

1 usable sensors

The Sensor is used to capture various variables that used gene for evaluation become. There are different measuring sensors for different physical Sizes needed.

1.1 distance sensor

Of the Distance sensor is used to measure the distance between wheel bearings or bogie to the rail. The distance measurement is the central component in the measuring system of their quality depends on the overall result of the system. Possibly. be in the field of the power bogie further additional sensors needed.

For the capture the distance different measurement systems in question, on the will be briefly discussed here. For the technical realization is favored by the inductive distance measurement. It has to be determined if this is really the case for them Task is the most suitable sensor.

Inductive measurement

The inductive distance measurement sees an electrical resonant circuit before, in which a coil is a frequency-determining component. The resonant circuit vibrates at a high frequency (eg 100kHz) with decreasing distance to the rail by increasing damping gets smaller. The sensor includes a transmitter, which is one of the Schwingkeisfrequenz provides proportional voltage. Thus, the sensor delivers a Distance proportional voltage.

Interferometer (laser)

One Semiconductor laser sends a beam on the rail. An optic catch one Part of the reflected beam from the rail and brings this with a decoupled from the transmission beam part for interference. The resulting interference pattern is scanned by photodiodes. The Diodes must be like that be arranged that the Movement direction of the pattern is recognizable. By counting the Light pulses can change the distance be determined.

Mechanical measurement (carried roll with feather)

A additional Scroll is running on the track with. The roller is mounted so that with a sensor (eg or linear displacement transducer) the movement by means of standard systems in a measuring signal is converted.

Capacitive measurement

Here the completeness mentioned with half.

ultrasonic measurement

Here the completeness mentioned with half.

1.2 speed sensor

It must the Rotational speed of a wheels Axis can be measured. For this purpose, one sensor is required per axle (wheelset). For this one can Standard sensor (rotary encoder) can be used. It can possibly also a sensor already present in the system can be used.

1.3 Measurement of spring immersion depth

It may be useful, in addition on some springs to measure the spring immersion depth. This will be a corresponding sensor needed. Here may possibly be a commercial Linear Wegnehmer come used.

1.4 Structure-borne sound sensor

a The use of structure-borne noise sensors has a certain technical charm (Microphones) at certain points in the bogie. With the appropriate Hardware and software (see bogie calculator) can be a simple and little susceptible System can be realized, the u. U., however, technically difficult realize and will not work so well. It stays however, in addition in consideration.

1.5 more sensors

It stay first open, if more sensors needed become. Safety can be improved by measuring further sizes be increased. To what extent this makes sense remains one Practice test reserved.

2 Geometric mounting of the sensors

The sensors are placed in certain places in the bogie. Since not necessarily every car has a bogie, this can also be the chassis. However, since the concept initially concentrates on the ICE, without limitation of the embodiments is continuously from Bogie talked.

2.0 distance sensors

It Various points are conceivable to which the sensors are attached can be. The best should be determined experimentally. The sensors must be exactly above the tread The rail can be positioned to measure 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 further below assumed the use of 2 distance sensors.

The 2 schematically shows an ICE intermediate car with its 2 bogies from the side. 2 wheels per wheel set are required, 4 per bogie. Since this is a side view, only two sensors per bogie are visible. There are several ways of attachment located. A constellation should prove sufficient in the practical test. Two conceivable arrangements are described below:

Attachment point A

The Sensors are located with their suspension on the edge of the bogie and are thus vibration technology already behind the first damping. Advantage is likely a smoother running be disadvantageous, however, is the decoupling of the wheelset, which fine movements of the wheelsets rather bad to grasp.

Attachment point B

The Sensors are with their suspension at the bearing point of the wheelset and thus get exactly any relative movement to the rail. advantage might could be the more accurate capture of all movements, however disadvantageous the greater vibration and vibration.

Other attachment points

Furthermore Further positions of the sensors are conceivable (eg between the Wheel sets). The Number of sensors can be dependent the results of experimental trials still vary.

2.1 Speed sensor

Of the Speed sensor (rotary encoder) is located anywhere or on the axle of each wheelset of the bogie. Because the wheelset compared to the Bivvy suspension is stored, the rotary encoder is preferred to be mounted and fastened in the bearing point of the axle. Should not favorable point can be found for attachment, can be tried existing To use components for speed generation. This can z. B. a Hall sensor above the interior ventilation a brake disc are attached. Possibly. this can be a commercial available Sensor can be used.

3 holder of the sensors

The sensor suspension serves to fix the sensors in their position above the Rail and the attachment to the suspension on the bogie. Hereinafter is exemplified on the distance and rotation angle sensors.

3.1 distance sensors

The suspension depends on the attachment point. Depending on this different mounting racks are required, which are connected at different points with the wheelset / bogie. In 2 various possible suspension points are shown.

The sensor suspension should be possible low in mass, torsion and vibration, so that the sensor as possible exactly the movement of the suspension point follows, and one as possible experiences little proper movement. This will be a great accuracy reached.

3.2 Speed sensor

If the rotary encoder is mounted in the bearing point of the axis is no special suspension needed. Should the dealer between the wheels sitting in the area of the brake discs, the fixed part can the encoder with a special, possibly cushioned leadership on Bogies are attached, or on the bracket of the brake calipers be attached.

4 Characteristics of the sensors

conditioned through the "rough" area of use to the measuring sensors (especially for the distance measurements) made special demands:

Robust housing

Of the Sensor should be as possible compact in its housing to sit. Conceivable is a metal tube with cast-in electronics and cable entry at one end, similar existing initiators.

Water-resistance / dirt tightness

The sensor must be waterproof in a robust environment (rain, humidity, ...) and therefore also dirt-tight. Water and dirt may not have a significant influence on the measurement result.

temperature independence

Of the Sensor must be against Insensitive to the field of application corresponding temperature fluctuations be. This can also be achieved by electronic temperature compensation become.

For the here focused on Distance and speed sensors are specially to request:

4.1 Distance sensor

spatial resolution

The spatial resolution must also at high speeds (eg 500 km / h) be so high that z. B. the "gap" on a switch frog is clean can be recognized.

intrinsic safety

It is not sufficient to evaluate only the measuring signal of the sensors. The online information on the functionality of the sensor can, for. B. be realized in that the inductive sensor is a frequency-divided Digital signal on an additional wire sender, at which it can be recognized whether the resonant circuit is still works properly.

Low net mass

There the system wheel / rail is in motion, are vibrations and vibrations during the measured value acquisition to take into account. To one as possible size To achieve accuracy, the sensor should be as light as possible in its suspension little possible to get into vibration. He should as precise as possible to participate in the movement of his suspension. The sensor electronics should therefore be designed as small and compact as possible be.

4.2 Speed sensor

The Rotational angular resolution the sensor used should be as possible be high (<< 360 °) around as possible fast and accurate changes to be able to recognize the speed and non-round running.

5 bogie computer (DGR)

In each bogie (possibly chassis, if no bogie is present) is a bogie computer (DGR). The task of the DGR is to process the measured values recorded by the sensors. The DGR has the sensors installed in the bogie connected (see 1 and 3 ).

For the bogies the powerhouses can u. U. the same sensors are used as in the bogies the middle car. It is conceivable to attach further sensors in the drive train, to capture sizes, which do not serve security, but additional information about that Deliver track:

Gauge measurement

The Track gauge can be made by distance sensors, from the inside the distance between bogie or suspension to Measure rail.

Other additional sensors

By Attachment of additional sensors makes it possible to record further track sizes here.

Of the Powerhoe is suitable because he only two times on a train is available. This additional Sensor technology would make less sense in the middle cars.

5.1 hardware

It must be realized a cross-carriage connection of the bus system. As a result, all DGR are connected to each other, and connected to the drive head computer, which is needed only in one of the power cars ( 1 and 6 ). Each DGR is assigned a one-to-one ID (DGR-ID for short) for bogie-wide measured value analysis.

5.1.1 Basic equipment

Of the DGR exists z. B. from a microcontroller (MCU) with flash ROM and AD converter. In the AD converter, the measured values of the distance sensors become converted to digital values and processed by the MCU. The sample rate has to go up be enough to be almost punctual even at high speeds distance-related resolution to ensure. All DGR's are over one galvanically separated bus system interconnected with each other. For this purpose z. B. a CAN bus. The measuring sensors connected to the DGR be z. B. monitored by continuous measurement of power consumption. This measure is part of self-monitoring of the system and ensures that electronic failure or a sensor break as soon as possible is noticed. When using the inductive distance measurement is through z. B. by a counter depending Sensor the divided signal is counted, thus a function check to allow the sensors (see distance sensor).

The software is stored in a flash ROM and should be externally programmable (possibly via the bus system). Thus a software update could even be done by the headhunter. It is also possible that no ROM is included, and every DGR gets its operating program via bootstrap from the headend computer.

For the structure-borne sound sensor (as possibly additional needed Components), a Digital Signal Processor (DSP) system is needed to perform the required Fast Fourier Transformation (FFT) can. The DSP system is over an interface is connected to the MCU of the DGR.

5.1.2 Other properties

Here Almost the same requirements apply as for the sensors. Should it be prove too expensive to install the DGR in the bogie, Optionally, it can also be laid in the car body. This but would have to the disadvantage that the Sensor is located farther away from the DGR, and all test leads over the Bogie must be performed in the car body. Should However, this construction would prove useful, it would be It is conceivable to use only one DGR per wagon, which then uses both bogies served. It will, however, first assumed that ever Bogie a DGR is used.

vibration resistance

Of the DGR must be vibration-proof be. Since he is in the bogie, he is increased mechanical Exposed to stress.

water resistance

There the DGR outside car body is exposed to harsh environmental conditions, and therefore must Completely be encapsulated. Particular attention is paid to the implementation of the connections to pay attention, since increased pressure conditions can result by wind.

temperature compensation

Of the DGR must be reliable over the entire possible Temperature range work. This can also require different circuit parts be (eg compensation at the flash converter)

design

Of the DGR should be realized as a kind of "black box" be who has only a single connector. Possibly. is a Construction as "plug in "component advantageous. The DGR is thus easily interchangeable from below.

5.2 Software

Here Only the ones for the idea of designing relevant and necessary software components in the sense of a rough specification.

The while The measured values taken by the DGR during the journey are timed and subjected to geometric correlation analysis and interpreted over it.

5.2.1 Basic equipment / operating principle

The 4 distance sensors continuously provide the distance between the bogie and rail. Due to the high sample rate of the AD converter, the Software almost continuously capture how high the exact distance between bogie and rail is.

The Functionality of the software is exemplified by the following example explained become:

Overpass of a gap in the center of a turnout ( 4 )

It will be in 3 assumed that the bogie on the track moves slowly from left to right, and that is located on the one side of the track, the heart of a switch with a short systemic depression / notch in the rail. The named notch is located in this example on in the 3 indicated side with the sensors 1 and 2. The distance sensor 1 passes first the gap (see 4 ). The distance between the sensor and the rail increases significantly for a short time and then returns to the original distance for a short time. The first set of wheels now passes the gap. The wheel sinks a bit down into the gap and comes back 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 set of wheels now approaches the gap, and the process repeats correspondingly in reverse The wheel dips ", the associated sensor 2 approaches short of the rail, and finally the sensor 2 itself passes over the gap, providing a short but high distance change to the DGR. This overall process can be interpreted by the DGR as a switch event; the qualitative measurement process can be found in 4 played.

Possibly. additional components required

If the structure-borne sound sensor with DSP is used, software is also required for the DSP system. The signal from the structure-borne sound sensor is digitized with a high sampling rate and subjected to a Fast Fourier Transformation (FFT) to obtain the amplitude values over the frequency spectrum. This makes it possible to differentiate the vibrations arising in the bogie and to assign the noises to known events (eg noise comes from the grinding of the wheel flange on the inside of the rail, etc.). For this purpose, the DSP compares the acquired spectrum with a fault tolerance against a collection of standard spectra which were determined on test drives. The overlapping of several known events must also be taken into account. If, after assignment, spectra which can not be interpreted remain, it can be assumed that a so-called event (special event) has occurred. This event is passed to the actual DGR. It is also conceivable that here several systems with task sharing are used for fast signal processing and comparison.

5.2.2 Events

One Event is a measured value analysis interpreted by the DGR by software, the one of normal behavior (straight ahead on an idealized track) deviating movement of a wheelset or the entire bogie can correspond. Also disturbances in the rail or normal systemic incidents (eg Switch) to be an event. Most events are regarding the Signal acquisition also from the current driving speed dependent. Important system-specific processes in the DGR can also be an event (eg reboot the DGR, detected sensor failure, ...). All events are sent as an event packet via the bus system to a central Job forwarded. The actual event-defining raw data (Sample values) are not sent as such. It will only important parameters of the event are sent. The event-related Data will be added more information. The following list raises currently not exhaustive. Following informations can be useful:

Event related data

• Event type, length of the event, maximum amplitude, DGR-ID

timestamp

Of the DGR gives its current timestamp to an exact time Allocation of all events allow, and thus a chronological comparison with from other DGR's to make delivered events.

Current event-accompanying values

• Exact momentary speed wheelset 1 and 2

Alive events

Of the DGR generates at regular intervals (eg. Every 60 seconds) an alive event, even if no events otherwise were detected. As a result, the DGR signals its correct function. The timestamp (s) contained in the event also makes it possible to central point in another system (drive head computer) the Times of all DGR's to synchronize.

5.2.3 Software-based detection of events and systemic influences

The subsequent events play a role in error detection. If certain sliding limit values stored in the system are exceeded, an event is reported. The DGR differentiates here to what for one Type of event. It is between fatal and normal Distinguished events.

The The following list is not exhaustive but should the z. Z. explain possible events.

5.2.3.1 Detecting fatal errors

Fatale Errors that can possibly cause an accident must be clearly recognizable and deliver a corresponding event. It is important that the DGR uniquely identifies these events as an event, as in events this type of danger can be at work. A clean recognition of the Event type is important here.

Damage to tires

damage on the tread on the one hand u. U. a non-round run to the episode, if necessary, too can be detected by the corresponding rotary encoder, or leads to a correlated with the Radsatzdrehwinkel distance change of corresponding sensor. This event is thus clearly visible. About that Beyond the differentiated amplitude values are very different from those of a normal one Unrolling differ.

Loss of tires

The loss of a wheel tire by jumping off and co-grinding or total loss of the wheel tire is reliably detected by high distance change of the associated distance sensor. Again, a correlation with the Radsatzdrehwinkel is possible, but probably not so synchronous as with a mere damage to the tread. Possibly. The force of the chipping may also damage or tear the sensor.

Achsbruch

One Achsbruch is likely next to the u. U. asynchronous behavior of the rotation angle signals also noticeable in strong vibrations of the corresponding wheelset do. These are about the wheelset belonging Detected distance sensors.

Derailment of wheelsets

The Derailment of a wheelset can be through short-term one-sided increase in distance at the moment of rolling over the rail through the flange with subsequent absence of the distance signal at the appropriate wheelset, because after the derailment no Rail is more under the wheelset, the wheelset "hangs" in the Air.

Derailment of bogies

The Derailment of a complete bogie is similar for the DGR, as for the derailment of a wheelset, only that (probably not in sync) both wheelsets show the same behavior.

5.2.3.2 Recognition of normal events

normal Events are events that are always in the system wheel / rail can happen, and possibly also have interpretation-technical relevance. Some these events have a very similar appearance, so here not always a clean classification of the events themselves possible but the event will still be recorded cleanly. As normal events can be enumerated here by way of example:

Bogie beaters in the track (translatory / rotary)

The Bogie is not rigid, but has a certain momentum. This should, as long as it does not exceed a certain threshold, do not lead to an event. Because of the rolling motion all four sensors are equally affected if proper recognition should be possible. When exceeded certain differentiated amplitude values becomes a bogie event (lurching) recognized. At this point it may also be useful to do so to take an FFT to help.

Unround wheels / wheel tires

unround Wheels or Wheel tires can through Rad- or wheelset-related light, synchronous to the associated rotary encoder running distance changes be recognized. U. U. it is also possible, this event in addition a slight jitter in the ratio to detect the two rotational angle signals synchronous to the wheelset speed. An overrun a predefined threshold causes this event to occur.

Loose sitting tires

loose Seated tires are hard to recognize. The biggest chance could arise during the braking process, if by turning a wheel tire the rotary encoders for a short time (for the period of rotation) an overly asynchronous one Deliver signal. The distance sensors probably will not deliver evaluable signal. Such an event may be only to be seen speculative, but should be taken seriously in case of frequent occurrence become.

Damage in the rail surface

Damage in the rail surface run at bogie speed on one side under the distance sensors by. This process should be easily 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. At a crack can however u. U. won another signal with the distance sensors be, because change through the small gap, the magnetic properties. This Process will be exceeded generate an event at a certain threshold.

Larger rail cracks

Larger rail cracks give the same "picture" as the general ones damage on a rail, only with larger amplitude.

Crossing of lashed rail connections

The driving over of lashed rail joints produces a similar signal as before mentioned operations. It is however u. May be possible that by the possibly larger distance the two rails and the height difference a signal is generated.

This process is more of an exception because this type of connection is almost only used in construction phases, and thus actually has no relevance. However, since it can not be ruled out that a high-speed train will (slowly) pass through it, it should be mentioned here for the sake of completeness.

Passing turnouts

When driving over of turnouts is on the rail passing the centerpiece Gap measured. It's a unique track event that looks like the weld event is detected, but with much greater amplitude and greater length.

Lowering in the track bed

reductions in the track alone can be detected by the DGR rather bad. The distance sensors in the direction of travel measure when retracting in the lowering due to the fact that they are not perpendicular to Wheelset storage, for a short period of time a shallow, slight increase in distance to the rail, and when extending from the sink just as running Approximation. This process will be exceeded generate an event at a certain threshold.

5.2.3.3 Compensation of known effects

Known Effects are events that occur at any time in the system wheel / rail can and also metrologically are relevant, but should not lead to an event, since they have neither references to existing uncertainties, nor orientation serve. To call here are:

interference by inductive train protection or other railway-specific detectors

Such interference become similar However, the above described general rail damage detected, but have a clear weaker Signal caused by the relatively large spatial extent of the detector rather longer is, and only 2 times per bogie is measured, since the process no effect on the wheelsets even has.

Driving over welds

Have welds u. U. other magnetic properties than the normal rail material and therefore when driving over measured by the sensors. The DGR can make this event unique recognize as a track event, as the seam successively on both Sensors come over. A counter calculation against the current speed (rotary encoder) occupies this event.

Various rail materials

There the rails do not have exactly the same magnetic properties, will after every weld a little bit other distance are measured. This is not expected to be significant Have influence, and should be through uniform action can be detected on all sensors and not on an event to lead.

Inductive interference fields by z. B. rail return currents

Such interference are i. d. R. very low frequency (eg 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 Dipping the bogies and wheelsets in the respective suspensions become the distances when accelerating and decelerating with a delay-dependent offset afflicted. This Effect can be due to the axle speed change over the rotary encoder of the wheelsets be compensated.

Interference fields by return and coupling currents

The inductive distance sensors induce a low in the rail Eddy current caused by the movement of the measuring system in the direction of travel reverse current generated in the sensor. This should be algorithmically compensated.

Earth magnetic field, local earth magnetic field effects (eg inhomogeneities)

The low geomagnetic field should not have a significant influence on the Sensor signal, since it is locally almost constant. Should If this is not the case, it acts equally on all sensors, and can be compensated.

Coriolis force

By the Coriolis force can u. U. predominantly on routes in north-south direction unilateral wear and tear arise on the track. Because this is a very slow acting Effect is, and probably not worth mentioning on the measuring system Has influence he may probably be neglected become.

5.2.4 Redundancy of the measured value reading

In order not to have to do without the reliable detection of events in case of failure of a sensor, or one by a Overinterpretation to generate a non-existent event, a plausibility check of the sensor signals is recommended.

distance sensors

Track-related events always pass under at least 2 distance sensors. In addition to the normal sensor monitoring, 2 events can always be monitored against each other via such events ( 3 , Sensors 1 and 2, sensors 3 and 4).

Rotary encoder

The Rotary encoder of the wheelsets should under normal conditions have a nearly identical signal supply, assuming that between the two wheelsets almost negligible Slip exists. A faulty measurement can thus at least be detected. A total failure of a rotary encoder is due to failure of the Angle pulses visible.

Should one too big Difference between the two rotational angle signals are either an acute problem (event!) or a giver is de fekt. To determine which of the two donors the wrong information supplies, a track event can be used. Because a track or rail event under both sets of wheels in succession "over comes on, "can open Reason of the known distance between the distance sensors the speed be determined. This information is against the rotary encoder compared.

6 headstock computer (TKR)

The task of the TKR is to evaluate and collect the local events reported by the DGRs. A schematic representation of the TKR is located in 7 ,

6.1 Hardware

at The hardware is in the broadest sense a commercial one Computer with a hard disk that interfaces to the bus system the DGR's has. At the motorman is a display available. A direct connection to the quick brake system should also exist. additionally The TKR can optionally be over a radio data connection connects to a central track database system build up to track-related events for further evaluation to deliver. This system is an optional supplement to Concept. It could be useful to configure the TKR redundant, or fault tolerant To use hardware (eg ECC RAM, ...).

6.2 Software

Here Only the ones for the idea of designing relevant and necessary software components in the sense of a rough specification.

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 be further classified or classified globally ( 5 ).

in principle all events are put into a database that is over the Radio data connection optional to a central track database system can be sent. enumerate are here:

Track Event

track Events are events that are all DGR's have noticed one after the other in the direction of travel. Based on in the event messages Timestamps included can be a unique chronological context between different events reported by the DGR's become. The time offset corresponds to the currently driven speed, based on the distance of the bogies to each other. These events are summarized, and set as an individual track event in the TKR's database.

Bogie Event

bogie events are events that come only from a bogie, and possibly to indicate problems with the corresponding bogie. For frequent events this type of the same DGR must of a problem in the bogie or wheelset (depending on the event) become. These events become more relevant (frequent occurrence) also set in the database, and a message to the motorman triggered

The Software has the following, More functions

redundancy

Track events those of one or a few DGR's are not reported, and track events only from one or more few DGR's are reported interpret u. U. on a problem of the respective DGR's out. Clarity can be found here in the TKR deliver follow-up reporting statistics.

Information display / alarm detector at the train driver

The driver should be able to withstand minor disturbances in the bogie area itself to decide what to do. For this purpose, the TKR is connected to a display at the train driver on the appropriate messages can be issued. Optionally, an additional alarm lamp / horn is to be provided.

Connection to the quick brake system

massive disorders, like derailment of wheelsets or bogies, generate in a short time a large number of corresponding Events (wheelset / bogie derailment, possibly also in combination with further events). With massive disturbances it could be useful, over one Connection to the quick brake system to initiate a rapid braking.

Wireless data connection

Over a Interface, the TKR is connected to a radio data transmitter. The wireless data connection is optional, and is not intended to increase the Safety.

TKR forms similar system as "black box" with the airplane

By the logging of events in the database of the TKR would be conceivable evaluate the data collected there in the event of an accident, and thus to get an accurate indication of the accident. In this case, the system TKR represents a similar system as the so-called black box (flight data recorder and voice recorder) at the aircraft.

Wireless data connection

The Radio data connection is optional, and is used for the transmission of distance-related Events to a central track database system for further evaluation. It is sufficient if the radio link is only used during the holding time in larger stations can be. Thus limited the establishment of fixed remote stations on a few points in the route network. records which have been sent are discharged from the TKR database.

7 central computer (track database computer, GDBR)

in the Track database computers are the over the respective powerhead computers received measured values central database to hold and evaluate. The communication between the individual power train computers and the central track database calculator is (in addition to later applications) for the Data transfer bidirectional interpreted. Basis of a hardware and Software specification for the concept proposed here is the exact elaboration of a Including data model a data flow analysis, with regard to a data-based embedding in the already existing infrastructure of the railway. The (software) specification for the (automated) evaluation of the track-relevant data obtained is also related to (possibly) already existing software components perform. A standard database system (eg Oracle) can be used for this purpose be that over an interface connection to the radio interfaces of the stations for reading the drive head computer data is connected. Another data link to existing railway systems (routes data ...) must also be realized become. The software calculates from the transmitted data of the drive head computers the statistical route and the outliers, automatic message for track improvement can be formed. This database forms possibility for global track network monitoring.

7.1 Hardware

The Hardware should be created or adapted so that the from the individual TKR's sent data, eg. B. by system crash one of the involved Hardware components (radio adapter, track database computer, network router, Hard disks (RAID), power supplies, ...) can not be lost. A possibility is all for relevant to the data flow Hardware components have to be designed several times. Against power failure, a UPS system is recommended.

Claims (10)

Device for online registration and evaluation wheel and track data for high-speed trains to increase the Train safety and reduction of track checks, with sensors on Bogie or chassis over the tread the rail are arranged and the distance to the tread during the Train movement, and whereby an inductive, interferometric (laser), provided mechanical, capacitive or ultrasound-assisted distance measurement is. Device according to claim 1, characterized in that that two wheels are provided for each wheel set. Device according to one of the preceding claims, characterized in that the sensors are arranged between the wheelsets are. Device according to one of the preceding claims, characterized characterized in that the plausibility check two distance sensors monitored against each other become. Device according to one of the preceding An Proverbs, characterized in that decentralized computing units (bogie computer) are used to interpret the measured values. Device according to claim 5, characterized in that that decentralized computing units (bogie computer) for evaluation and interpretation of the measured values to carry out a temporal and geometric correlation analysis are set up. Device according to one of claims 4 or 5, characterized that for the detection of the decentralized computing units (bogie computer) reported local events for evaluation and storage a central computer (drive head computer) are transmitted. Device according to one of the preceding claims, characterized in that the central computer (head unit computer) with a radio data connection is equipped to the collected data a central place outside to report the train. Device according to one of the preceding claims, characterized characterized in that the data determined in accident analysis in a train data recorder are stored. Device according to one of claims 6 to 9, characterized that a cross-cart bus system is used for the central data evaluation becomes.