DK2696904T3

DK2696904T3 - Rail vessel with a tracking monitor

Info

Publication number: DK2696904T3
Application number: DK12715660.2T
Authority: DK
Inventors: Volker Brundisch
Original assignee: Bombardier Transp Gmbh
Priority date: 2011-04-12
Filing date: 2012-04-11
Publication date: 2018-09-03
Also published as: EP2696904A1; HUE039441T2; EP2696904B1; PL2696904T3; WO2012140073A1; ES2677846T3; LT2696904T; DE102011001978A1

Description

The present invention relates to a method for monitoring the derailment of at least one wheel of a running gear of a rail vehicle, in which, in dependence of the result of a comparison of signals available in the rail vehicle, a derailment situation signal is generated which is representative of a derailment situation of the wheel. The invention further relates to a rail vehicle in which such monitoring of the derailment situation is implemented.

From a safety point of view, there is a considerable need to detect critical driving situations, in particular situations in which derailment of individual wheels threatens or has already occurred, as early and reliably as possible in order to be able to initiate appropriate countermeasures (such as emergency braking or the like).

In connection with the monitoring of the derailment situation of rail vehicles, it has already been tried to measure accelerations acting on the running gear via corresponding sensors and, based on the evaluation of the measurement signals, to make conclusions on the presence of a derailed condition of one or more wheels of the running gear. However, this has the disadvantage that an additional sensor in the running gear is required, which boosts the cost of manufacturing and maintenance of the running gear. A derailment monitoring is known from WO 01/94174 A1.

The present invention is therefore based on the problem to provide a method and a rail vehicle of the type mentioned above, which does not show the above mentioned disadvantages or at least shows them to a lesser extent and in particular allows a simple way of monitoring the derailment situation of individual wheels of the rail vehicle.

The present invention solves this problem starting from a method according to the preamble of claim 1 by the features given in the characterizing part of claim 1. The present invention further solves this problem starting from a device according to the preamble of claim 8 by the features given in the characterizing part of claim 8.

The present invention is based on the technical teaching that it is possible to realize a monitoring of the derailment situation of individual wheels of the rail vehicle in a simple way if the speed signals of the wheel in question usually detected already for other purposes (for example, in the context of so-called anti-skid control) are used to assess the current derailment situation. For this purpose, the current rotation speed of the wheel in question is compared with an expected rotation speed, which results from the current driving state of the rail vehicle. Corresponding signals, which are representative of the current driving state of the rail vehicle, are usually present on many rail vehicles anyway, so that advantageously no additional effort is necessary. Such already existing information and signals, respectively, in particular, include among others the current and instantaneous speed, respectively, of the rail vehicle as well as the current or instantaneous, respectively, rolling speeds of the wheel units in question (e.g. wheel sets, wheel pairs or even single wheels).

The present invention makes use of the fact that the rotation speeds of all wheel units of a rail vehicle have a known mutual relation, usually due to the kinematic rolling conditions, wherein it is usually the case that all the wheels of the rail vehicle (with certain wear tolerances) essentially have the same diameter, so that the rotation speeds of all wheel units (also within certain known tolerances and within a certain fluctuation range, respectively) are substantially equal. In the case of a wheel climbing onto the rail, thus in the event of imminent derailment, the rotation speed of the wheel in question (and its wheel unit, respectively) decreases in proportion to the increase of the rolling radius (i.e. the radius of the wheel at its point of contact with the rail), which results from the climbing of the wheel onto the rail. Thus, if such a rotation speed drop compared to the expected rotation speed for the wheel in question is determined, starting from a certain threshold this suggests an increased risk of derailment. If the current rotation speed drops further below a derailment threshold (depending on the design of the wheel), it can be concluded that the wheel is derailed with high probability. This is due to the fact that the wheel rolls on its wheel flange tip after derailing, thus rolls with a maximum rolling radius.

In addition, the invention can take advantage of the fact that, after a derailment, massive speed fluctuations are to be expected due to the strongly changing contact conditions between the wheel and ground. Also this condition can be easily detected in an advantageous manner and can be considered in the assessment and identification, respectively, of the derailment.

With the present invention, it is thus eventually possible to constantly evaluate and use merely information about the current rotation speeds of all wheel sets, which is generally already available in the rail vehicle, in order to reliably detect the risk and the beginning of a derailment, respectively.

According to one aspect, the invention therefore relates to a method for monitoring the derailment of at least one wheel of a running gear of a rail vehicle, in which in dependence of the result of a comparison of signals available in the rail vehicle, a derailment situation signal representative of a derailment situation of the wheel is generated. To this end, in a first step, a current rotation speed signal is determined which is representative of a current rotation speed of the at least one wheel. In a second step, from at least one signal available in the rail vehicle, which is representative of the current driving state of the rail vehicle, an expected rotation speed signal representative of a currently expected rotation speed of the at least one wheel is determined. In a third step, in a rotation speed signal comparison, the current rotation speed signal is compared with the expected rotation speed signal, while, in a fourth step, as a function of the result of the rotation speed signal comparison, the derailment situation signal is generated.

It should be noted at this point that the first and second steps can be performed in arbitrary order. Likewise, these two steps can be done simultaneously. Furthermore, the current rotation speed signal can be determined in any suitable manner. For this purpose, separate sensors can be provided for the respective wheel. Likewise, such a sensor may be provided for the wheel unit of the wheel, provided that there is a defined coupling of the rotation speeds of the wheels of the wheel unit (as in the case of a wheel set, for example). Likewise, corresponding information regarding a rotation speed of a drive device driving the wheel can be used, which likewise has a defined, known coupling to the wheel.

Also the information representative of the current driving state of the rail vehicle can be configured arbitrarily. This may be, for example, information determined in any desired way with regard to the current driving speed. This does not necessarily have to have been determined from rotation speeds of wheels or drive units of the rail vehicle. Likewise, it may be speed information, which was determined by other means. Thus, the speed information of a navigation system (e.g. GPS) may be used as well as speed information determined from the signals of acceleration sensors.

Finally, the derailment situation signal can basically be of any configuration and arbitrary information content, respectively, as long as it allows drawing conclusions about the current derailment situation. In the simplest case, the signal can only have two values, one of the two values representing the presence of a derailment.

In the method according to the invention, as a function of a rotation speed signal deviation of the current speed signal from the expected rotation speed signal, a derailment risk signal is generated, which is representative of the derailment risk of the wheel.. This derailment risk signal can again have an arbitrary configuration and information content, respectively, wherein it represents at least two, preferably several, different risk levels.

In the event that the speed signal deviation exceeds a predefinable derailment threshold, a derailment signal representative of the presence of a derailment of the wheel is then preferably generated, which may likewise have any suitable configuration.

The speed signal deviation at which presence of a derailment can be assumed with sufficient certainty depends strongly on the actual conditions for the respective rail vehicle and the amount and reliability of the information available in each case, in particular of the current rotation speed signal and the expected rotation speed signal. Among other things, the degree of redundancy of certain information plays a role in order to be able to exclude uncertainties. Possible tolerances and uncertainties, respectively, that are included and exist, respectively, in the determination of this information can also be taken into account when determining both the derailment threshold and any threshold beyond which an output of a derailment risk signal occurs.

In preferred variants of the method according to the invention with a reliable, yet rapid assessment of the derailment risk and rapid detection of derailment, respectively, a drop of the expected rotation speed signal below the current rotation speed signal by at least 6% of the expected rotation speed signal, preferably at least 3% of the expected rotation speed signal, more preferably at least 1% of the expected rotation speed signal, is used as the derailment threshold.

In principle, it is possible to use always only the currently available information and signals, respectively, for the assessment of the derailment risk and detection of derailment, respectively. Preferably, however, the temporal development of these signals, and therefore a history of these signals, is used in order to achieve a stable process in which random measurement errors or the like are disregarded. Preferably, the generation of the derailment risk signal and/or the derailment signal therefore takes place as a function of a temporal development of the speed signal deviation.

The assessment of the derailment risk can in principle take place in any suitable way. Preferably, the derailment risk is determined to be the higher the lower the current rotation speed signal falls below the expected rotation speed signal. Here, the derailment signal is preferably generated if, in a predefinable observation period, the derailment threshold is exceeded, in particular by a predefinable amount. Additionally or as an alternative, the derailment signal can be generated if a predefinable number of exceedances of the derailment threshold are detected within the observation period.

In the method according to the invention, the derailment signal is generated if a predefinable variation frequency and/or a predefinable variation amplitude of the current rotation speed signal is exceeded, by which the fact is taken into account that a derailed wheel is subject to strong rotation speed fluctuations. It is understood that the cumulative consideration of the aforementioned aspects, of course, a corresponding redundancy is achieved, which increases the reliability of the evaluation.

As already mentioned, the assessment of the derailment risk depends on a large number of factors and parameters, respectively, of the rail vehicle to be considered, in particular its wheel units, wherein certain tolerances may be provided to account for corresponding uncertainties in the determination of the information used for the assessment.

Preferably, in the determination of the current rotation speed signal, a wear factor of the wheel is taken into account, since the wear of the wheel has a significant effect on the rolling radius and thus on the current rotation speed of a certain driving speed. Additionally or as alternative, for the same reasons, in the determination of the expected rotation speed signal, a wear factor of at least one of the wheels of the rail vehicle is considered. This is especially valid if the expected rotation speed signal is determined from the speed signals of several wheels of the rail vehicle. Finally, additionally or alternatively, for the same reasons, in the determination of a derailment risk of the wheel a wear factor at least one of the wheels of the rail vehicle can be taken into account.

The determination of the expected rotation speed signal can basically take place in any suitable manner, wherein in particular the circumstance can be used that there is a predetermined relationship between the current driving speed of the rail vehicle and the rotation speed of its wheels. Preferably, to determine the expected rotation speed signal, at least one vehicle speed signal is used, which is representative of the current speed of the rail vehicle.

Additionally or alternatively, at least one running gear speed signal can be used, which is representative of the current running gear speed of a running gear of the rail vehicle, and which can be determined, for example, based on the signals from acceleration sensors on the running gear.

Additionally or as an alternative, at least one average rotation speed signal can be used, which is representative for the average rotation speed of a plurality of wheels of at least one running gear of the rail vehicle, in particular of all the wheels of all the running gears of the rail vehicle. In this regard, it is of course advantageous to use the rotation speed signals of as many wheels as possible, as herewith uncertainties and negative effects, respectively, of individual outliers can be avoided.

It is particularly advantageous to use the rotational speed signals of non-driven and preferably also non-braked wheels, since due to lacking immediate drive influences und possibly lacking braking influences on these wheels, at most negligible slip occurs on these wheels. Accordingly, these wheels (in other words just dragged along) allow a particularly simple and accurate determination of the expected rotation speed and the expected rotation speed signal, respectively.

Here, deviations between the respective wheels considered (e.g. different rolling radii) can be easily detected and taken into account, since they always manifest themselves in the same way. For example, different rolling radii lead to rotation speed ratios of the wheels which deviate from the value One in a constant manner. For example, if the wheels of one wheel set have a rolling radius that is 1% higher than the wheels of another wheel set, then the wheel set with the smaller wheels will have a speed 1 % higher than the wheel set with the larger wheels.

From the deviations from the expected rotation speed ratios between these wheel sets it can of course also be concluded on the derailment situation at these wheels and wheel units, respectively, and an exclusion of individual wheels and wheel units, respectively, from consideration and determination, respectively, of the expected rotation speed signal can take place.

The present invention further relates to a method for operating a rail vehicle, in which, using a method according to the invention, a derailment situation signal is generated and this derailment situation signal is output to the vehicle driver, so that, if necessary, he may take appropriate action if he considers it necessary. Additionally or as an alternative, the rail vehicle can be controlled as a function of the derailment situation signal, wherein, in particular, a drive device of the rail vehicle and/or a braking device of the rail vehicle is controlled as a function of the derailment situation signal. For example, when determining a derailment risk above a certain threshold, the drive can be restricted. Likewise, when determining a derailment, the drive can be switched off and a corresponding braking can be initiated.

The present invention further relates to a device for monitoring the derailment of at least one wheel of a running gear of a rail vehicle, with a detection device configured to detect a current rotation speed signal representative of a current rotation speed of the at least one wheel, and a processing unit connectable with the detection device and configured to generate, depending on the result of a comparison of signals available in the rail vehicle, a derailment situation signal representative of a derailment situation of the wheel. The processing unit is configured to determine an expected speed signal representative of a currently expected rotation speed of the at least one wheel from at least one signal available in the rail vehicle and representative of the current driving state of the rail vehicle, to compare, in a rotation speed signal comparison, the current rotation speed signal with the expected rotation speed signal, and to generate the derailment situation signal as a function of the result of the rotation speed signal comparison. Hereby, the variants and advantages described above can be realized to the same extent, so that in this regard reference is expressly made to the above statements.

The present invention finally relates to a rail vehicle with a device for derailment monitoring according to the invention. Hereby as well, the variants and advantages described above can be realized to the same extent, so that in this regard reference is expressly made to the above statements. Preferably, the rail vehicle is configured as a vehicle for high-speed traffic with a nominal operating speed above 250 km/h, in particular above 300 km/h to 380 km/h, since the benefits described a particularly effective.

Further preferred embodiments of the invention will become apparent from the dependent claims and the following description of preferred embodiments, respectively, which refers to the accompanying drawings. It is show in:

Figure 1 a schematic view of a portion of a preferred embodiment of the rail vehicle according to the invention with a preferred embodiment of the device for derailment monitoring according to the invention, using which a preferred embodiment of the method for derailment monitoring according to the invention can be performed.

In the following, a preferred embodiment of the rail vehicle 101 according to the invention will be described with reference to Figure 1. The rail vehicle 101 is a trainset for high-speed traffic the nominal operating speed of which is above 250 km/h, namely vn = 300 km/h to 380 km/h.

The vehicle 101 comprises an end wagon 102 with a wagon body 102.1, which is supported in a conventional manner in the region of both its ends in each case on a running gear in the form of a bogie 103. It should be understood, however, that the present invention may be used in conjunction with other configurations in which the wagon body is supported only on one running gear. Further middle wagons 104 follow the end wagon, wherein each of their wagon bodies 104.1 is also supported on bogies 103. For easier understanding of the following explanations, Figure 1 shows a vehicle coordinate system x,y,z (defined by the wheel contact plane of the bogie 103) in which the x-coordinate is the longitudinal direction, the y-coordinate is the transverse direction and the z-coordinate is the height direction of the rail vehicle 101.

The bogie 103, in a conventional manner, has two wheel units in the form of wheel sets 103.1, each comprising two wheels 103.2. The bogies 103 partly are driven traction bogies and partly are non-driven bogies. The wheel sets 103.1 of traction bogies are driven by drive devices 105, while the wheel sets of all bogies can be braked via braking devices 106.

In the end wagon 102, the vehicle 101 has a processing unit in the form of a central vehicle control 107, which, in the present example, is connected to remote components, inter alia, via a communication link in the form of a vehicle bus 108 extending through the entire vehicle 101. It is understood that, in other variants of the invention, another communication connection can be selected. In particular, a fixed wiring with the distant components may additionally or alternatively be provided (inter alia, depending on the specifications of certain safety guidelines or the like).

In the present example, in the vehicle control 107, monitoring is implemented, which monitors each of the wheels 103.2 as to whether there is proper contact with the rail 109 or whether there is a certain increased risk of derailment and if the relevant wheel 103.2 has derailed, respectively.

For this purpose, the vehicle control 107 analyzes the signals from detection units (of a detection device) in the form of rotation speed sensors 110, which are assigned to each wheel set 103.1 and, in a first step, provide current rotation speed signals ADSi of i wheel sets 103.1 representative of the current rotation speed of the individual wheel set 103.1 and (due to the rigid coupling via the wheel set axle) also of both wheels 103.2 of the individual wheel set. The current rotation speed signal ADSi of the rotation speed sensors 110 are each transmitted to the vehicle control 107 via the vehicle bus 108 by a communication unit 111 that is assigned to the respective running gear 103 and connected to the rotation speed sensors 110.

In the present example, the signals of all n wheel sets 103 of the vehicle 101 are used (i.e., i = 1 to n). It is understood, however, that in other variants of the invention, if appropriate, only a part of the signals of the existing wheel sets can be used. In particular, for example, only the m non-driven and non-braked wheel sets 103 of the vehicle 101 can be considered, since here, as described above, the influence of slip is negligible.

The current rotation speed signals ADSi are not only representative of the current rotation speed of the individual wheel set 103.1, but are also representative of the current driving state. Thus, the actual driving speed V of the vehicle is in a fixed relationship to the current rotation speed signals ADSi, due to the geometric conditions in case of a proper contact between the wheels 103.2 and the rails 109. Accordingly, a proper wheel-rail contact also results in a fixed relationship between the rotation speeds and thus between the speed signals ADSi of the individual wheel sets 103.1. For example, with wheels 103.2 of the same size on all wheel sets 103.1 all rotation speeds are substantially identical, while in case of different wheel diameters, deviating rotation speeds result, which however have a predetermined relationship to each other.

According to the present invention, therefore, in the vehicle control 107, in a second step, from the available current rotation speed signals ADSi, which are also representative of the current driving state of the vehicle 101, an expected rotation speed signal EDSi is determined, which is representative of a currently expected rotation speed of the individual wheel 103.2. For this purpose, in the present example, for determining the derailment situation of the wheels 103.2 of the respective i-th wheel set 103.1, an average value MADSj is generated, as the expected rotation speed signal EDSi of the wheel set, from the current rotation speed signals ADSj of the remaining wheel sets 103.1, i.e. EDSi = MADSj (with i = 1 to n, j = 1 to n and j Φ i).

It is understood that outliers among the measured values of the individual rotation speed sensors 110, which are based on measuring errors or defective sensors, etc., can be eliminated by suitable, sufficiently well-known means. In addition, it is advantageous to use the rotation speed signals of all wheel sets 103.1, since herewith uncertainties and negative effects, respectively, of individual outliers can be avoided. It is further understood that the contact conditions between wheel 103.2 and rail 109, in particular, the currently present slip at the respective wheel set 103.1 can be taken into account via suitable, well-known means in order to exclude and compensate, respectively, for distortions of the result by such phenomena.

Likewise, it can of course also be provided that, for the determination of the mean value, the rotation speed signal ADSi for the wheel set currently to be assessed is also used. Finally, for a plausibility check, an expected rotation speed can also be used and considered, respectively, which has been determined in another way, via a vehicle speed signal VS representative of the current vehicle speed V of the vehicle. Such a vehicle speed signal VS can be determined, for example, on the basis of the signals from acceleration sensors which are arranged on the vehicle 101, for example on one or more running gears 103.

In a third step, in a rotation speed signal comparison for the currently considered wheel set 103.1, the vehicle control 107 then compares the current rotation speed signal ADSi with the expected speed signal EDSi.

If the current rotation speed signal ADSi drops below the expected rotation speed signal EDSi for a predetermined period of time by a predetermined first limit value GD1, the vehicle control 107 generates, in a fourth step, a derailment risk signal ERSi as a derailment situation signal which, among others, is output to the driver via suitable output means 112, so that the driver can possibly take appropriate countermeasures.

In the present example, depending on the amount of deviation between the current rotation speed signal ADSi and the expected rotation speed signal EDSi, the derailment risk signal ERSi varies stepless or in predetermined steps so that the amount of the derailment risk can be identified.

Furthermore, it can be provided that the vehicle control 107 itself already initiates appropriate countermeasures as a function of the derailment risk signal ERSi. For example, it can be provided that the power of the drives 105 is reduced and/or the braking devices 106 are activated, wherein this can be done on all bogies 103 or on selected bogies 103, in the latter case in particular as a function of the wheel set 103.1 that is currently classified as subject to a risk of derailment. The type and extent of the automatic intervention may depend on the level of risk of derailment.

If the current rotation speed signal ADSi drops below the expected rotation speed signal EDSi for a predetermined period by a predetermined second limit value GD2, the amount of which is greater than the amount of the first limit value GD1 and which represents a derailment threshold, this situation is classified as a condition in which sufficiently high probability is assumed that the wheels 103.2 of the relevant wheel set 103.1 derailed. In this case, in the fourth step, the vehicle control 107 generates as a derailment situation signal a derailment signal ESi, which is, among others, output to the driver via suitable output means 112, so that the driver can possibly take appropriate countermeasures.

Furthermore, it can be provided that the vehicle control 107 itself already initiates appropriate countermeasures as a function of the derailment risk signal ERSi. For example, it can be provided that the drives 105 are switched off and the braking devices 106 are activated for an emergency braking, wherein this can again be done on all bogies 103 or on selected bogies 103, in the latter case in particular as a function of the wheel set 103.1 that is currently classified as derailed.

In both cases it can be provided that the automatic intervention of the vehicle control 107 takes place immediately. Likewise, however, it may also be provided that this intervention only takes place when the vehicle driver, after a certain predetermined period of time, has not taken any countermeasures or countermeasures that are classified as not being sufficient.

The rotation speed signal deviation at which the existence of a derailment can be assumed with sufficient certainty depends strongly on the actual conditions of the vehicle 101 and the amount and reliability of the information available in each case, in particular, of the current rotation speed signal ADSi and of the expected rotation speed signal EDSi. Among others, the degree of redundancy of certain information plays a role in order to prevent uncertainties. Possible tolerances and uncertainties, respectively, which are involved or occur in the determination of this information, can also be taken into account when determining both the derailment threshold GD2 for the output of the derailment signal ESi and the threshold GD1 for the output of the derailment risk signal ERSi.

In the present case, a drop of the current rotation speed signal ADSi below the expected rotation speed signal EDSi by 3% of the expected rotation speed signal EDSi is used as derailment threshold GD2, while a drop of the current rotation speed signal ADSi below the expected rotation speed signal EDSi by 1% of the expected rotation speed signal EDSi is used as threshold GD1.

As mentioned, in the present example, in the evaluation of the derailment risk and the detection of the derailment, respectively, the temporal development of the current rotation speed signals ADSi and of the expected rotation speed signals EDSi, thus a history of these signals, are used to achieve a stable process, in which random measurement errors or the like are disregarded.

Here, it can be provided that the derailment signal ESi is only generated if a predeterminable number of exceedances of the derailment threshold GD2 has been determined within the observation period. Additionally or as an alternative, the derailment signal ESi can be generated if a predeterminable variation frequency and/or a predeterminable variation amplitude of the current rotation speed signal ADSi is exceeded within the observation period, which takes into account the fact that a derailed wheel 103.2 is subject to strong rotation speed fluctuations. It is understood that by the cumulative consideration of the aforementioned aspects, of course, a corresponding redundancy is achieved, which increases the reliability of the evaluation.

As already mentioned, the assessment of the derailment risk depends on a large number of factors or parameters of the rail vehicle 101, in particular, its wheel sets 103.1, to be considered, wherein certain tolerances may be provided to account for corresponding uncertainties in the determination of the information used for the assessment.

Preferably, a wear factor of the wheel 103.2 is taken into account in determining the current rotation speed signal, since the wear of the wheel 103.2 has a significant effect on the rolling radius and thus on the current rotation speed of a specific driving speed V. Additionally or as an alternative, for the same reasons, a corresponding wear factor is taken into account in determining the expected rotation speed signal EDSi for all wheels 103.2, wherein the wear factor also influences the assessment of the derailment risk via the expected rotation speed signal EDSi.

The present invention has been described above solely by means of a multiple unit trainset in high-speed traffic. It is understood, however, that the invention may also be used in connection with other rail vehicles.

Furthermore, it should be understood that the present invention can not only be used for vehicles composed of multiple wagons. Rather, it can of course also be used on a vehicle that consists of a single wagon.

Claims

A method of tracking monitoring of at least one wheel on a rail for a rail vehicle, in which - depending on the result of a comparison of signals available in a rail vessel (101), a tracking situation is generated by the at least one wheel (103.2) representative tracking situation signal, determining - in a first step, a current rpm for the at least one wheel (103.2) representative rpm signal - in a second step being determined from at least one in the rail vessel (101 ) available, for the current vehicle condition of the rail vessel (101), representative of a current expected rpm for the at least one wheel (103.2), expected rpm signal - in a third step of a rpm comparison, the current rpm signal is compared with the expected rpm signal, and - in a fourth step, i depending on the result of the rpm signal, the derailment situation signal is generated; -measible tracking threshold, a tracking signal representative of the occurrence of a wheel (103.2) is generated, characterized in that - the tracking signal is generated when a predetermined variation frequency of the current speed signal is exceeded and / or - the tracking signal is generated when a predetermined variation signal is generated. the current rpm signal is exceeded.

Method according to claim 1, characterized in that as a tracking threshold a decrease of the current speed signal below the expected speed signal is used by at least 6% of the expected speed signal, preferably at least 3% of the expected speed signal, further preferably at least 1% of the expected rpm signal.

Method according to Claim 1 or 2, characterized in that the generation of the tracking risk signal and / or the tracking signal takes place depending on a time course of the rpm signal deviation.

Method according to any one of claims 1 to 3, characterized in that - the risk of derailment is assessed the higher the current speed signal deviates below the expected speed signal, in particular - the derailment signal is generated when - during a predetermined consideration period, the predetermined threshold value, especially with a predetermined threshold value. value, is exceeded and / or - a predetermined number of the tracking threshold is exceeded.

Method according to any one of the preceding claims, characterized in that - determination of the current speed signal takes into account a wear factor for the wheel (103.2), and / or - in the determination of the expected speed signal, a wear factor is taken into account. at least one of the wheels of the rail (101), and / or - when assessing the risk of derailment for the wheel (103.2), a wear factor is taken into account for at least one of the wheels of the rail (101).

Method according to any one of the preceding claims, characterized in that for determining the expected speed signal - at least one vehicle speed signal representative of the current vehicle speed (1) and / or - at least one is used for the current driving speed for a driving frame (103) on the rail vessel (101) representative driving speed signal and / or - at least an average rpm signal representative of the average speed of several wheels (103) of the rail vessel (101), in particular all wheels (103.2) is used on all lathes (103) of the rail vessel (101).

A method of operating a rail vessel, in which - by a method according to any of the preceding claims, a tracking situation signal is generated and - the tracking situation signal is output to the master and / or the rail vessel (101) controlled in dependence on the tracking situation signal, in particular, a tracking device (105) for the rail (101) and / or a brake (106) for the rail (101) is controlled by the tracking situation signal.

Apparatus for tracking monitoring of at least one wheel of a rider on a rail vehicle with - a detection device (110) which is designed to determine a current rpm for at least one wheel (103.2) representative of the rpm signal, and - a processing unit (107) which can be connected to the detection device (110), which is designed to generate, depending on the result of a comparison of signals available in the rail vessel (101), a wheel tracking situation ( 103.2) representative tracking situation signal, - the processing unit (107) is designed to determine, from at least one available in the rail vessel (101), for the current vehicle condition of the rail vessel (101), a signal for a current expected speed of at least one wheel (103.2) representative expected rpm signal, - the processing unit (107) is configured for 1, in a rpm signal comparison, comparing the current rpm signal with the expected rpm signal, and - the processing unit (107) is designed to generate, depending on the result of the rpm signal, the tracking situation signal, the processing unit (107), depending on a rpm signal deviation between the current rpm signal and the expected rpm signal, a tracking risk representative of the wheel (103.2) representative of the trace risk signal being generated, the processing unit a tracing of the wheel (103.2) representative tracing signal, characterized in that - the processing unit (107) generates the tracing signal when a predetermined variation frequency of the current rpm signal is exceeded, and / or r - the processing unit (107) generates the trace signal when a predetermined amplitude of variation of the current rpm signal is exceeded.

Device according to claim 8, characterized in that the processing unit (107) is designed to use as a tracking threshold a decrease below the expected rpm of the current rpm signal by at least 6% of the expected rpm signal, preferably at least 3%. of the expected rpm signal, further preferably at least 1% of the expected rpm signal.

Device according to claim 8 or 9, characterized in that the processing unit (107) is designed to generate the tracking risk signal and / or the tracking signal depending on a time course of the rpm signal deviation.

Device according to any one of claims 8 to 10, characterized in that - the processing unit (107) is designed to assess the tracing risk higher, the more strongly the current rpm signal deviates downward from the expected rpm signal, the processing unit (107) in particular generating the tracing signal, when - during a predetermined period of consideration, the tracking threshold, especially of a predetermined size, is exceeded, and / or - a predetermined number of the tracking threshold is exceeded.

Device according to any one of claims 8 to 11, characterized in that the processing unit (107) is designed to take into account a wear factor of the wheel (103.2) in determining the current speed signal, and / or - in determining the expected rpm signal to take into account a wear factor for at least one of the wheels (103.2) of the rail vessel (101), and / or - when assessing a risk of derailment for the wheel (103.2), to take into account a wear factor for at least one of the wheels on the rail (101).

Device according to any of claims 8 to 12, characterized in that the processing unit (107), for determining the expected rpm signal, - at least uses a vehicle speed signal representative of the current vehicle speed (101) and / or - in the at least one that uses a current driving speed signal (103) for a driving gear on the rail vessel (101) represents a driving speed signal and / or - at least uses an average speed signal representative of the average speed of several wheels (103.2) on at least one liner (103) on the rail (101), in particular all wheels (103.2) on all liner (103.1) on the rail (101).

Rail, especially for high-speed traffic, with a nominal operating speed of more than 250 km / h, in particular above 350 km / h, with a device according to any one of claims 8 to 13, wherein the processing unit (107) is designed to - output the tracking situation signal to the driver via a dispensing unit (112), and / or - controlling the rail vessel (101) in dependence on the tracking situation signal, in particular, depending on the tracking situation signal, a driving device (105) for the rail vessel (101) and / or a brake device (106) for the rail vessel (101).