EP0530743B1 - Dispositif de détection de roues de véhicules ferroviaires - Google Patents

Dispositif de détection de roues de véhicules ferroviaires Download PDF

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Publication number
EP0530743B1
EP0530743B1 EP92114914A EP92114914A EP0530743B1 EP 0530743 B1 EP0530743 B1 EP 0530743B1 EP 92114914 A EP92114914 A EP 92114914A EP 92114914 A EP92114914 A EP 92114914A EP 0530743 B1 EP0530743 B1 EP 0530743B1
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EP
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Prior art keywords
wheel
sensor
train
sensors
computer
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EP92114914A
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German (de)
English (en)
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EP0530743A3 (en
EP0530743A2 (fr
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Hermann Stein
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Stein GmbH
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Stein GmbH
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Priority claimed from DE19914129138 external-priority patent/DE4129138C1/de
Application filed by Stein GmbH filed Critical Stein GmbH
Priority claimed from DE19924229131 external-priority patent/DE4229131C1/de
Publication of EP0530743A2 publication Critical patent/EP0530743A2/fr
Publication of EP0530743A3 publication Critical patent/EP0530743A3/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B61L1/163—Detection devices
    • B61L1/165—Electrical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/02—Electric devices associated with track, e.g. rail contacts
    • B61L1/10—Electric devices associated with track, e.g. rail contacts actuated by electromagnetic radiation; actuated by particle radiation

Definitions

  • the invention relates to a wheel sensor for detecting wheels of rail-bound vehicles, preferably for counting the wheels in a track section, with the features specified in the preamble of claim 1.
  • a wheel sensor for detecting wheels of rail-bound vehicles, preferably for counting the wheels in a track section, with the features specified in the preamble of claim 1.
  • Such a sensor arrangement is known from DE-C-958 848.
  • Wheel sensors on rails are known in which a coupling change or a damping change occurs in the wheel sensors by driving over the wheels of rail-bound vehicles (SANDER, "rail contacts - a system comparison" in Signal + Draht, 1973, H.10, S.179-183) .
  • the wheel sensors are attached on one side to the running rail (US Pat. No. 4,283,031) or act only on one side, even if e.g. the transmitter coil of the wheel sensor on one side, whose receiver coil is attached to the other side of the rail (SCHMIDT, "Der Achsbeatener Standarrd Elektrik Lorenz AG type Azl 70 - Detail 1" in Signal + Draht, 1976, H.6, p.116- 123).
  • the wheel sensors essentially react to the wheel flange of a wheel. With the known wheel sensors, the direction of travel can be detected by arranging them one behind the other (FRECH, SCHMIDT, "The axle counter of Standard Elektrik Lorenz AG” in Signal + Draht, H.11, 1967, p.165-174).
  • the safety of the wheel detection of the known wheel sensors also depends on their precise adjustment on the rail, which is more difficult with different rail profiles.
  • Short-circuit currents in the rails can also have a negative effect on the reliability of the wheel count in the known wheel sensors.
  • the wheel sensor according to the invention has the particular advantage that a symmetrical arrangement of at least two inductive sensors and a relative evaluation of their level compensates for interference influences of an electrical, inductive, thermal or mechanical nature by comparing them directly or indirectly.
  • the second sensor can expediently be arranged on the opposite travel rail.
  • sensors can also be arranged one behind the other on a running rail, if, for example a rail hike cannot be ruled out.
  • the asymmetry of a wheel with a wheel flange can be used to check the plausibility of the sensor, which is mainly influenced and faces the wheel crane.
  • Filters arranged differently in the processing and output branches of the levels can reduce interference and suppress runtime differences, suppress levels that are too low or too high by means of threshold switches, and adapt the level of the wheel sensor to its task by forming quotients and / or differences.
  • a longitudinal arrangement of the wheel sensors makes it possible to recognize the direction of passage and a reversal of the direction after the vehicle has come to a standstill.
  • FIG. 1 shows a typical arrangement of a wheel sensor with two associated inductive sensors (1, 3) known per se.
  • the sensors (1, 3) are arranged symmetrically to a travel rail (4) in the track (2).
  • a wheel (6) rolling over the travel rail (4) influences the sensors (1, 3) differently due to its asymmetry.
  • the sensor (3) facing the wheel rim is influenced more because of the relatively closer, larger mass of the wheel (6), so that there is a more influenced level (9) at the output of this sensor (3).
  • a wheel with a wheel flange can be clearly identified despite all interfering influences that act symmetrically or almost symmetrically on the sensors (1, 3).
  • These interferences can be eliminated by comparing the levels (7, 9) of the sensors (1, 3).
  • such interferences can be electrical, inductive, thermal or mechanical, among other things.
  • sensor 1 If sensor 1 is influenced to a greater extent, this indicates an error that can be displayed on an output (11) of a comparator (5).
  • a typical evaluation circuit of a wheel sensor is shown in FIG.
  • the levels (7, 9) of two assigned inductive sensors (1, 3) are routed to a comparator (5), which outputs a wheel-recognizing level (11) at the output if the levels are not the same.
  • the wheel-recognizing output level (11) can be suppressed in the comparator (5) and / or a further output level (13) indicating an error are given by the comparator (5).
  • variable levels (7, 9) of the sensors (1, 3) known per se can e.g. rectified or non-rectified voltages or currents based on changes in the influence of their inductance, inductance coupling, resonant circuit damping, phase or frequency by a wheel (6) of a rail vehicle.
  • Fig. 3 shows different arrangements of typical wheel sensors in the track (2).
  • the assigned sensors (1, 3) can, for. B. consist of a damped by a wheel (6) resonant circuit or a transmitting and receiving coil, the coupling of which is influenced by a wheel (6).
  • the transmitting and receiving coils of a sensor (1, 3) are arranged horizontally apart from one another, the transmitting coils are shown in FIG. 3 as a triangle and the receiving coils as a square.
  • the coils can be, for example, concentrated air coils, a ferrite core contain or be designed as larger frame coils.
  • the 3a corresponds to the top view of the inductive sensors (1, 3) of a wheel sensor according to FIG. 3.
  • the sensors (1, 3) can contain only one coil or vertically arranged transmitting and receiving coils.
  • Fig. 3b sensors (1, 3) of a wheel sensor are attached to both rails (4) in the same transverse direction. Since the wheel flanges of the wheels (6) of one axle face each other, the same effect results as in the arrangement according to FIG. 3a.
  • 3c shows a wheel sensor with horizontally offset transmission and reception coils of sensors 1 and 3.
  • FIG. 3d shows a further arrangement of a wheel sensor with sensors (1, 3) having several coils.
  • the wheel sensor according to FIG. 3e consists of two sensors (1, 3) arranged along a track, with the level (23) of the sensor first traveled being delayed until the other sensor is used for the purpose of comparison (5).
  • FIG. 4 shows a circuit principle for comparison of sensors (1, 3) of a wheel sensor arranged along the travel rail (4).
  • the levels (7, 9) of the sensors (1, 3) are fed to a switch (15) which detects the change in level of the sensor first traveled and transfers this level (23) to a memory (19) which stores the level or level curve with a delay and then only outputs to the comparator (5) when the switch (15) detects the change in level when the other sensor is driven, the level (21) of which supplies the switch (15) to the comparator (5) directly or via an adapter circuit (17) so that this level and the level delayed by the memory can be compared as if the sensors (1, 3) had been run over at the same time.
  • the memory (19) can, for example, be based on the known, not known, basis of a sample / hold circuit, a bucket chain circuit, a signal processor or an analog / digital converter with a serial FIFO memory connected downstream.
  • a matching circuit (17) for example an analog / digital converter, is necessary in order to achieve the same type of level at the input of the comparator (5).
  • the filters (25, 27, 29) can reduce interference and suppress runtime differences.
  • the filter 29 after the level comparison essentially serves to suppress runtime differences.
  • Threshold switches (31, 33, 35) suppress levels that are too low in order to eliminate only small deviations or changes in the levels. By responding to levels that are too high and suppressing them, excessive influences can be eliminated with the threshold switches (31, 33, 35); the influences of a very strongly excited eddy current brake can e.g. B. combat in addition to the symmetrical suppression properties of the wheel sensor.
  • the comparator (5) can also compare the input levels (7, 9) in a manner known per se, not shown in more detail, on the basis of the formation of the quotient and / or difference, the unwanted dependence on absolute levels being better suppressed.
  • FIG. 6 shows a typical evaluation circuit of a wheel sensor which contains a logic circuit (61).
  • the sensor pair gives the predominant level of the sensor (43) facing the wheel flange (41, 43) corresponding to the passage of a proper wheel, a wheel signal (51), at approximately the same level of both sensor pairs (41, 43) corresponding to a metallic object passing symmetrically to the rail head, a detection signal (55) and at a predominant level of that facing away from the wheel flange Sensor (41) an error signal (53).
  • the levels (47, 49) in Fig. 7b are approximately the same size corresponding to a symmetrical, metallic object above the pair of sensors (41, 43), which leads to the detection signal (55) at the output of the associated AND gate in Fig. 7a, if the switching threshold S in Fig. 7b is exceeded by both levels.
  • the levels (47, 49) shown by way of example in FIG. 7c differ in size according to a correct wheel above the sensor pair (41, 43), which leads to the wheel signal (51) at the output of the associated AND gate in FIG. 7a if the switching threshold S in FIG. 7c falls below the level 47 and is exceeded by the level 49 and the levels are lowered with the same resistances R to such an extent that the level 47 is below the switching threshold in the fault-free case shown.
  • the error signal (53) is expediently used to reject the entire measuring process of the wheel sensor.
  • the temporal sequence (56) of the wheel signals (51) or the detection signals (55) is obtained from the latter signals by an OR gate (FIG. 7a).
  • the logic circuit (61) is better constructed from analog elements already mentioned at the beginning for better interference suppression.
  • FIG. 9 shows an example of a current data pattern, this occurs when the wheel signal (51) is clocked out as a 1-bit sequence with the temporal sequence signal (56).
  • the wheels are recorded as binary ones and the symmetrical metal objects as binary zeros.
  • the data pattern can be seen in the example 3 wheels 1 symmetrical metal object 2 wheels 1 symmetrical metal object n wheels
  • Train types can thus be set as data patterns on the train and recorded with the sensor pairs (41, 43), primarily from the first bit sequences, which are assigned to the train's drive unit, for example. If there is insufficient identification due to the consequence of wheel and eddy current brakes and / or magnetic rail brakes, coding plates on the train can also be used.
  • the number of binary ones in the example corresponds to the number of axles of the train and can easily be separated for evaluation.
  • FIG. 6 shows how the signals or current data patterns mentioned (FIG. 9) are fed to a computer (63) in the evaluation circuit (45).
  • the computer (63) has a memory (not shown) and a program and is connected to a timer (57).
  • the computer can recognize the train type and its possible speed and acceleration by comparing the current data pattern (FIG. 9) detected by the sensor pairs and the evaluation circuit.
  • the computer can use these known calculation methods to determine the time span from which these trains travel, for example, on average or at the earliest a certain distance. If the calculation is based on the maximum possible speed, the earliest arrival of the train at a location with a known distance from the wheel sensor can be predetermined. Data or messages about this can be output (65) or via a data transmission (67) at their output (69).
  • the data or messages are transmitted via the data transmission (67), for example, to a location of a construction site in the track area on which the calculation is based and evaluated there, a time-delayed but nevertheless timely warning can be triggered there, which results from the calculation. Construction work does not have to be interrupted prematurely.
  • a computer (not described in more detail) with equivalent properties such as the computer 63 together with a data transmission similar to the data transmission 67 can be used for the evaluation.
  • the computer (63) can, however, also measure the temporal sequence of at least the first wheel and / or recognition signals (51, 55) and stored data associated with the train type about the absolute distances of at least the first wheel axles and / or metallic passing by symmetrically to the rail head Objects determine the current speed of the train. With this current speed and the maximum possible acceleration, the arrival of the train at locations relative to the wheel sensor can be determined more precisely according to known calculation methods.
  • the computer (63) can determine the levels (47a, 47b or 49a, 49b) of the coils of the sensor pairs (41, 43) also easier to determine the current speed of the train.
  • FIG. 8 shows a D flip-flop circuit (41a, 41b, or 43a, 43b), which is contained in the evaluation circuit (45) and with which the direction of pull can be detected.
  • a D flip-flop circuit 41a, 41b, or 43a, 43b
  • the designations 41a, 41b, 47a, 47b, 47c and 47c are assigned to the sensor 41, the rest to the sensor 43.
  • the mode of operation is identical for both sensors.
  • the inductively influenced coils of the sensor pairs (41, 43) arranged along the track in succession are given correspondingly successive levels (47a, 47b, or 49a, 49b) from the inputs of the D flip-flop circuit (41a, 41b, or 43a, 43b). For example, if the level 47a at the data input of the D flip-flop 41a occurs before the level 47b at its clock input, the former level is passed to the output of the D flip-flop 41a as a direction signal 49c when the level 47b arrives. The D flip-flop 41b, on the other hand, does not pass any level to its output. With the reverse order of the levels, the D flip-flops behave in reverse.
  • the outputs (47c, 47d, or 49c, 49d) differ according to the order of the levels and show the direction of travel of the train. After the direction signals have been recognized, the D flip-flops are reactivated by resetting, which is not shown in FIG. 8 for reasons of clarity.
  • the information about the train direction can be used, for example, in connection with the notification of the arrival of the train at certain locations or for the direction-dependent axle counting.
  • the computer (63) in FIG. 6 can also contain analog / digital converters (not shown), advantageously one for each signal-emitting coil of the sensor pair (41, 43). If the levels (47, 49) of the sensor pairs (41, 43) are converted into digital values so quickly that at least 3 values are stored when a sensor and a wheel and / or a metallic object are affected, then an increasing number of values per Influencing a better and better resolved equivalent recognition pattern of the measured object in the form of a table of values. In contrast to angular brakes, a wheel is characterized, for example, by small increments in the associated value table because of its round shape. The significance of the measured objects can be determined by known calculation methods using comparison tables permanently stored in the computer (63). The safety of the wheel sensor can be increased to a level necessary for signal-technical safety in modern railroad operation in a logical connection with wheel signals (51) or detection signals (55) or error signals (53).
  • the signals 51, 53, 55, 56 of the evaluation circuit (45) in FIG. 6 and / or the current data pattern (FIG. 9) or the like can also be transmitted to a remote location via the data transmission 67 and processed there in a similar or identical manner are in the computer 63.
  • the data can be compressed, for example the current data pattern in the example of FIG as a sequence of digits 3, 1, 2, 1, n instead of the bit sequence.
  • the pair of sensors (41, 43) can each contain a first transmitter and / or receiver (71). If the trains themselves each contain a second transmitter and / or receiver (73) immediately above the rail, data can be exchanged wirelessly between the transmitters and / or receivers (71, 73) in a manner known per se, the computer (63) corresponds to the first transmitter and / or receiver (71) via a data line (65) and the train corresponds to the second transmitter and / or receiver (73) via line 75.
  • the first transmitter and / or receiver (71) can also be part or all of the coils of the sensor pair (41, 43) on an inductive basis, in particular if the coils to prevent the mutual influence of the transmission of the data and the measurements in a generally known compensating manner Bridge circuit are arranged.
  • Signal security can be achieved if the evaluation circuit (45), possibly also the data transmission (67) and / or the transmitter / receiver (71, 73) and the corresponding connections (47, 49, 65, 69, 75) as a second decoupled functional unit are present again, the functional units work in the same way and monitor each other for the same and simultaneous output signals.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Measurement Of Length, Angles, Or The Like Using Electric Or Magnetic Means (AREA)
  • Chain Conveyers (AREA)

Claims (15)

  1. Capteur de roue pour la détection de roues de véhicules sur rails, de préférence pour le comptage des roues dans une section de voies,
    - utilisant des paires de capteurs inductifs (1, 3, 41, 43) détectant le métal, se trouvant sur les rails,
    - dont le niveau électrique est amené à un circuit d'évaluation (5, 45),
    - les capteurs de la paire de capteurs (1, 3, 41, 43) étant disposés de sorte qu'un capteur (1, 41) se trouvant du côté d'un rail (4) sur lequel aucun boudin ne passe et l'autre capteur (3, 43) se trouvant du côté d'un rail (4) sur lequel un boudin passe, caractérisé en ce que,
    - le circuit d'évaluation (5, 45) contient un comparateur, et
    - le comparateur (5) émet un signal de sortie (11, 51) en cas de niveaux inégaux à ses entrées, qui correspond alors au passage d'une roue conforme ou d'un essieu monté, lorsque le niveau du capteur (3, 43) dirigé vers le boudin dépasse le niveau de l'autre capteur (1, 41).
  2. Capteur de roue selon la revendication 1, caractérisé en ce que les capteurs (1, 3, 41, 43) le long de la voie (2) sont disposés directement face à face (fig. 3a à 3d).
  3. Capteur de roue selon la revendication 1, caractérisé en ce que les capteurs (1, 3, 41, 43) le long de la voie (2) sont disposés décalés (fig. 3e, 3g) et en ce qu'une mémoire retardant (19) le niveau ou l'allure du niveau du premier capteur atteint jusqu'à ce que le capteur correspondant soit atteint et disposée en amont du comparateur (5) et en ce qu'une aiguille (15) détectant l'ordre chronologique dans le temps des niveaux du capteur (7, 9, 47, 49), transmet au comparateur (15) le premier niveau arrivé (23) par l'intermédiaire de la mémoire (19) et l'autre niveau (21) directement ou par un circuit d'adaptation (17).
  4. Capteur de roue selon l'une des revendications précédentes, caractérisé en ce que, le comparateur (5) fonctionne sur la base de la formation du quotient et/ou de la différence de ses niveaux d'entrée et en ce que les niveaux des capteurs et/ou de sortie sont conduits au choix par des filtres (25, 27, 29) absorbant les perturbations ou les différences de temps de propagation et/ou par le commutateur de seuil (31, 33, 35) limitant la plage de réponse.
  5. Capteur de roue selon l'une des revendications précédentes, caractérisé en ce que deux paires de capteurs (1, 3, 41, 43) sont disposées le long de la voie (2) (fig. 3f) et en ce que l'influence inductive de chaque roue (6) se succède dans le temps et se recouvre de préférence.
  6. Capteur de roue selon l'une des revendications 1 à 4, caractérisé en ce qu'une paire de capteurs (1, 3, 41, 43) est disposée décalée le long de la voie (2) (fig. 3e, 3g) et en ce que l'influence inductive de chaque roue (6) se succède dans le temps et se recouvre de préférence.
  7. Capteur de roue selon une des revendications précédente, caractérisé en ce que
    - le circuit d'évaluation (5, 45) comporte une horloge temporaire (57), un calculateur (63) - comportant une mémoire et un programme - relié à celle-ci et un circuit logique (61), qui inscrit un signal de roue (11, 51) correspondant au passage d'une roue conforme en cas de niveau dominant du capteur (43) de la paire de capteurs (1, 3, 41, 43) orienté vers le boudin et un signal de reconnaissance (55) correspondant à l'objet métallique passant symétriquement au champignon du rail, avec un niveau d'intensité sensiblement égal des deux paires de capteurs (1, 3, 41, 43) distinguables par la séquence temporelle (56) des deux signaux (51, 55), conjointement dans la mémoire du calculateur (63) comme combinaison de données actuelles (fig. 4) correspondant à un type de train, et -
    en ce que la combinaison de données actuelle (fig. 4) est disponible à la sortie (65) du calculateur et le cas échéant - de préférence comprimée de manière connue en soi - par un dispositif de transmission des données (67) à sa sortie (69).
  8. Capteur de roue selon la revendication 7, caractérisé en ce que l'objet métallique symétrique est un frein à courants de Foucault et/ou un frein électromagnétique sur rail et/ou une tôle codeuse du train.
  9. Capteur de roue selon l'une des revendications précédentes, caractérisé en ce que
    - les combinaisons de données des types de trains avec les données afférentes relatives à la vitesse éventuelle et à l'accélération du type de train sont mémorisées dans le calculateur (63),
    - le calculateur (63) compare la combinaison de données actuelles (fig. 4) avec les combinaisons de données connues des types de train mémorisées dans le calculateur (63) et reconnait le type de train en cas de concordance, lit les données mémorisées affectées au type de train relatives à la vitesse et à l'accélération éventuelle du type de train et en détermine des données sur l'arrivée ponctuelle du train en des lieux relatifs aux capteurs de roue d'après des méthodes de calcul connues en soi et les met à disposition côté sortie (65, 69), et/ou
    - le calculateur (63) met à disposition côté sortie (65, 69) les données contenues dans la combinaison de données actuelle (fig. 4), formées à partir du signal de roue (51), correspondant au nombre d'essieux du train.
  10. Capteur de roue selon la revendication 9, caractérisé en ce que le calculateur (63) détermine la vitesse actuelle du train selon des méthodes de calcul connues en soi et met à disposition côté sortie (65, 69) des données sur l'arrivée ponctuelle du train en des lieux relatifs au capteur de roue, en mesurant la séquence dans le temps d'au moins les premiers signaux de roue ou de reconnaissance (51, 55) et à partir des données mémorisées dans le calculateur (63) affectées au type de train sur les écarts absolus au moins des deux essieux de roues et/ou des objets métalliques passant symétriquement au champignon du rail.
  11. Capteur de roue selon une des revendications précédentes, caractérisé en ce que
    - le circuit d'évaluation (5, 45) comporte une bascule bistable D (41a, 41b, 43a, 43b) réinitialisable,
    - les bobines influencées inductivement successivement dans le temps des paires de capteurs (1, 3, 41, 43) disposés le long de la voie transmettent des niveaux (47a, 47b, ou 49a, 49b) se succédant dans le temps correspondant à une entrée de données et une entrée pour signaux d'horloge respectivement d'une bascule bistable (47c, 47d, ou 49c, 49d) qui, selon l'ordre chronologique des niveaux, émettent des signaux directionnels (47c, 47d ou 49c, 49d) correspondant au sens de la marche du train, puis sont réinitialisés et
    - l'ordinateur (63) détermine d'après des méthodes de calcul connues en soi la vitesse actuelle du train et met à disposition côté sortie (65, 69) avec les signaux directionnels (47a, 47b ou 49a, 49b), des données sur l'arrivée ponctuelle du train en des lieux relatifs au capteur de roue en mesurant l'écart dans le temps des niveaux (1, 3, 41, 43) avec un écart connu des bobines des paires de capteurs (47c, 47d, ou 49c, 49d).
  12. Capteur de roue selon l'une des revendications précédentes, caractérisé en ce que, le circuit logique (61) émet un signal de défaut (53) avec un niveau dominant du capteur (1, 41) opposé au boudin et/ou le met à disposition côté sortie (65, 69).
  13. Capteur de roue selon l'une des revendications précédentes, caractérisé en ce que, le calculateur (63) comporte un convertisseur analogique/numérique,
    - les niveaux (7, 9, 47, 49) des paires de capteurs (1, 3, 41, 43) sont convertis en valeurs numériques en une séquence temporelle, de sorte qu'au moins trois valeurs sont mémorisées en cas d'influence d'un capteur par une roue et/ou un objet métallique;
    - le calculateur (63) compare la similitude de ces valeurs avec des combinaisons de valeurs mémorisées dans le calculateur de roues significatives, d'objets métalliques et de sources de perturbation d'après des méthodes de calcul connues en soi, et, en cas de correspondance, met à disposition côté sortie (65, 69) des signaux d'information - de préférence par liaison logique avec les signaux de roue (51) ou les signaux de reconnaissance (55) ou des signaux de défaut (53).
  14. Capteur de roue selon l'une des revendications précédentes, caractérisé en ce que
    - la paire de capteurs (1, 3, 41, 43) comporte respectivement un premier émetteur/ou récepteur (71) de préférence inductif,
    - les trains comportent un second émetteur et/ou récepteur (73), de préférence inductif immédiatement en amont du rail,
    - le premier émetteur et/ou récepteur (71) correspond avec le calculateur (63), ou avec le dispositif de la transmission des données (67) par la ligne de données, et
    - les données sont échangées sans fil d'une manière connue en soi entre les émetteurs et/ou les récepteurs (71, 73).
  15. Capteur de roue selon l'une des revendications précédentes, caractérisée en ce que,
    - le circuit d'évaluation (5, 45), le cas échéant également le dispositif de transmission des données (67) et/ou les émetteurs/récepteurs (71, 73) ainsi que les liaisons correspondantes (7, 9, 47, 49, 65, 69, 75), sont redondantes en tant que seconde unité fonctionnelle découplée et
    - les unités fonctionnelles fonctionnent sur le même schéma et surveillent mutuellement si leurs signaux de sortie sont identiques et simultanés.
EP92114914A 1991-09-02 1992-09-01 Dispositif de détection de roues de véhicules ferroviaires Expired - Lifetime EP0530743B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE4129138 1991-09-02
DE19914129138 DE4129138C1 (en) 1991-09-02 1991-09-02 Rail vehicle wheel sensor system - uses metal detecting inductive sensors arranged symmetrically on rail and suppresses interference to enable differentiation between flanged and flangeless wheels
DE4229131 1992-09-01
DE19924229131 DE4229131C1 (fr) 1992-09-01 1992-09-01

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EP0530743A2 EP0530743A2 (fr) 1993-03-10
EP0530743A3 EP0530743A3 (en) 1993-05-12
EP0530743B1 true EP0530743B1 (fr) 1995-01-11

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EP92114914A Expired - Lifetime EP0530743B1 (fr) 1991-09-02 1992-09-01 Dispositif de détection de roues de véhicules ferroviaires

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EP (1) EP0530743B1 (fr)
AT (1) ATE116919T1 (fr)
DE (1) DE59201186D1 (fr)
ES (1) ES2069947T3 (fr)

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DE602005025359D1 (de) * 2004-07-16 2011-01-27 Lynxrail Corp Gerät zur bestimmung von schwankbewegung und anstellwinkel eines schienenfahrzeugradsatzes
PL237272B1 (pl) * 2016-09-19 2021-03-22 Voestalpine Signaling Sopot Spolka Z Ograniczona Odpowiedzialnoscia Sposób i układ do strojenia czujników indukcyjnych do wykrywania obecności kół taboru szynowego
EP4155162A1 (fr) * 2021-09-22 2023-03-29 Siemens Mobility GmbH Procédé et dispositif pourvu de compteur d'essieux permettant de faire fonctionner un passage à niveau
CN114670893B (zh) * 2022-04-26 2024-04-30 南京拓控信息科技股份有限公司 一种车轮掉块的检测方法
DE102022210357A1 (de) * 2022-09-29 2024-04-04 Siemens Mobility GmbH Verfahren und System zum Überwachen eines Gleisabschnitts
EP4383097A1 (fr) * 2022-12-08 2024-06-12 Siemens Mobility GmbH Validation d'une série temporelle binaire simulée
CN117208034A (zh) * 2023-10-07 2023-12-12 温州市铁路与轨道交通投资集团有限公司 二取二架构计轴设备数据处理方法、装置及计轴设备

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DE764957C (de) * 1942-08-18 1953-06-08 Ver Eisenbahn Signalwerke G M Einrichtung zur Zeichenuebertragung von Eisenbahnzuegen auf die Strecke durch induktive Einwirkung der Raeder auf an der Strecke angeordnete Eisenkerne
DE958848C (de) * 1953-10-13 1957-02-28 Siemens Ag Anordnung bei Eisenbahnen zur UEbertragung von Zeichen vom Zuge auf die Strecke
US2892078A (en) * 1957-03-14 1959-06-23 Itt Detecting apparatus
FR2617315A1 (fr) * 1987-06-23 1988-12-30 Sfim Procede et dispositif de discrimination du type d'un vehicule automobile en circulation

Also Published As

Publication number Publication date
DE59201186D1 (de) 1995-02-23
EP0530743A3 (en) 1993-05-12
ATE116919T1 (de) 1995-01-15
ES2069947T3 (es) 1995-05-16
EP0530743A2 (fr) 1993-03-10

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