EP1086873B1 - Verfahren zum Feststellen von an einem Zählpunkt vorübergelaufenen Schienenfahrzeugrädern - Google Patents

Verfahren zum Feststellen von an einem Zählpunkt vorübergelaufenen Schienenfahrzeugrädern Download PDF

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Publication number
EP1086873B1
EP1086873B1 EP00250313A EP00250313A EP1086873B1 EP 1086873 B1 EP1086873 B1 EP 1086873B1 EP 00250313 A EP00250313 A EP 00250313A EP 00250313 A EP00250313 A EP 00250313A EP 1086873 B1 EP1086873 B1 EP 1086873B1
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EP
European Patent Office
Prior art keywords
state
sensor
sensors
travel
axle
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
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EP00250313A
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German (de)
English (en)
French (fr)
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EP1086873A1 (de
Inventor
Rüdiger Helsch
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Siemens AG
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Siemens AG
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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
    • B61L1/161—Devices for counting axles; Devices for counting vehicles characterised by the counting methods

Definitions

  • the invention relates to a method according to the preamble of claim 1.
  • a method is for example from Signal und Draht 69 (1977) 1/2, pages 12 to 20 known; it has proven itself many times in practice.
  • the sensor signals used for the axle count are in front Exposed to diverse interference. These exist especially in the inductive and capacitive influencing electrical conductor through the flowing in the rails considerable trajectory flows, but less on the sensors work themselves, rather than on the sometimes quite long ones Connection lines between the sensors and the sensors remotely located evaluation devices. But there is also disturbances acting directly on the sensors, for example about the magnetic fields from vehicle-side Eddy current brakes can go out.
  • interference pulses below a predetermined minimum duration by using Delay stages before the inputs of the receivers for the Filter sensor signals digitally and thus for evaluation to render it harmless.
  • the procedure for digital interference suppression fulfills its task only as long as the duration of the interference signals is significantly shorter than the shortest possible duration of influence on the track sensors by a vehicle wheel. This condition is at least then no longer met, even if a route of very fast driving vehicles. When passing such The duration of the sensor signals lies in the vehicles Magnitude of the interference that occurs, so that a clear separation according to interference and useful signals is not is more possible.
  • the object of the invention is a method according to the preamble of claim 1 specify that at reasonable technical effort is suitable, a safe track monitoring based on the number of at a point of delivery with a predetermined minimum speed passed Carrying vehicle wheels without the additional Distance between the vehicle wheels when entering and determined when moving out of a section and together must be compared.
  • the invention solves this problem by the characterizing Features of claim 1.
  • the invention makes itself to take advantage of the knowledge that any by impossible Incorrect wheel detections caused by interference can be corrected by being speed dependent be rated.
  • those of the Sensor states passed through numerically and depending on the direction of travel recorded in buffers.
  • Vehicle wheels a point of delivery with a predetermined minimum speed. Since there is no sudden at this speed Reversal of direction of travel may have taken place later time from the comparison of the one and if necessary, change of sensor state determined for the other direction of travel conclude that all vehicle wheels, which led to sensor status changes in rapid succession have passed the point of delivery in the same direction to have.
  • the corresponding one Number of axes fed to the evaluation and in the previously described Caching together with the associated Status messages deleted.
  • the minimum speed of the vehicle wheels on which the invention Procedure to be used is according to the Teaching of claim 3 chosen so that the triggered Sensor status messages from consecutive in the axis system Vehicle wheels reliably than to the same axis system can and must be properly accepted.
  • the minimum speed is advantageous defines that it connects to the speed range or partially covered it by known noise suppression is covered against interference effects.
  • the interference signal suppression according to claim 5 can optionally be modified depending on the speed, d. H. at slower speeds, longer ones can also occur Interference signals are effectively hidden as at higher driving speeds. For higher driving speeds, for which the digital interference signal suppression is not only the procedure will then be considered used according to claim 1.
  • the for the speed-dependent adaptation of interference suppression times required knowledge of the speed of vehicle wheels can according to the teaching of the claim 6 from the edges of the sensor signals of a point of delivery be obtained so that it can be used for speed determination no separate facilities required.
  • Claim 9 denotes a particularly advantageous method for counting sensor states and Axes that use two counts from those related to individual axes and the other to the network the one passing a point of delivery at high speed Vehicle wheels / axles is related.
  • Every complete Bike passage should be the single-axle related for the bike in question Status messages in the axis group-related Counting process accepted and the single-axis-related status messages be deleted so that for each new in the Counting area incoming vehicle wheel initiated by this Sensor states separate from those of other vehicle wheels can be captured.
  • the axis-related counting process after passing the plausibility check and if necessary, correct the determined number of axles under simultaneous deletion of the axles no longer required Status messages of the axle count of the point of delivery for Available.
  • the two counting processes ensure that the First, status reports related to individual axes added and later the sensor states for everyone in association with the specified minimum speed past the point of delivery Vehicle wheels can be assessed together.
  • a variant for counting the sensor transitions depending on the direction of travel is specified in claim 10. After that there is only a counting process that is ended in the case of evaluation. Not for the further consideration of wheel movements required information about the status spaces passed through and the recognized vehicle wheels are processed by a calculation determined and eliminated from the counting process.
  • Claim 11 describes the measures for determining the Axis numbers of an axis group, which together form the final Counting process are fed.
  • Claims 12 to 15 describe those in the plausibility check the directional sensor state transitions and the number of axles that apply. Certain Scenarios like commuting over a point of delivery or that Cutting a sensor and acting together Malfunction on all sensors of a point of delivery can be avoided the temporal evaluation of the sensor state transitions clearly detect.
  • Figure 1 shows schematically a track in the area of a point of delivery with two spaced sensors S1, S2 to recognize a passing vehicle wheel R to five successive times t1 to t5; the or the Activated sensors pass the vehicle wheel are marked by a black circle to white circles, which stand for unaffected sensors.
  • the wheel signals are below the wheel / sensor displays Sensors in the form of currents or voltages US1, US2 applied.
  • both sensors are unaffected; the associated Voltage / current values are low.
  • the vehicle wheel R under consideration in the direction of travel of advanced to the left that the first sensor S1 and only this sensor responds to the vehicle wheel and a corresponding sensor signal US1 higher at its output Outputs amplitude.
  • This is at time t3 Vehicle wheel above both sensors and both sensors lead their output high potential.
  • the vehicle is at time t4 advanced so far that only the sensor S2 being affected; is the sensor output signal of sensor S1 has become zero and only the output signal US2 of the sensor S2 is high.
  • the vehicle wheel has at time t5 passed the point of delivery completely and both sensors are located themselves back in their starting position from which they when this or another vehicle wheel approaches each other in succession are switched back to the active position can.
  • the method according to the invention is based on the direction of travel temporal evaluation of one of the sensors Metering point switched sensor signals about their status sequences. It is not only the flanks and the flank offset of the sensor signals is determined, but it is also checked whether the sensor signals change consequently and whether they are within predetermined permissible subsequent times change.
  • the invention adopts the knowledge use that the sensor states within predetermined Must change minimum times in the specified manner, if the vehicle wheels influencing the sensors and the associated ones Metering point with a certain minimum speed happen.
  • the method according to the invention is described below using a Schemes shown in FIG. 2 for a state machine explained in more detail, this state machine if necessary can either be performed in discrete technique or by a code describing the individual process steps in a data processing device.
  • the state machine has four state spaces for the supposedly by a vehicle wheel influenceable two sensors of a metering point, namely the state: unaffected, the state: sensor 1 alone affected, the state: Both sensors affected (influenced by two channels) and the state: sensor 2 alone influenced.
  • a means here the number of axes, r the number of state transitions at Direction of travel from left to right and l the number of state transitions in the direction of travel from right to left. It is assumed that starting from the state space: Both sensors unaffected, (time t1 in Figure 1, line 1 in Figure 3) initially only the sensor S1 is influenced (time t2 in Figure 1). There is the one designated in FIG. 2 with 1 State transition takes place in a first counting process for state transitions in the assumed direction of travel from left to right is detected. This state is in line 2 shown in Figure 3.
  • a * stands for the number of axes in the axis system, r * for those recognized when passing through the axis system Change of state in the direction of travel from left to right and l * for the corresponding number of state transitions in the Opposite direction.
  • the point of delivery should also travel quickly be passed by a fourth vehicle axle, the sensor signals generated by interference pulses St so should be falsified that they are contrary to the previous one Show the running direction of the vehicle wheel.
  • the point of delivery then follows and in time from a fifth and a sixth vehicle wheel in quicker Go through sequence, assuming the sensor states will be traversed as they follow the direction of travel of the axis group are assigned from left to right (lines 26 to 36 in Fig. 3). May the sixth axis considered the last axis of the axis group passing the point of delivery his. With the expiration of a maximum period of time, present the time period 1 s, the state machine recognizes that the sensors of the point of delivery under consideration for a longer period of time are and concludes from the fact that the sensor state: Unaffected is assumed that the axis system the Point of delivery has passed completely. The state machine ends therefore the counting process for the axis system and begins with the plausibility check.
  • the fourth axis not to add to the three axes already recognized, but according to the sequence of the detected state transitions the direction of travel from right to left assigned fourth axis from those assigned to the opposite direction of travel so far recognized to subtract three vehicle axles. With such a direction-related assignment from axes to state sequences would be the state machine for assign the plausibility check to other regularities.
  • the state machine arrives approximately every 500 ms into the state space: All sensors unaffected. However, if the point of delivery is from the last axis of an axis system has passed, then the state machine remains For a long time in the state room: All sensors unaffected. He arranges for the evaluation of the for the axis transition registered status transitions and axes, as assumed in the embodiment of Figure 3 is.
  • the state machine causes in the event that the state space: sensor 1 influenced or in the other direction the state space: Sensor 2 influences, for a predetermined minimum time is taken, the evaluation of any previously saved Axes and sensor states.
  • the minimum influence time ⁇ The minimum dwell time in the exemplary embodiment is 0.1 s assumed d. that is, it is much smaller than the time that can pass away from leaving the state space: "Uninfluenced Sensors "until this state space is reached again via the status area "Both sensors influenced”.
  • the maximum time for the allowable stay in the first The state space reached can therefore be chosen to be much smaller are considered as the permissible time to reach the state space: "Unaffected sensors" because of the permissible Minimum speed of the vehicle and the point of delivery structure can be determined exactly within which Time from reaching the state space: sensor 1 or sensor 2 affects the state space for the common influence both sensors must be reached. That period is very much shorter than the time it takes to pass completely the point of delivery is required by a vehicle wheel or for the period of time until the next pass Vehicle wheel must be made available. Will the allowable Residence time for the sole influence state of the first point of delivery sensor exceeded, then the Evaluation of any saved number of axes and sensor states causes.
  • the same maximum dwell time is also assigned to the state space for influencing all sensors of a metering point together. If this state space is not left in time in the following state space for the sole influence of one or the other sensor, this is an indication of the stopping or at least of the critical slowing down of a vehicle in the metering point area. There is then an evaluation of the number of axles and sensor states determined up to that point in order to prevent the information on vehicle wheels which had hitherto been reliably recognized as belonging to an axle group from subsequently being mixed with information from another vehicle wheel which may be advancing in a different direction of travel than that previously considered Axis system. A maximum dwell time of 12 ms is assigned to the third state space, namely the sole stress of the sensor lying ahead in the respective direction of travel.
  • Figure 4 explains the relationships in a slowly advancing Vehicle wheel that stops above the point of delivery.
  • the vehicle should be a two-axle vehicle.
  • the sensor axis still passes the first axis with a Speed above the specified minimum speed, the second axis remains above the sensor arrangement.
  • the state transitions of the sensor arrangement as it passes the first axis and counting the state transitions and the axis in the axis-related counter and the transfer the counting positions in the composite axis counter follow the on 3 explained the regularities.
  • the second axis controls the sensor arrangement from the unaffected state the state: sensor S1 influences and from this state in the condition: both sensors affected.
  • the vehicle then continues its journey.
  • the state transitions assigned to the second axis are transferred to the axis group-specific counter when the state: Unaffected is reached and evaluated together at a later point in time. Since the vehicle under consideration is supposed to be a two-axle single vehicle, this evaluation takes place when the state of the status space has expired: B. 1 s.
  • the use of separate counters for registering axis-related and axis group-related events ensures that the state transitions belonging to an axis are always evaluated together and are never divided between two different axis groups.
  • FIG. 5 explains the relationships in a vehicle wheel, that turns over the point of delivery.
  • the vehicle wheel is approaching the point of delivery in the direction of travel from left to right and first affects the front sensor S1.
  • the example 4 shows the state transitions assigned to the first axis counted and when entering the uninfluenced State adopted in the axis group-related counters.
  • the vehicle stops when a (in in this case the second) axis in the middle of the sensor arrangement stands.
  • the longer stay in the state: two-channel influenced leads to the evaluation of the counters for the axis system, those assigned to the first axis at this time State transitions included.
  • the Axis counter of the counter increased by one counter.
  • the one State transitions assigned to the second wheel are still present in the axis-specific counters and are from the evaluation not affected.
  • the train then turns around and continues its journey in the Opposite direction.
  • the number of axles and data determined for the single axis for the state transitions are therefore in the axis group-related Counting process accepted and the machine checks whether more within the specified maximum evaluation time Sensor influences exist.
  • the axis under consideration is within the specified evaluation time another axis follows. Their number of axles determined via the single axis count is determined together with the determined direction of travel State transitions also to the counting process for the Axis group transmitted (line 12).
  • the axis under consideration should be the last axle of the vehicle, which is the point of delivery happened.
  • the automaton shown in FIG. 2 contains state transitions also in the diagonal direction, i.e. from the state: Unaffected in the condition: influenced by two channels and between the two single-channel affect states.
  • state transitions can with a trouble-free operation by one over a Point of delivery rolling vehicle wheel cannot be caused; she correspond to someone suddenly appearing out of nowhere Vehicle. For this reason, going through is such State transitions as a strong indication of failures or malfunctions to evaluate. If it occurs too often, possibly in Relation to the number of axles counted, it can be assumed that correct counting is no longer possible. In this In the event, facilities should be those that are based on the axle counting method Use information provided in a permanent way safe condition.
  • the method according to the invention can be advantageous Perfect way by further time monitoring. So it is also possible, for example, to stay within not only to monitor individual status spaces, that the state spaces within predetermined maximum Periods are left, but also that the Maintain conditions beyond specified minimum times stay. So z. B. also at the maximum permissible advance speed a vehicle wheel this when leaving the State space for influencing both sensors together for a certain minimum time of e.g. B. 3 ms one or affect another sensor alone. Will this sole influence time undershot, this is a sign of that there is a malfunction. Such a disorder can z. B. be the temporary failure of the power supply. When the supply voltage returns, there is only one very slight offset of the sensor output signals, those exceeding the minimum time requirement can be recognized. These and other fault reports can be listed depending on time and for maintenance and Maintenance work.
  • the method according to the invention can be used with any type sensors for detecting passing vehicle wheels. there can also assign more than two sensors to each metering point be timed when passing a vehicle wheel address overlapping.
  • the sensor signals only subjected to the speed test if due to their chronological order is certain that they are the respective are assigned to the same direction of travel.
  • the speed test occurs when the direction of travel is assigned can be taken in the embodiment of FIG. 6 so z. B. after passing the second vehicle wheel; For the first vehicle wheel is not a speed test.
  • a vehicle wheel is dimensioned so that it is at most equal to the vehicle speed at which Interference signals on the sensor signals by a conventional one Reliable filtering of digital interference signal suppression can be. Interference at lower driving speeds are then replaced by an additional digital Noise suppression filtered out.
  • This can be an adjustment the interference signal suppression time to the current driving speed a vehicle may be provided; d. H. ever the slower the driving speed, the longer it can be Interference suppression time of the filter can be set.
  • the Driving speed can be z. B. from the time span for traversing individual sensor status spaces through the Vehicle wheel or any other vehicle wheel of the same Determine the axis system.
  • the sensor state transitions are related and referenced to individual axes counted on the axis system, whereby each time from one Wheel passage is assumed when the sensor state: "Unaffected” about the sensor status: “Both sensors affected” was achieved.
  • a variation of this recognition process with just a single count provides that counted total number of status transitions and as soon as the conditions for the evaluation of the state transitions are fulfilled (complete passage of an axis system or Speed falling below the minimum speed), to determine the number of axes passed and the associated number of state transitions from the result of the to subtract detected state transitions.
  • the number the vehicle wheels passed result from the number of with a complete cycle passage through state transitions, four in the present case.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)
EP00250313A 1999-09-22 2000-09-22 Verfahren zum Feststellen von an einem Zählpunkt vorübergelaufenen Schienenfahrzeugrädern Expired - Lifetime EP1086873B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19946226A DE19946226C1 (de) 1999-09-22 1999-09-22 Verfahren zum Feststellen von an einem Zählpunkt vorübergelaufenen Fahrzeugrädern
DE19946226 1999-09-22

Publications (2)

Publication Number Publication Date
EP1086873A1 EP1086873A1 (de) 2001-03-28
EP1086873B1 true EP1086873B1 (de) 2003-01-15

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EP00250313A Expired - Lifetime EP1086873B1 (de) 1999-09-22 2000-09-22 Verfahren zum Feststellen von an einem Zählpunkt vorübergelaufenen Schienenfahrzeugrädern

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EP (1) EP1086873B1 (da)
AT (1) ATE231081T1 (da)
DE (2) DE19946226C1 (da)
DK (1) DK1086873T3 (da)
ES (1) ES2192167T3 (da)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022089689A1 (de) * 2020-10-27 2022-05-05 Pintsch Gmbh Näherungsschalter, verfahren zum betreiben eines solchen sowie anordnung und verfahren zur überwachung eines gleisabschnittes

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU2004303899B2 (en) * 2003-12-24 2010-06-03 Rts R & D Pty Ltd Vehicle speed determination system and method
WO2005062275A1 (en) * 2003-12-24 2005-07-07 Redflex Traffic Systems Pty Ltd Vehicle speed determination system and method
DE102005023726B4 (de) * 2005-05-23 2007-11-22 Frauscher Gmbh Verfahren und Vorrichtung zur Vermeidung von ungewollten Beeinflussungen von Doppelsensoren
TW200925034A (en) * 2007-09-03 2009-06-16 Siemens Ag Method for counting axles in rail vehicles
DE102012105003A1 (de) * 2012-06-11 2013-12-24 Dirk Munder Vorrichtung zur Erfassung von Zuständen auf Gleisabschnitten
CN103332210A (zh) * 2013-06-14 2013-10-02 成都欧莱特自动化控制工程有限公司 一种采用车辆智能计轴装置的铁路行车调度系统
DE102014216726A1 (de) * 2014-08-22 2016-02-25 Siemens Aktiengesellschaft Verfahren zur Erhöhung der Verfügbarkeit einer Raderkennungseinrichtung und Raderkennungseinrichtung
CN110293997B (zh) * 2019-06-17 2021-10-01 深圳科安达电子科技股份有限公司 有轨电车抗干扰的信号控制系统及计轴设备
CN114735046B (zh) * 2022-03-14 2023-04-25 中车青岛四方车辆研究所有限公司 一种列车轮径测量系统

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DE2319164C2 (de) * 1973-04-16 1975-05-28 Siemens Ag, 1000 Berlin Und 8000 Muenchen Anordnung zum Unterdrücken von elektrischen Impulsen unterhalb einer vorgegebenen Mindestlänge, insbesondere bei Achszählanlagen
DE3047119C2 (de) * 1980-12-13 1984-05-17 Scheidt & Bachmann GmbH, 4050 Mönchengladbach Anordnung zur Ermittlung der Fahrtrichtung schienengebundener Fahrzeuge
DE3201293C2 (de) * 1982-01-18 1983-12-15 Standard Elektrik Lorenz Ag, 7000 Stuttgart Einrichtung zur Überwachung des Frei- oder Besetztzustandes eines Gleisabschnittes
DE19526816C2 (de) * 1995-07-12 1998-04-09 Siemens Ag Verfahren zum Erkennen einer Fehlmeldung bei einer abschnittsweisen Achszählung
EP1017577B1 (en) * 1997-09-04 2002-11-27 L.B. Foster Company Railway wheel detector

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022089689A1 (de) * 2020-10-27 2022-05-05 Pintsch Gmbh Näherungsschalter, verfahren zum betreiben eines solchen sowie anordnung und verfahren zur überwachung eines gleisabschnittes

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Publication number Publication date
ES2192167T3 (es) 2003-10-01
DE50001078D1 (de) 2003-02-20
DK1086873T3 (da) 2003-05-05
EP1086873A1 (de) 2001-03-28
DE19946226C1 (de) 2001-03-29
ATE231081T1 (de) 2003-02-15

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