EP1213202B1 - Procédé pour représenter l'état de la voie et/ou les caractéristiques de fonctionnement mécaniques de véhicules sur rails - Google Patents

Procédé pour représenter l'état de la voie et/ou les caractéristiques de fonctionnement mécaniques de véhicules sur rails Download PDF

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Publication number
EP1213202B1
EP1213202B1 EP00126831A EP00126831A EP1213202B1 EP 1213202 B1 EP1213202 B1 EP 1213202B1 EP 00126831 A EP00126831 A EP 00126831A EP 00126831 A EP00126831 A EP 00126831A EP 1213202 B1 EP1213202 B1 EP 1213202B1
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EP
European Patent Office
Prior art keywords
inf
information units
signals
sensors
information
Prior art date
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
Application number
EP00126831A
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German (de)
English (en)
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EP1213202A1 (fr
EP1213202B2 (fr
Inventor
Arthur Windisch
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Schweiz AG
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Siemens Schweiz AG
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Application filed by Siemens Schweiz AG filed Critical Siemens Schweiz AG
Priority to AT00126831T priority Critical patent/ATE322416T1/de
Priority to EP00126831A priority patent/EP1213202B2/fr
Priority to DE50012534T priority patent/DE50012534D1/de
Publication of EP1213202A1 publication Critical patent/EP1213202A1/fr
Publication of EP1213202B1 publication Critical patent/EP1213202B1/fr
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Publication of EP1213202B2 publication Critical patent/EP1213202B2/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/042—Track changes detection
    • B61L23/044—Broken rails
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
    • B61K9/08—Measuring installations for surveying permanent way
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0081—On-board diagnosis or maintenance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/042—Track changes detection
    • B61L23/045—Rail wear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/04—Satellite based navigation systems, e.g. global positioning system [GPS]

Definitions

  • the present invention relates to a method for imaging the track condition and / or the mechanical performance of rail vehicles according to the preamble of patent claim 1.
  • DE 198 37 486 A1 in addition to DE 198 37 485 A1, it is provided that the sensors interact with a mass-spring system installed on the respective vehicle.
  • WO 00/60322 discloses a method and a device which, on the basis of a two-dimensional detection by means of acceleration sensors, makes it possible to measure deviations of the mechanical operating behavior of the chassis independently of external influences.
  • test drives for checking the track condition can at best be carried out in marginal hours.
  • methods of the type specified in DE 198 37 485 A1 or in DE 198 37 486 A1 can be used become.
  • Such test drives also require a personnel and organizational effort.
  • the present invention is therefore based on the object of specifying a method by means of which, on the one hand, a current checking of the track condition of track sections without special test drives is made possible, and which method also makes it possible to check the mechanical performance of rail vehicles.
  • Figure 1 shows a passenger train composition 20 with a traction unit 23, two intermediate cars 22.1, 22.2 and a control car 21.
  • the carriage 22.1 has a bogie associated sensor module 11, while the control car 21 each bogie sensor module 11 is associated with at least one sensor 10.
  • the cars of the train composition 20 are mechanically connected to a traction coupling 24 and electrically connected to a train bus 12.
  • a sensor 10 is shown only with respect to the carriage 22.1 in Fig. 1, it is provided in an advantageous embodiment of the invention to provide per wheel or per bogie several sensors 10, e.g. left / right and or to detect stresses in the directions of a two- or three-dimensional coordinate system, x-, y- and possibly z-direction.
  • the sensor modules 11 assigned to the carriages are connected via the train bus 12 to an evaluation unit 13 on the traction vehicle 23.
  • the assignment of the evaluation unit 13 to a traction unit 23 is not mandatory, an assignment to the control car 21 or an intermediate car 22 is also possible.
  • Strains occurring on a wheel 26 or on a bogie 27 can be detected by the sensors 10 as, for example, vibration on a piezoelectric path or as strain by means of strain gauges as an electrical signal.
  • a sensor module 11 is provided per wheel 26 or bogie 27, in which on the one hand there is an activation of the sensors 10, for example with a carrier signal, and on the other hand the detected signals of a first Be subjected to analysis.
  • signals are also acquired from the sensors 10, which are designed in particular as strain gauges, from which signals a load state of the relevant vehicle emerges.
  • an information unit INF W (the index W stands for "wagon") is generated by the sensor module, which has, for example, a structure as shown in Table 1.
  • further sensors can be provided, in particular a sensor 10 for detecting the wheel bearing temperature, this is indicated in Table 1 with the information field TMP_VAL_R. It is also possible to detect further operating parameters, for example the oil level in a wheel bearing.
  • an information field APPL is provided.
  • state data of a respective sensor module 11 associated cooling unit which serves to cool a space for food transport, can be detected.
  • a decision can be made by the sensor module 11 that a certain accumulation of a signal as an image of the operating state of the relevant wheel 26 or the relevant Axis is to be evaluated.
  • the rotational speed of the relevant axis is advantageously also detected by a further sensor 10.
  • a corresponding indicator of the detected values can be stored in an information field X_VAL_IND which identifies the signals as an image of the relevant axis or wheel 26. From the signals x 1 ,...
  • a statistical value can be generated and stored in a field X_VAL_AVG of the information unit INF W.
  • Mean values for example arithmetic or geometric ones can be used.
  • a quantile eg median, can advantageously be provided from a series of such signals.
  • Several such quantiles are then stored in information fields X_VAL_1, ..X_VAL_N.
  • signals x 1 ' .. x n' optionally after a preselection, can be stored directly in the information unit INF W in the fields X_VAL_1, ..X_VAL_N.
  • the field X_VAL_IND can have, for example, a width of 8 bits, thereby directly indicating 8 different states or indications.
  • the signals stored in the fields X_VAL_1, .., Y_VAL_AVG, etc. of an information unit are referred to as measured values.
  • the information units INF G generated by a sensor module 11 are transmitted via the train bus 12 of an evaluation unit 13 assigned to the train composition 20 and stored there.
  • a relation for example a bijection, is created between a time t available in the evaluation unit 13 and the stamp contained in the information field CNT.
  • the stamp also contains a time indication, but without a defined origin.
  • the evaluation unit 13 is arranged in the traction vehicle and / or in the control car 21.
  • a mark identifying the respective route and the respective track can be supplied to the evaluation unit 13 via the receiving unit 15 by fixed train-influencing components, such as EURO-Balise 14 or EURO-Loop.
  • Fixed train-influencing components such as EURO-Balise 14 or EURO-Loop.
  • Information about the respective speed of the relevant train composition 2D are now those information units INF W , which have no indicator in the information field X_VAL_IND as an image of the operating state of the wheel or the axis in question, assembled into an information unit INF G (the index G stands for "tracks" ).
  • the receiving unit 15 is assigned to the traction unit 15.
  • a reception unit 15 is also installed on this;
  • each of the first receiving unit 15 in the direction of travel is actively switched, the information received by the EURO-Balise 14 via the receiving unit 15 on the control car 21 is available via the train bus 12 also in the traction vehicle 23.
  • Table 2 An exemplary structure of the above-mentioned information unit INF G is shown in Table 2 below.
  • Table 2 Structure an information unit INF ⁇ sub> G ⁇ / sub> information field importance
  • X1_VAL_AVG Weighted value in x-direction
  • X1_VAL_MAX Maximum value in x-direction
  • X1_VAL_MIN Minimum value in x-direction
  • Y1_VAL_AVG Weighted value in y-direction Y1_VAL_MAX
  • a relative position to the number plate of the route can be specified, preferably in the unit [m].
  • the location information can also be obtained via a the evaluation unit 13 associated GPS module (GPS: Global Positioning System).
  • GPS Global Positioning System
  • the information units INF W received in the evaluation unit 13 can additionally be provided with a tag TRA_ID of the relevant train and optionally with further fields, eg with the current speed v in [m / s] or the train number COU_ID , which allows for a schedule-specific assignment.
  • TRA_ID the current speed
  • COU_ID the train number
  • the information units INF W provided with the above-mentioned additional fields are hereinafter referred to as INF W. designated.
  • the information units INF W thus have the following additional fields shown in Table 3, wherein still further fields not shown below may be provided. Table 3 V Speed at the time of measurement TRA_ID composition Plate COU_ID Switzerlands devise
  • a section of the route is shown which is divided into blocks of sections.
  • the short sections in the figure OER or DLK shown in Fig. 2a indicate stations with points and crossings. It is assumed for the aforementioned sections and route blocks that this, e.g. OER-HGZ or WLN-DUE or DLK, at least one fixed train control component such as e.g. a EURO-Balise 14 is installed, which contains a track mark.
  • the track identification is transmitted to the receiving unit 15 together with other information intended for the train control and train safety.
  • the information units INF G , INF W and possibly INF W generated in the evaluation unit 13 and stored, for example, in files or in matrices. are transmitted in a preferred embodiment of the present invention via a specially provided for this purpose wireless transmission link 17 to a control center 30.
  • a control center 30 From the control center 30, the railway operation is conducted in a specific region; Often, therefore, instead of the term “control center” - also the term “operations control center” is used.
  • the transmission to the control center 30 can be carried out to some extent continuously or at later, optionally fixed times. In principle, a transmission is also possible with a data carrier, eg floppy disk or with a portable personal electronic device of the locomotive driver in question. possible.
  • the transmission for example, the rearward channel of a GSM-R connection.
  • This has the advantage that the precautions necessary for the addressing and authentication are already included in the GSM-R system and can be used for this data transmission.
  • the illustration in Fig. 1 with the antennas 16 and 36 are only the principle again, as mentioned above, this transmission can advantageously be done via a cellular mobile network.
  • the received information units INF G , INF W and possibly INF W are first stored in a computer system.
  • a topological image of the guided by the control center sections is also permanently stored.
  • waypoints designated places such as switches, crossings or railroad crossings with so-called descriptors included in this image. These descriptors are linked to length marks relative to the positions of the EURO balises 14.
  • the information units INF G originating from the various train compositions are sorted and stored on the basis of the information in the field ST_REL_ID.
  • the granularity results from the absolute accuracy of the specification ST_REL_ID plus a tolerance value, for example, the granularity of the images of the information units INF G can be about 5 m.
  • FIG. 2b shows a simplified illustration of such an evaluation.
  • the symbols such as a rectangle or an isosceles triangle, indicate a particular direction or type of data sensed by the sensors, eg X or Y direction, while the height of the symbol indicates as an indicator of the amplitude of the stress detected by the plurality of sensors 10.
  • a limit value is shown in FIG. 2b with a boundary line 35 and can be used for triggering an alarm or for displaying a measured value which is to be evaluated critically.
  • a display unit 31 is provided.
  • the data are displayed individually and in a statistical evaluation.
  • the limit value can be formed in a particular further development depending on the plurality of received information units INF G and INF W and other parameters. As a result, further influences, such as ambient temperature of the track systems can be considered.
  • the transmission of the information units INF G , INF W and INF W to a control station 30 can alternatively also be carried out via a leakage cable arranged between the rails.
  • the EURO-Loop system can be used for a continuous transmission and the EURO-Balise system for a point-to-point transmission.
  • EURO-Balises approximately 850 bits can be transmitted coded gross for each crossing.
  • the method explained above is not limited to a passenger train composition 20. This procedure can also be applied to freight trains.
  • a leak cable between the rails for example a EURO loop or a transceiver cable, which is provided for the supply of GSM services, can be used to transmit to a preferably on the traction vehicle 21 Evaluation unit 13 make. Since it is not possible to assume such a leakage cable over all sections of the route, the information units INF W in the sensor module 11 must be buffered.
  • an acknowledgment is advantageously provided in order to be able to transmit any information units INF W which may have been transferred but not or not completely received in the evaluation unit 13 from the sensor module in question once more.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Metal Rolling (AREA)

Claims (7)

  1. Procédé de représentation de l'état de la voie et/ou de l'état de fonctionnement de véhicules ferroviaires roulant sur des voies, en utilisant des capteurs (10) répartis sur les véhicules (21, 22.1, 22.2) ferroviaires d'une composition (20) de train, un ou plusieurs capteurs (10) étant associés à une roue ou à un boggie d'un véhicule (21, 22.1, 22.2) ferroviaire et des demandes détectées par les capteurs (10) étant transformées en signaux, et dans lequel
    A sur la base d'une répartition dans le temps à reconnaître des signaux, la multiplicité des capteurs présents effectue une production d'une première unité (INFG) d'informations, qui sert d'élément d'une représentation de l'état de la voie ;
    B sur la base d'une accumulation des signaux provenant d'une roue ou d'un boggie, il s'effectue une production d'une deuxième unité (INFW) d'informations, qui sert d'élément de représentation de l'état de fonctionnement ;
    caractérisé
    en ce que l'on envoie les unités (INFG, INFW) d'informations produites à une unité (13) d'exploitation et on les mémorise de manière intermédiaire, en ce que l'on transmet les premières unités (INFG) d'informations à un poste (31) de commande et on les y réunit à des premières unités (INFG) d'informations provenant d'autres compositions (20.1, 20.2) de train en une représentation de l'état de la voie et en ce que l'on peut afficher les deuxièmes unités (INFW) d'informations dans l'unité (13) d'exploitation et/ou après les avoir transmises au poste (31) de commande.
  2. Procédé suivant la revendication 1,
    caractérisé
    en ce que l'on envoie (12) les unités (INFG, INFW) d'informations produites à une unité (13) d'exploitation se trouvant sur un véhicule (21, 22, 23) ferroviaire de la composition (20) de train concernée.
  3. Procédé suivant la revendication 1 ou 2,
    caractérisé
    en ce que l'on munit les premières unités (INFG) d'informations dans l'unité (13) d'exploitation d'une caractéristique (TRA_ID, COU_ID) de la composition (20) de train concernée et de la vitesse (V, T_STMP) respective.
  4. Procédé suivant l'une des revendications 1 à 3,
    caractérisé
    en ce qu'à partir des tronçons (OER, WLN-DLK) de trajet guidés par le poste (31) de commande et ayant des descripteurs associés à des points de trajet, on mémorise une reproduction topologique et on relativise au moyen des descripteurs ou supprime des premières unités (INFG) d'informations associées à certains points de trajet.
  5. Procédé suivant l'une des revendications 1 à 4,
    caractérisé
    en ce que l'on effectue le stade B du procédé dans un module (11) de capteurs associé à un véhicule (21, 22, 23) ferroviaire et on produit la deuxième unité (INFW) d'informations dans le module (11) de capteurs.
  6. Procédé suivant la revendication 5,
    caractérisé
    en ce que l'on détecte, alors que la composition (20) de train est à l'arrêt, par les capteurs (10), par les modules (11) de capteurs, également des signaux qui sont interprétés comme une représentation d'un état de charge des véhicules (21, 22, 23) ferroviaires concernés et on en tire parti ensemble avec les signaux détectés pendant le roulement en tant que valeur de référence pour un étalonnage.
  7. Procédé suivant l'une des revendications 1 à 6,
    caractérisé
    en ce qu'il est prévu dans le poste (30) de commande une valeur limite des valeurs de mesure contenues dans les unités (INFW, INFG) d'informations et en ce que des valeurs de mesure et des tronçons de trajet associés ou des véhicules ferroviaires peuvent être représentés sur l'unité (31) d'affichage sous la forme de valeurs de mesure critiques.
EP00126831A 2000-12-07 2000-12-07 Procédé pour représenter l'état de la voie et/ou les caractéristiques de fonctionnement mécaniques de véhicules sur rails Expired - Lifetime EP1213202B2 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
AT00126831T ATE322416T1 (de) 2000-12-07 2000-12-07 Verfahren zur abbildung des geleisezustandes und/oder des mechanischen betriebsverhaltens von schienenfahrzeugen
EP00126831A EP1213202B2 (fr) 2000-12-07 2000-12-07 Procédé pour représenter l'état de la voie et/ou les caractéristiques de fonctionnement mécaniques de véhicules sur rails
DE50012534T DE50012534D1 (de) 2000-12-07 2000-12-07 Verfahren zur Abbildung des Geleisezustandes und/oder des mechanischen Betriebsverhaltens von Schienenfahrzeugen

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP00126831A EP1213202B2 (fr) 2000-12-07 2000-12-07 Procédé pour représenter l'état de la voie et/ou les caractéristiques de fonctionnement mécaniques de véhicules sur rails

Publications (3)

Publication Number Publication Date
EP1213202A1 EP1213202A1 (fr) 2002-06-12
EP1213202B1 true EP1213202B1 (fr) 2006-04-05
EP1213202B2 EP1213202B2 (fr) 2009-02-18

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EP00126831A Expired - Lifetime EP1213202B2 (fr) 2000-12-07 2000-12-07 Procédé pour représenter l'état de la voie et/ou les caractéristiques de fonctionnement mécaniques de véhicules sur rails

Country Status (3)

Country Link
EP (1) EP1213202B2 (fr)
AT (1) ATE322416T1 (fr)
DE (1) DE50012534D1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2305532A1 (fr) 2009-10-01 2011-04-06 Deutsche Bahn AG Procédé de synchronisation automatique de mesures de position de voie

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DE102004015244B4 (de) * 2004-03-29 2007-04-05 Siemens Ag Verfahren und Vorrichtung zur Überwachung der Gleislagequalität
DE102005053538A1 (de) * 2005-11-08 2007-05-10 Db Netz Ag Verfahren zur Datenübertragung und zentralen Datenerfassung von Messdaten stationärer Diagnosesysteme
DE102006026048A1 (de) * 2006-06-01 2007-12-20 Gbm Wiebe Gleisbaumaschinen Gmbh GPS gestütztes, kontinuierliches Trassenerkundungssystem mit Multisensorik
EP2269888A1 (fr) 2009-06-26 2011-01-05 Siemens Schweiz AG Procédé et système de production d'informations de processus le long d'une trajectoire de rails
DE102009037637A1 (de) 2009-08-14 2011-02-24 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren und elektronische Einrichtung zur Zustandsüberwachung von Bauteilen bei Schienenfahrzeugen
GB2504137B (en) * 2012-07-20 2015-03-25 Siemens Plc Apparatus and method for monitoring the condition of railway tracks
DE102014108685A1 (de) * 2014-06-20 2015-12-24 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren und Vorrichtung zur Entgleisungserkennung
DE102016224622A1 (de) * 2016-12-09 2017-12-28 Siemens Aktiengesellschaft Verfahren und Vorrichtung zur Weichendiagnose unter Last
CN118563626B (zh) * 2024-07-30 2024-10-11 四川顶圣工程项目管理有限公司 一种公路工程施工路面质量精细化管理系统

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US5579013A (en) * 1994-05-05 1996-11-26 General Electric Company Mobile tracking unit capable of detecting defective conditions in railway vehicle wheels and railtracks
DE19836081A1 (de) † 1998-07-30 2000-02-17 Siemens Ag Verfahren zur Früherkennung von Schäden an Schienenfahrzeugen
DE19837476A1 (de) † 1998-08-11 2000-02-17 Siemens Ag Verfahren zum vorbeugenden Überwachen des Fahrverhaltens von Schienenfahrzeugen
DE19837486A1 (de) * 1998-08-12 2000-02-17 Siemens Ag Verfahren zum Erkennen von Schäden an Schienenfahrzeugen und/oder Gleisen
DE19837485A1 (de) * 1998-08-12 2000-02-17 Siemens Ag Verfahren zum Erkennen von Schäden an Schienenfahrzeugen und/oder Gleisen
WO2000032458A1 (fr) * 1998-12-01 2000-06-08 Iws Elektronik- Und Informationsvera- Rbeitungsgesellschaft Mit Beschränkter Haftung Procede et dispositif pour determiner des etats et/ou des changements d'etat dans des installations de trafic ferroviaire
JP2002541448A (ja) * 1999-04-01 2002-12-03 シーメンス シュヴァイツ アクチエンゲゼルシャフト 多軸車両のボギー台車を監視する方法と装置
GB9911170D0 (en) * 1999-05-14 1999-07-14 Aea Technology Plc Track monitoring equipment

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2305532A1 (fr) 2009-10-01 2011-04-06 Deutsche Bahn AG Procédé de synchronisation automatique de mesures de position de voie

Also Published As

Publication number Publication date
EP1213202A1 (fr) 2002-06-12
ATE322416T1 (de) 2006-04-15
EP1213202B2 (fr) 2009-02-18
DE50012534D1 (de) 2006-05-18

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