EP1622802B2 - Detection de deraillement par determination de la vitesse de chute - Google Patents

Detection de deraillement par determination de la vitesse de chute Download PDF

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Publication number
EP1622802B2
EP1622802B2 EP04733271A EP04733271A EP1622802B2 EP 1622802 B2 EP1622802 B2 EP 1622802B2 EP 04733271 A EP04733271 A EP 04733271A EP 04733271 A EP04733271 A EP 04733271A EP 1622802 B2 EP1622802 B2 EP 1622802B2
Authority
EP
European Patent Office
Prior art keywords
acceleration
bsi
wheel
rad
integration
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
EP04733271A
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German (de)
English (en)
Other versions
EP1622802B8 (fr
EP1622802B1 (fr
EP1622802A1 (fr
Inventor
Gerhard Lueger
Christian Kitzmüller
Gérard Salzgeber
Michael Schmeja
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 AG Oesterreich
Original Assignee
Siemens Transportation Systems GmbH and Co KG
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Publication date
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Application filed by Siemens Transportation Systems GmbH and Co KG filed Critical Siemens Transportation Systems GmbH and Co KG
Publication of EP1622802A1 publication Critical patent/EP1622802A1/fr
Publication of EP1622802B1 publication Critical patent/EP1622802B1/fr
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Publication of EP1622802B2 publication Critical patent/EP1622802B2/fr
Publication of EP1622802B8 publication Critical patent/EP1622802B8/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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F9/00—Rail vehicles characterised by means for preventing derailing, e.g. by use of guide wheels
    • B61F9/005—Rail vehicles characterised by means for preventing derailing, e.g. by use of guide wheels by use of non-mechanical means, e.g. acoustic or electromagnetic devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K13/00—Other auxiliaries or accessories for railways

Definitions

  • the invention relates to a method for detecting a derailment condition of a wheelset of a rail vehicle, wherein the acceleration of the wheelset is measured normal to a rail plane with an acceleration sensor.
  • a wheel or wheelset of a rail vehicle may be subjected to quasi-static accelerations caused by a terrain profile, but also to accelerations caused by derailments. Of interest for derailment detection, however, are only the accelerations caused by movements of the wheelset normal to the rail plane. In the following, acceleration acting on the wheelsets normal to the rail plane are referred to as acceleration. In this sense, the vertical velocities resulting from these accelerations are referred to as falling speeds in this document.
  • Such acceleration can be caused in the case of a derailment by the gravitational acceleration and by a relaxing primary spring, the end point of this "dropping motion" of the wheel or wheelset is usually determined by a solid lane.
  • the known document describes a method for detecting a derailment of a track-bound vehicle.
  • an acceleration of a component of the track-bound vehicle that is directly or indirectly in contact with the traffic lane is determined vertically and / or transversely to a direction of travel.
  • the acceleration signal is integrated twice over time and compared this dual-integrated acceleration signal with an upper and / or lower limit, which is a derailment when exceeding or falling below the limit.
  • a similar procedure is also through the EP 1 104 734 A1 known.
  • a disadvantage of these known embodiments is especially that is given by the double integration a very poor signal-to-noise ratio.
  • a simple integration can reduce the signal-to-noise ratio by 20 dB per decade of the signal to be integrated.
  • Dual integration reduces signal-to-noise ratio by as much as 40 dB per decade.
  • a low-frequency interference signal is amplified by a factor of 10 (20 dB) more than the actual useful signal - the acceleration due to gravity. Due to the double integration high demands are placed on the transmitter, which can lead to high production costs. Furthermore, delays in the detection of derailed conditions can occur with the known method or system due to the required, elaborate evaluation electronics.
  • This object is achieved by a method of the type mentioned in the present invention that determines a fall speed of the wheel in the direction of the rail plane from a generated by the acceleration sensor acceleration signal by simple integration over a time window of predeterminable size and checked on the basis of the determined fall rate, whether a degassed Condition exists.
  • the value of the falling speed is compared with a limiting falling speed, wherein when the limiting falling speed is exceeded, a derailed condition is detected.
  • the acceleration signal is generated in the area of an axlebox.
  • a high-pass filtering is used to eliminate the noise components.
  • the group delay of the individual frequency components of the acceleration signal to be integrated during the filtering is kept constant.
  • the integration of the acceleration signal is carried out in successive time windows, wherein the end point of a time window forms the starting point of a subsequent time window.
  • the integration of the acceleration signal can also be carried out in successive time windows, where successive time windows overlap each other in sections.
  • the acceleration sensor is arranged in the region of an axle bearing of a wheel of the rail vehicle.
  • a filter for eliminating low-frequency noise components contained in the acceleration signal can be provided before the integration, wherein the filter is favorably a high-pass filter.
  • the filter leaves phase relationships of frequency components of the acceleration signal substantially unaffected.
  • the evaluation unit is set up to perform the integration of the acceleration signal in successive time windows, the end point of a time window forming the starting point of a subsequent time window.
  • the evaluation unit can also be set up to carry out the integration of the acceleration signal in successive time windows, wherein successive time windows overlap each other in sections.
  • an acceleration sensor is arranged in the region of each wheel of the rail vehicle.
  • a device For the implementation of the method according to the invention for detecting a derailed state of a rail vehicle in the region of a bogie DRE of the rail vehicle, an acceleration signal is generated.
  • a device has an acceleration sensor BSE, which can be arranged on an axle bearing AXL of a wheel RAD or wheelset of the rail vehicle.
  • an acceleration sensor BSE is arranged in the region of each wheel RAD, for example on each axle bearing AXL.
  • An essential element of the present invention is the recognition that particularly reliable and representative measurement results can be achieved if the direction of action of the acceleration sensors BSE is substantially normal to the direction of travel, ie. H. runs normal to a rail plane ⁇ .
  • the direction of travel of the rail vehicle is shown with an arrow FAR, wherein the direction of action of the acceleration sensors BSE runs normal to the plane of the drawing.
  • this document refers to the direction in which the sensor can preferably absorb acceleration forces and deliver signals.
  • the acceleration sensors BSE can be designed, for example, as piezoelectric sensors, in which a piezoelectric crystal is arranged between two parallel capacitor plates in a known manner. If this type of sensor is used, the fact that the two capacitor plates run essentially normal to the direction of travel of the rail vehicle makes it possible to match the direction of action of the acceleration sensors with the direction of travel. Of course, other known acceleration sensors based on other mechanisms may also be used. Such sensors are known in the art in large numbers and should therefore not be further explained at this point.
  • the acceleration signal BSI generated by the acceleration sensor BSE is determined according to Fig. 2 transmitted to an evaluation ASW, wherein the transmission of the acceleration signal BSI from the acceleration sensors BSE to the evaluation ASW via electrical lines, fiber optic cable or wirelessly, for example via radio or Blue Tooth can be done.
  • the evaluation unit may be a suitably programmed micro- or signal processor, but in a preferred embodiment of the invention for reasons of greater security of a purely hardware-technical realization of the evaluation ASW given preference.
  • the falling speed FAG of the wheel RAD or wheel set in the direction of the rail plane s is determined in the evaluation unit ASW by means of a simple integration INT over a time window of predeterminable magnitude.
  • the integration of the acceleration signal BSI can each take place in successive time windows or time intervals, wherein the end point of a time window can form the starting point of a subsequent time window.
  • successive time windows partially overlap each other. In principle, there may also be a time interval between two consecutive time windows.
  • the integration of the acceleration signal BSI can be digital or analog. Circuits and methods for the numerical or analog integration of a signal over a predefinable time range are known to the skilled person in large numbers and should therefore not be explained in detail here.
  • the current fall speed FAG of the wheel RAD in the considered time window or the wheelset is compared with a limit case speed GFG, which is detected when exceeding this limit case speed on a derailed condition. Since the fall rate determined in the considered time window assumes values in a derailment which can never be achieved in a normal state (eg during turnouts) - in normal operation the occurring height differences are too low to accelerate to high speeds - a derailment can occur very high probability. Thus, the value of the integral of the acceleration signal over the considered time window in the case of derailment assumes values that can not be reached in normal operation.
  • a derailment can thus be concluded on the basis of the value of the specific integral whose upper and lower limits are defined by the respective time window considered, the acceleration signal.
  • a derailment can also be deduced from the course of the fall speed as a function of time in the considered time interval.
  • a change in the time profile of the falling speed FAG within the integration interval may correspond to a predefinable value of a derailment.
  • the in Fig. 3 shown temporal course of the falling speed FAG is, as already mentioned above, obtained by a single integration of the acceleration signal BSI, the direction of action of the associated acceleration sensor BSE from the rail plane ⁇ from looking upwards, so that a fall movement of the rail vehicle in the direction of Rail level occurs as "negative" speed in the course.
  • the direction of action of the acceleration sensor BSE could also point in the direction of the rail plane ⁇ , which would then result in a course of the fall speed FAG mirrored at the zero line NUL.
  • the end of the fall movement of the rail vehicle is characterized by the minimum MIN of the time course.
  • the minimum MIN corresponds to derailment time of the impact of the rail vehicle on the road. This is due to the acceleration acting on the road due to the impact upward a positive value of the fall speed.
  • the evaluation unit ASW can have a filter FIL for eliminating low-frequency interference before integration, which is caused, for example, by drift phenomena and low-frequency electromagnetic interference, in order to improve the signal-to-noise ratio.
  • a filter with a fast transition from its blocking to its passband is preferably used. Filters with a fast transition from a locked to a transmitted frequency range can change the phase positions between the individual frequency components of the signal to be integrated. This can mean that the course of the falling movement can no longer be reconstructed properly by integration.
  • a filter is preferably used which does not change the phase relationships of the individual frequency components contained in the signal relative to each other.
  • This condition is fulfilled, for example, for Bessel filters or for FIR filters.
  • the filtering of the signal is carried out with a belonging to the family of Bessel filter high pass.
  • Bessel filters are preferred over FIR filters because comparable FIR filters have a longer response time.

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  • Mechanical Engineering (AREA)
  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Electromagnetism (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Geophysics And Detection Of Objects (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Measurement Of Mechanical Vibrations Or Ultrasonic Waves (AREA)
  • Electrical Discharge Machining, Electrochemical Machining, And Combined Machining (AREA)
  • Application Of Or Painting With Fluid Materials (AREA)
  • Window Of Vehicle (AREA)
  • Measurement Of Velocity Or Position Using Acoustic Or Ultrasonic Waves (AREA)
  • Gyroscopes (AREA)
  • Air Bags (AREA)

Claims (10)

  1. Procédé pour la détection d'un état de déraillement d'une roue (RAD) d'un véhicule ferroviaire, dans lequel l'accélération de la roue (RAD) perpendiculairement à un plan des rails ( ) est mesurée au moyen d'au moins un capteur d'accélération (SEN), caractérisé en ce qu'à partir d'un signal d'accélération (BSI) produit par le capteur d'accélération (SEN), on obtient par intégration simple (INT) sur une fenêtre de temps d'une longueur pouvant être prédéterminée, une vitesse de chute (FAG) de la roue (RAD) en direction du plan des rails ( ) et que, sur la base de la vitesse de chute (FAG) obtenue, on vérifie si l'on est en présence d'un état de déraillement.
  2. Procédé selon la revendication 1, caractérisé en ce que la vitesse de chute obtenue est comparée à une vitesse de chute limite (GFG) et, en cas de dépassement de la vitesse de chute limite (GFG), on détecte un état de déraillement.
  3. Procédé selon la revendication 1, caractérisé en ce qu'à partir de la courbe de variation dans le temps de la vitesse de chute (FAG), on conclut à un état de déraillement.
  4. Procédé selon une des revendications 1 à 3, caractérisé en ce que le signal d'accélération (BSI) est produit dans la région d'un palier d'essieu (ALA) d'une roue (RAD) du véhicule ferroviaire.
  5. Procédé selon une des revendications 1 à 4, caractérisé en ce que des composantes parasites à basse fréquence contenue dans le signal d'accélération (BSI) sont éliminées au moyen d'un filtrage (FIL) avant l'intégration (INT).
  6. Procédé selon une des revendications 1 à 5, caractérisé en ce qu'on utilise un filtrage passe-haut pour l'élimination des composantes parasites.
  7. Procédé selon une des revendications 1 à 6, caractérisé en ce que des relations de phase entre les composantes de fréquence du signal d'accélération (BSI) à intégrer les unes par rapport aux autres restent conservées lors du filtrage (FIL).
  8. Procédé selon une des revendications 1 à 7, caractérisé en ce que l'intégration (INT) du signal d'accélération (BSI) est réalisée dans des fenêtres de temps successives, le point final d'une fenêtre de temps formant le point initial de la fenêtre de temps suivante.
  9. Procédé selon une des revendications 1 à 8, caractérisé en ce que l'intégration du signal d'accélération (BSI) est exécutée à chaque fois dans des fenêtres de temps successives, les fenêtres de temps successives se chevauchant partiellement.
  10. Procédé selon une des revendications 1 à 9, caractérisé en ce qu'un signal d'accélération (BSI) est produit dans la région de chaque roue (RAD) du véhicule ferroviaire.
EP04733271A 2003-05-15 2004-05-17 Detection de deraillement par determination de la vitesse de chute Expired - Lifetime EP1622802B8 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT0074603A AT413974B (de) 2003-05-15 2003-05-15 Entgleisungsdetektion durch fallgeschwindigkeitsbestimmung
PCT/AT2004/000173 WO2004101343A1 (fr) 2003-05-15 2004-05-17 Detection de deraillement par determination de la vitesse de chute

Publications (4)

Publication Number Publication Date
EP1622802A1 EP1622802A1 (fr) 2006-02-08
EP1622802B1 EP1622802B1 (fr) 2006-10-18
EP1622802B2 true EP1622802B2 (fr) 2012-05-30
EP1622802B8 EP1622802B8 (fr) 2012-08-15

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Application Number Title Priority Date Filing Date
EP04733271A Expired - Lifetime EP1622802B8 (fr) 2003-05-15 2004-05-17 Detection de deraillement par determination de la vitesse de chute

Country Status (13)

Country Link
US (1) US7937192B2 (fr)
EP (1) EP1622802B8 (fr)
KR (1) KR101126575B1 (fr)
CN (1) CN100453374C (fr)
AT (2) AT413974B (fr)
AU (1) AU2004238391B2 (fr)
CA (1) CA2524448C (fr)
DE (1) DE502004001814D1 (fr)
ES (1) ES2274454T5 (fr)
NO (1) NO334274B1 (fr)
PT (1) PT1622802E (fr)
RU (1) RU2301167C2 (fr)
WO (1) WO2004101343A1 (fr)

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EP2406116B1 (fr) * 2009-03-12 2018-12-12 Siemens S.A.S. Méthode et dispositif de contrôle de présence de rail
DK2459427T3 (da) 2009-07-28 2013-07-01 Siemens Sas Fremgangsmåde og indretning til detektering af afsporing af et førerløst køretøj
BG1413U1 (en) * 2010-06-14 2011-02-28 "ФАЕ-София" ООД A device for registration derailed wheel sets
CN102914364B (zh) * 2012-10-19 2014-02-12 西南交通大学 一种因轮轨冲击作用导致轮轨瞬间失去接触的动态识别方法
US9090271B2 (en) 2012-10-24 2015-07-28 Progress Rail Services Corporation System and method for characterizing dragging equipment
US9168937B2 (en) 2012-10-24 2015-10-27 Progress Rail Services Corporation Multi-function dragger
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US9139209B2 (en) * 2013-03-14 2015-09-22 Wabtec Holding Corp. Derailment detector
CN206187034U (zh) 2013-12-10 2017-05-24 奥地利西门子公司 用于识别脱轨或障碍物碰触轨道车辆的设备
FR3014400B1 (fr) * 2013-12-11 2016-02-05 Alstom Transport Sa Vehicule terrestre guide comprenant un dispositif de gestion d'un deraillement du vehicule , et procede de gestion du deraillement associe
JP6435203B2 (ja) * 2015-01-22 2018-12-05 株式会社総合車両製作所 脱線検知装置及び脱線検知方法
JP6454251B2 (ja) * 2015-10-06 2019-01-16 公益財団法人鉄道総合技術研究所 脱線状態検知装置及び脱線状態検知方法
DE102015119392A1 (de) * 2015-11-11 2017-05-11 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren und Vorrichtung zur vergleichsgesteuerten Entgleisungserfassung
WO2017127806A1 (fr) * 2016-01-22 2017-07-27 International Electronic Machines Corp. Surveillance des opérations de véhicule ferroviaire
AT521877B1 (de) 2018-10-31 2023-12-15 Siemens Mobility Austria Gmbh Verfahren und Vorrichtung zur Detektion eines Entgleisungszustands eines Schienenfahrzeugs
AT522867B1 (de) 2019-08-05 2022-08-15 Pj Monitoring Gmbh Vorrichtung zur Erkennung einer informativ anzeigbaren Radsatzentgleisung
CN112606870A (zh) * 2020-12-16 2021-04-06 云南昆钢电子信息科技有限公司 一种有轨运输矿厢掉道检测装置
AT526456A1 (de) 2022-08-23 2024-03-15 Siemens Mobility Austria Gmbh Verfahren und Vorrichtung zur Detektion eines Entgleisungszustands eines Schienenfahrzeugs
AT526526B1 (de) 2022-11-30 2024-04-15 Siemens Mobility Austria Gmbh Vorrichtung und Verfahren zur Entgleisungsdetektion für Schienenfahrzeuge und Schienenfahrzeug

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Also Published As

Publication number Publication date
NO334274B1 (no) 2014-01-27
EP1622802B8 (fr) 2012-08-15
ES2274454T5 (es) 2012-07-12
AT413974B (de) 2006-07-15
ES2274454T3 (es) 2007-05-16
ATE342832T1 (de) 2006-11-15
CA2524448A1 (fr) 2004-11-25
WO2004101343A1 (fr) 2004-11-25
DE502004001814D1 (de) 2006-11-30
AU2004238391A1 (en) 2004-11-25
KR20060006834A (ko) 2006-01-19
EP1622802B1 (fr) 2006-10-18
US20060122745A1 (en) 2006-06-08
CN1787941A (zh) 2006-06-14
RU2005139126A (ru) 2006-05-10
NO20054846L (no) 2006-01-09
US7937192B2 (en) 2011-05-03
ATA7462003A (de) 2005-11-15
EP1622802A1 (fr) 2006-02-08
PT1622802E (pt) 2007-01-31
CA2524448C (fr) 2010-01-19
AU2004238391B2 (en) 2010-05-13
KR101126575B1 (ko) 2012-03-20
CN100453374C (zh) 2009-01-21
NO20054846D0 (no) 2005-10-20
RU2301167C2 (ru) 2007-06-20

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