EP1904356B1 - Procede et dispositif permettant de determiner le risque de deraillement de vehicules ferroviaires - Google Patents

Procede et dispositif permettant de determiner le risque de deraillement de vehicules ferroviaires Download PDF

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Publication number
EP1904356B1
EP1904356B1 EP06741044A EP06741044A EP1904356B1 EP 1904356 B1 EP1904356 B1 EP 1904356B1 EP 06741044 A EP06741044 A EP 06741044A EP 06741044 A EP06741044 A EP 06741044A EP 1904356 B1 EP1904356 B1 EP 1904356B1
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EP
European Patent Office
Prior art keywords
rail
horizontal
detecting
measuring
strain gauges
Prior art date
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Application number
EP06741044A
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German (de)
English (en)
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EP1904356A2 (fr
Inventor
Johannes Stephanides
Dietmar Maicz
Walter Weilinger
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.)
Hottinger Bruel and Kjaer GmbH
Original Assignee
Hottinger Baldwin Messtechnik GmbH
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Priority to PL06741044T priority Critical patent/PL1904356T3/pl
Publication of EP1904356A2 publication Critical patent/EP1904356A2/fr
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Publication of EP1904356B1 publication Critical patent/EP1904356B1/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
    • B61L23/047—Track or rail movements
    • 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
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B35/00—Applications of measuring apparatus or devices for track-building purposes
    • E01B35/12—Applications of measuring apparatus or devices for track-building purposes for measuring movement of the track or of the components thereof under rolling loads, e.g. depression of sleepers, increase of gauge

Definitions

  • the invention relates to a device for detecting the risk of derailment of rail vehicles by means of a measuring section of a series of attached to the rails measuring elements and a connected with these electronic Signalauswoke pain, wherein the measuring elements mounted on both sides of the rail web and are designed as strain gauges for receiving rail longitudinal stress and the rail foot is supported by a measuring element which receives the horizontal and vertical forces in a horizontally traveling wheel contact point.
  • the invention also relates to a method for detecting the derailment risk of rail vehicles.
  • a cost-efficient and safe railway operation is only possible by accurate knowledge of the condition of track and vehicle.
  • the assessment of driving safety plays a central role here. From the vehicle behavior, the resulting resource consumption and changes to the superstructure can be derived.
  • Fixed measuring sections for detecting rail loads are known, which comprise a weighing section in a track section.
  • the rails are based on load cells, e.g. are installed in weighing sleepers, which are designed so that they are insensitive to bending moments and shear forces.
  • the EP 1 521 072 discloses a method for detecting forces of elastic deformations of at least one rail and track. For this purpose, measuring elements of the underside of the rail head and the top of the rails are arranged and read out electronically. Disadvantage of this teaching is that the special arrangement of the measuring elements can not detect all occurring on the rail deformations and the reliability of the detection of derailment factors is therefore limited.
  • the JP 2002/236065 A describes a method for determining the transverse force acting transversely to the rail direction, wherein four symmetrically arranged on both sides of the rail measuring strip pairs measure the horizontal forces by four pairs of measuring strips form a Wheatstone bridge that provides a correspondingly large signal when displaced.
  • the measuring elements can detect only a few parameters due to their limited number of positions on the rail.
  • the invention has for its object to provide a method of the type described above, with the derailment risk factors can be reliably detected and evaluated by means of a fixed measuring point.
  • the device achieves this by the fact that measuring elements are formed on the rail head outer edge and on both rail outer edges as strain gauges which absorb horizontal displacements, and that the measuring element supporting the rail foot has at least one bar-shaped force introduction part, which can be connected to the rail foot, and at least one bar-shaped force discharge part, which is connectable to a threshold, these parts are arranged parallel and horizontal one above the other, and that between the force and Kraftaus effetsutz at least one Meßsenkungsschreib is provided on at least one deformation body, wherein the force introduction member is spaced by a horizontal transverse gap from the Kraftaus effetsteil, and both parts are laterally connected to a respective at least partially vertically oriented deformation body, in which vertically spaced at least two Meßsenkungspaare vo are provided, wherein the upper Meßsenkungsschreib is provided for detecting the horizontal and the lower Meßsenkungsbin for detecting the vertical forces and the Radaufstandsfurs.
  • strain gauges are expediently applied as measuring elements. It can be applied to the rail web in the neutral fiber strain gauges at a negative and a positive 45 ° angle to the neutral fiber.
  • strain gauges are applied at a 0 degree angle to the neutral fiber for detecting longitudinal stresses.
  • An embodiment of the invention is also a method for detecting the derailment risk of rail vehicles with a device according to the invention, which is characterized in that in the signal evaluation from the transmitted signals, a continuous information array is formed indicating the instability propensity of vehicles and track shift forces.
  • an information array of a plurality of information cells is formed so that their signal components continuously join, preferably the Schieneneinsenkache and also the horizontal rail movements are decomposed into relevant shares and taken into account in the immediate vicinity of Radaufstandscons.
  • Fig. 1a and 1b in each case a schematic cross-section through a measuring element supporting the associated rail foot according to the invention, including a measuring display diagram, wherein different load application cases are shown, Fig. 2 a schematic partial representation of the Schienenmeßorder, Fig. 3a a schematic perspective partial view of a rail with the applied thereto measuring elements, and Fig. 3b a force diagram.
  • Fig. 1 shows in section an arranged below the rail S Y / Q-force measuring element, which makes it possible to record forces in the Y and Q direction, which originate from a wheel and are introduced via the rail S.
  • the foot of the measuring element In the area of rail fastening, for example, it corresponds exactly to that of a "UIC-60" rail cross-section.
  • standard rail fastening elements tension clamp, elastic intermediate layer, angle guide plate
  • a steel trough sleeper or a fixed roadway adapter are used.
  • the measuring element supporting the rail foot has at least one bar-shaped force introduction part, which can be connected to the rail foot, and at least one bar-shaped force discharge part, which can be connected to a threshold. These parts are arranged parallel and horizontally one above the other. Between the force introduction part and the force extraction part, at least one pair of countersinks is provided on at least one deformation body.
  • the force introduction part is spaced by a horizontal transverse gap from the force extraction part, and both parts are laterally connected, each with an at least partially vertically oriented deformation body in which vertically spaced at least two Meßsenkungspaare are provided.
  • the upper Meßsenkungsschreib is provided for detecting the horizontal and the lower Meßsenkungsschreib for detecting the vertical forces.
  • the point of application of the Q-force moves due to movements of the wheel R, for example by ⁇ 10 mm in the Y direction.
  • the Q-force was introduced in the middle, in the case of Fig. 1b
  • the non-centric introduction of force results in the measurement diagram, a voltage increase of the load-side lower Meßsenkungsharm by about 0.2 mV / V.
  • Fig. 3a and 3b are in the test section also on the rails S strain gauges on the rail head outer edge SKR for receiving horizontal displacements, on both sides of the rail web STL in the neutral fiber for receiving Graionsverursachten longitudinal stresses, and at attached to the two outer edges of the rail foot SFR for receiving horizontal displacements.
  • the measured signals are evaluated in an electronic evaluation device, not shown, according to predetermined programs, wherein a continuous signal evaluation is performed by the measured data are approximated in a non-linear parameter variation with problem-adapted approach functions. This will continue to update the discrete data in the time and distance domain.
  • the forces are calculated as a dynamic signal when crossing an axis over the entire measuring range.
  • the mean value of the ballast stiffness can be specified.
  • the system is redundant because it includes a metering and evaluation process secured by at least two different single measurement systems.
  • Radio frequency simulation support of an elastic track and wheelset model also enables an adaptive system. In the context of the invention, clear and reproducible measurement results are possible even at wheel spacings> 0.7 m.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Electromagnetism (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)

Claims (5)

  1. Dispositif de détermination du risque de déraillement de véhicules ferroviaires avec une distance mesurée à partir d'une série d'éléments de mesure installés sur les rails et un dispositif d'analyse électronique des signaux relié à ceux-ci, des éléments de mesure étant disposés sur les deux côtés de l'âme du rail et configurés comme des bandes de mesure d'extension pour mesurer les contraintes longitudinales du rail, et le patin du rail étant soutenu par un élément de mesure, qui reçoit les forces horizontales et verticales en un point de contact des roues qui se déplace dans le sens horizontal, caractérisé en ce que des éléments de mesure sont configurés sur le bord extérieur du champignon du rail (SRK) et sur les deux bords extérieurs du patin du rail (SFR) comme des bandes de mesure d'extension qui reçoivent des déplacements horizontaux, et en ce que l'élément de mesure supportant le patin du rail comporte au moins une partie d'introduction de force en forme de mâchoire, qui peut être reliée au patin du rail, et au moins une partie d'évacuation de force en forme de mâchoire, qui peut être reliée à une traverse, ces parties étant superposées parallèlement et horizontalement et en ce qu'entre les parties d'introduction et d'évacuation de force, au moins une paire de réduction de mesure est prévue sur au moins un élément de déformation, la partie d'introduction de force étant séparée de la partie d'évacuation de force par une fente transversale et horizontale, et les deux parties étant reliées latéralement chacune au moyen d'un élément de déformation orienté au moins en partie verticalement, dans lequel au moins deux paires de réduction de mesure sont prévues, éloignées verticalement chacune, la paire supérieure étant prévue pour la détection des forces horizontales et la paire inférieure étant prévue pour la détection des forces verticales et du point de contact des roues.
  2. Dispositif selon la revendication 1, caractérisé en ce que des bandes de mesure d'extension sont installées, comme connu en soi, sur le champignon du rail dans les fibres neutres en dessous d'un angle négatif et d'un angle positif de 45° par rapport à la fibre.
  3. Dispositif selon la revendication 1, caractérisé en ce que des bandes de mesure d'extension sont installées sur le champignon du rail dans les fibres neutres en dessous d'un angle négatif par rapport à la fibre neutre pour la détermination de tensions longitudinales..
  4. Procédé de détermination du risque de déraillement de véhicules ferroviaires avec un dispositif selon l'une quelconque des revendications 1 à 3, caractérisé en ce qu'un tableau d'informations continu est formé dans le dispositif d'analyse des signaux à partir des signaux transmis, qui affiche des tendances à l'instabilité de véhicules et des forces de déplacement de voie.
  5. Procédé selon la revendication 4, caractérisé en ce qu'un tableau d'informations est formé à partir de plusieurs cellules d'informations, de telle manière que leurs portions de signal se rejoignent en continu, les affaissements des rails ainsi que les déplacements horizontaux des rails étant de préférence décomposés en portions correspondantes et pris en compte dans l'environnement direct du point de contact des roues.
EP06741044A 2005-07-18 2006-06-19 Procede et dispositif permettant de determiner le risque de deraillement de vehicules ferroviaires Active EP1904356B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL06741044T PL1904356T3 (pl) 2005-07-18 2006-06-19 Sposób i urządzenie do rejestrowania ryzyka wykolejenia pojazdów szynowych

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT0120505A AT502214B1 (de) 2005-07-18 2005-07-18 Verfahren und vorrichtung zur erfassung der entgleisungsgefahr von schienenfahrzeugen
PCT/AT2006/000248 WO2007009132A2 (fr) 2005-07-18 2006-06-19 Procede et dispositif permettant de determiner le risque de deraillement de vehicules ferroviaires

Publications (2)

Publication Number Publication Date
EP1904356A2 EP1904356A2 (fr) 2008-04-02
EP1904356B1 true EP1904356B1 (fr) 2012-11-21

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EP (1) EP1904356B1 (fr)
AT (1) AT502214B1 (fr)
PL (1) PL1904356T3 (fr)
WO (1) WO2007009132A2 (fr)

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CN104131501A (zh) * 2014-07-01 2014-11-05 昆明理工大学 一种移动加载车

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CN101269664B (zh) * 2007-03-21 2011-11-02 张运刚 钢轨温度和位移检测仪
US9090271B2 (en) 2012-10-24 2015-07-28 Progress Rail Services Corporation System and method for characterizing dragging equipment
US9090270B2 (en) 2012-10-24 2015-07-28 Progress Rail Services Corporation Speed sensitive dragging equipment detector
US8818585B2 (en) 2012-10-24 2014-08-26 Progress Rail Services Corp Flat wheel detector with multiple sensors
US9168937B2 (en) 2012-10-24 2015-10-27 Progress Rail Services Corporation Multi-function dragger
CN104880274A (zh) * 2015-06-23 2015-09-02 华东交通大学 垂向轮轨力连续测试方法
DK3390723T3 (da) 2015-12-17 2020-04-27 Siemens Mobility Pty Ltd System til måling af forskydning af jernbanespor og fremgangsmåde til proaktiv vedligeholdelse
FR3059683B1 (fr) 2016-12-02 2019-01-25 Commissariat A L'energie Atomique Et Aux Energies Alternatives Systeme de guidage a rail de chemin de fer
CN108974041B (zh) * 2018-06-05 2020-04-17 唐智科技湖南发展有限公司 一种车轮脱轨预警方法、装置及系统
CN108749849B (zh) * 2018-06-05 2020-01-10 唐智科技湖南发展有限公司 一种车轮脱轨预警方法、装置及系统
CN108760114B (zh) * 2018-07-20 2023-10-31 北京交通大学 一种铁路轨道轮轨力的测量方法及装置
RU2770322C1 (ru) * 2021-05-21 2022-04-15 Акционерное общество «Научно-производственный центр «Промэлектроника» Устройство для определения схода колесных пар подвижного состава или волочащейся металлической детали и датчик контроля схода подвижного состава

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JP2715093B2 (ja) * 1988-04-01 1998-02-16 株式会社共和電業 脱線係数測定装置
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DE10347812B4 (de) * 2003-10-10 2014-07-10 Hottinger Baldwin Messtechnik Gmbh Kraftmessvorrichtung zur Erfassung der Schienenbelastung

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104131501A (zh) * 2014-07-01 2014-11-05 昆明理工大学 一种移动加载车
CN104131501B (zh) * 2014-07-01 2015-12-30 昆明理工大学 一种移动加载车

Also Published As

Publication number Publication date
AT502214B1 (de) 2008-12-15
WO2007009132A2 (fr) 2007-01-25
EP1904356A2 (fr) 2008-04-02
AT502214A1 (de) 2007-02-15
PL1904356T3 (pl) 2013-03-29
WO2007009132A3 (fr) 2007-09-13

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