EP2218624A2 - Wheel sensor, rail assembly with at least one wheel sensor and method for operating a rail assembly - Google Patents

Abstract

The sensor (RS) has a sensor device (SE) for detecting a signal (S) triggered by a wheel of a rolling-by rail vehicle, where the sensor is designed as a double wheel sensor. A processing device (VE) determines a parameter (K) from a detected signal. A communication device (KE) is provided for wireless communication of the parameter, where the processing device and the sensor device are arranged in a common housing. A line-independent self-sufficient power supply device comprises an electro-chemical energy storage i.e. primary cell. Independent claims are also included for the following: (1) a railway installation comprising an evaluator (2) a method for operating a railway installation.

Description

description Wheel sensor, railway system with at least one wheel sensor and method for operating a railway system

The present invention relates to a wheel sensor having at least one sensor device for detecting at least one signal triggered by at least one wheel of a rolling rail vehicle.

The use of wheel sensors of the type mentioned is widely used in the field of railway installations or railway monitoring systems. In this case, wheel sensors, which are sometimes referred to as rail contacts due to their point effect, detect, for example, by means of a mechanical, hydraulic, pneumatic, magnetic or in particular also inductive active principle by wheels vorbeirollender rail vehicles triggered signals. Fields of application of wheel sensors are, for example, train detection systems or other switching and signaling tasks, such as the switching on and off of level crossing safety systems. In addition, for example, wheel sensors may also be used for axle pattern recognition, i. be used to determine the center distance, in particular freight wagons. As a result, for example, automatic ranking control systems are used, which are used in the context of controlling and monitoring operational processes of rail freight transport.

The present invention has for its object to provide a particularly flexible and inexpensive to use wheel sensor of the type mentioned.

This object is achieved by a wheel sensor with at least one sensor device for detecting at least one signal triggered by at least one wheel of a vorbeirollenden rail vehicle, a processing device for determining at least one characteristic from the at least one detected signal and a communication device for wireless Transferring the at least one characteristic.

The invention is based on the recognition that in particular the wiring of wheel sensors with a usually centrally, for example, in a signal box, accommodated evaluation device of a railway system is extremely complex and costly. Thus, in practice complex lightning protection and insulation measures between the outdoor area, i. the wheel sensor, and the indoor unit, i. for example, the signal box, required. In particular, taking into account that the place of use of wheel sensors is essentially not variable, since wheel sensors must be mounted in each case on the necessary operational reasons a track system, thus usually creates a comparatively high cost to a wheel sensor wired with the example located in the interlocking room To connect the evaluation device. It should be noted that the aforementioned cost of measures for lightning protection and insulation is usually required for each individual connected to the evaluation device or the interlocking wheel sensor.

The wheel sensor according to the invention is now advantageous in that it has a communication device for wireless transmission of the at least one parameter. The communication device allows wireless data transmission, which basically according to any known per se Method for wireless transmission of data can be done. An example of this is a wireless data transmission by means of infrared or ultrasound. The embodiment is particularly advantageous in that the communication device is designed for the wireless transmission of data by means of radio. This is advantageously a particularly simple and robust embodiment of the communication device, wherein basically any radio standards known per se can be used.

In particular, due to the harsh and changing conditions that occur in the exterior of a railway system, and the associated interference, however, problems or disturbances can occur in a wireless data transmission from a wheel sensor. This is disadvantageous or unacceptable in particular in connection with time-critical and / or safety-relevant applications for which wheel sensors are typically used. In order to avoid or minimize corresponding possible problems with regard to the reliability or the transmission quality, the wheel sensor according to the invention advantageously has a processing device for determining at least one parameter from the at least one detected signal. This means that an evaluation or an analysis of the at least one signal detected by the sensor device takes place already on the part of the wheel sensor. This makes it possible to determine at least one parameter from the at least one detected signal and to transmit this at least one parameter by means of the communication device wirelessly to a receiver, ie, for example, a radio of a signal box. By virtue of the fact that not the signal detected by the sensor device itself but the at least one of the processing device determined parameter is transmitted by the communication device, advantageously the time requirements for a real-time transmission, for example, to a located in the interlocking evaluation device, greatly reduced. On the one hand, the amount of data to be transmitted is reduced; On the other hand, effective measures can be taken in a transmission of the at least one determined parameter in order to rule out a corruption in the context of the transfer. This means that only the processing device provides the prerequisite for providing a wheel sensor with a communication device for wireless data transmission in a practicable, reliable manner.

Due to the fact that the wheel sensor according to the invention is designed for the wireless transmission of data, advantageously the costs and expenses associated with wiring are eliminated. In addition, an explicit galvanic separation between the outdoor unit, ie the wheel sensor, and the interior of a railway system can be omitted. Furthermore, complex measures in connection with lightning protection, for example in the form of lightning protection modules, are avoided. Due to the fact that the processing device determines at least one characteristic from the at least one detected signal, there are also no or only greatly reduced requirements for the real-time capability with respect to a downstream evaluation software which can run, for example, on an evaluation device of a signal box. Furthermore, the wheel sensor according to the invention also makes it possible to considerably simplify the components of the interior installation of a railway installation, since only receiving means, for example in the form of a radio module, are required for receiving the at least one characteristic as an external interface.

The exact expression of the at least one parameter depends essentially on the respective function or the respective field of application of the wheel sensor. In a particularly preferred development of the wheel sensor according to the invention, the processing device is designed to determine the number of passing wheels, the direction of travel, the speed of the respective wheel and / or the distance between successive wheels as the at least one characteristic. This means that the wheel sensor preferably determines at least one of the variables mentioned as a parameter. When determining the speed of the respective wheel or the respective axis, an acceleration or deceleration process may be taken into consideration during the crossing if necessary. From the speed of the respective wheel, the processing means of the wheel sensor can determine the distance between successive wheels, i. the center distance, done. In addition, by means of the at least one parameter, for example, also the detection of the beginning and the end of a crossing, possibly taking into account the current ascertained speed, can be signaled.

In principle, it is possible that the processing device and the sensor device are housed in separate housings. A corresponding embodiment, for example due to space limitations, ie due to insufficient space available, may be required or appropriate. In this case, the processing device may be located close to the track, for example, at a distance of up to a few meters from the sensor device. A disadvantage here, however, is the fact that a usually wired, comparatively unprotected connection between the sensor device and the processing device is required.

In a further particularly preferred embodiment of the wheel sensor according to the invention, the processing device and the sensor device are arranged in a common housing. This means that the processing device is integrated in the housing of the sensor device or the wheel sensor, which advantageously results in a particularly compact arrangement. Due to the fact that a connection lying outside of a housing between the sensor device and the processing device is avoided, the robustness of the wheel sensor is advantageously increased.

In principle, it is possible for the power supply of the wheel sensor according to the invention to be wired, i. for example, by means of a two-wire line to make. According to a particularly preferred embodiment, the wheel sensor according to the invention has a line-independent, self-sufficient power supply device. This is advantageous because in this case any cabling between the wheel sensor and other operating systems of the railway system is eliminated.

The power supply device may be any type of device suitable for the independent provision of energy. This includes, for example, energy supply facilities that generate energy from their environment or environment ("energy harvesting"). For example, solar cells can be used for energy generation, or also converters for generating electrical energy from mechanical vibrations. In the latter In this case, the wheel sensor is powered by energy generated by vibrations caused by passing trains.

According to a further particularly preferred development of the wheel sensor according to the invention, the energy supply device comprises at least one electrochemical energy store, in particular at least one primary cell. This is advantageous because by means of an electrochemical energy store a particularly reliable and largely independent of environmental conditions power supply of the wheel sensor can be ensured. In addition, the maintenance effort in the case of a power supply device in the form of a primary cell or primary cell battery is usually limited to perform an exchange of the primary cell or primary cell battery as part of a usually regularly performed maintenance of the wheel sensor.

Preferably, the wheel sensor according to the invention can also be designed such that it is designed as a double wheel sensor with two sensor devices. This is advantageous because corresponding double wheel sensors are widely used because they allow in particular a determination of the direction of travel and the speed vorbeirollender wheels in a conventional and very simple way.

In particular, in the event that the wheel sensor has a line-independent, self-sufficient power supply device, it is of great importance to minimize the energy consumption of the wheel sensor. According to a preferred development of the wheel sensor according to the invention, this is achieved in that one of the sensor devices can be switched into an energy-saving idle state and the wheel sensor is designed to activate the sensor device switched to the idle state is, if detected by the other, active sensor device at least one signal. Advantageously, this has the consequence that most of the time only one of the two sensor devices of the double-wheel sensor is active. If, during a passage through a rail vehicle, the active sensor device is actuated, there is the possibility, for example, that the processing device temporarily stores a corresponding time stamp for later tracking and activates the other sensor device switched into the energy-saving idle state. In such a method, the energy consumption of the double wheel sensor is advantageously halved in the rest phase. After activation of the sensor device previously switched to the idle state, both sensor devices are available for the following wheels of the rail vehicle, so that, for example, a determination of the direction and the speed of the wheels is possible. It should be noted that, of course, both sensor devices can be switched into the energy-saving idle state. In this case, it is particularly advantageous if the sensor devices are alternately switched to the idle state, as a result, a failure of one of the two sensor devices is particularly quickly recognizable.

Preferably, the wheel sensor according to the invention can also be designed such that the one of the sensor devices is switched to the idle state, provided that no signal is detected for a defined period of time. This is advantageous, as this allows an automatic shutdown of one of the two sensor devices by the wheel sensor itself. In this case, a switch to the idle state either occur if the sensor device in question has not detected a signal for the defined period of time, or if this is the case for both sensor devices of the wheel sensor.

The wheel sensor according to the invention can also be further developed such that the sensor device or at least one of the sensor devices is designed for pulsed operation. This means that the relevant sensor device or the respective sensor devices are active respectively only during the pulses, ie only at regularly recurring times. Particularly advantageous in this case is the embodiment that the sensor devices are pulsed alternately, as a result, the exposure disclosure time is kept low, ie a failure of one of the sensor devices is quickly recognizable. When a signal is detected by the sensor device or by at least one of the sensor devices, the wheel sensor preferably changes from the pulsed mode into a permanent mode in which the sensor device or the sensor devices are or are activated continuously. In this case, depending on the width of influence of the wheel on the respective sensor device and the maximum expected speed of the rail vehicle and taking into account the time required for the reconnection of the sensor device, the pulse duration and the distance of successive pulses can be determined. It has been shown that a pulsed operation, for example in the case of wheel sensors used in the area of shunting yards, at typical shunting speeds, can reduce the power consumption of the wheel sensor by a factor of about 10. This means that, for example, in the case of a wheel sensor, the normal power consumption is at a power consumption of about 4mA at a voltage of about 8V, the average power consumption drops to about 0.4mA.

Preferably, the wheel sensor according to the invention can also be designed such that the pulse duration and / or the distance between successive pulses can be configured. This is advantageous since in this way the pulse duration and / or the distance of successive pulses can be adapted particularly flexibly to the respective conditions and the type of use of the respective wheel sensor.

According to a further particularly preferred embodiment of the wheel sensor according to the invention, a vibration detector is provided for detecting vibrations caused by an approaching rail vehicle. This is advantageous since information about the fact that a rail vehicle approaches the wheel sensor can be obtained at an early stage by means of the vibration detector.

Advantageously, the wheel sensor according to the invention is further developed in such a way that the processing device and / or the at least one sensor device can be switched into an energy-saving idle state and the wheel sensor is designed to activate the shut-down component or components upon detection of vibrations by the vibration detector , In this case, the vibration detector, for example in the form of an acceleration sensor or accelerometer or a vibration sensor, for example, be attached to or in the housing of the wheel sensor or on the rail. This makes it possible that the remaining components of the wheel sensor, ie in particular the processing device and / or the at least one sensor device can be switched to an energy-saving idle state. In this case, the energy-saving idle state may be given by the fact that the relevant components are completely switched off. By means of the vibration detector, which can be operated without power with very little power or, for example, in the case of a piezo-effect based vibration detector, it is possible to detect the vibrations caused by an approaching rail vehicle and the components switched to sleep mode to reactivate the components switched to sleep mode. This can be done, for example, by the vibration detector activating or awakening the processing device and causing it to activate the sensor device or the sensor devices of the wheel sensor, which thereupon trigger the signals passing through the following train or the subsequently rolling rail vehicle recorded or recorded. After the passage of the last axis of the rail vehicle or the driving association and the decay of the vibrations, for example, by the processing device, a transition of the respective components are made in the idle state, for example by the power supply is switched off. The described embodiment of the method according to the invention is particularly advantageous, as this minimizes the energy requirement of the wheel sensor and thus, for example, in the case that the wheel sensor is supplied with electrical energy by an electrochemical energy store, ie a primary cell or a primary cell battery, a correspondingly smaller one and thus cheaper electrochemical energy storage can be used. Furthermore, a minimization of the energy requirement of the wheel sensor, for example, in the case particularly advantageous in that secondary cells are used for buffering. This may, for example, relate to the case where solar cells are used for line-independent, self-sufficient energy supply be used and by means of secondary cells, a power supply of the wheel sensor is ensured, for example, in the dark. A minimization or reduction of the energy requirement of the wheel sensor in this case allows a reduction in the capacity of the secondary cells and / or the surface of the solar cells used.

The invention further comprises a railway system with at least one wheel sensor according to the invention or at least one wheel sensor according to one of the previously described preferred developments of the wheel sensor according to the invention and with receiving means for wireless receiving the at least one characteristic of the at least one wheel sensor and an evaluation device for evaluating the received at least one characteristic.

Preferably, the railway system according to the invention is designed such that it comprises a plurality of wheel sensors and several or all of the wheel sensors are electrically connected to a common power supply line. In particular, in the event that the individual wheel sensors do not have a line-independent, self-sufficient power supply device, this is advantageous because by means of a common power supply line, which functionally corresponds to a "power bus", for example by means of a simple two-wire line depending on the respective, in particular geographical conditions all or more of the wheel sensors can be powered. Advantageously, in this case the power supply line and the central energy supply connected via it can be assigned to the outdoor installation of the railway installation, so that advantageously a galvanic connection to the indoor installation, which would necessitate corresponding protective measures, is avoided. It should be noted that it depends Of the respective circumstances, it is also possible to connect several or all of the wheel sensors of a system in groups of a plurality of wheel sensors in each case electrically to one of a plurality of power supply lines. For example, the wheel sensors of different station heads can each be electrically connected to a common power supply line.

The invention further relates to a method for operating a railway system.

With regard to the method of the present invention, the object is to provide a particularly flexible and cost-effective method for operating a railway system.

This object is achieved by a method for operating a railway system, wherein at least one triggered by at least one wheel of a vorbeirollenden rail vehicle signal is detected by at least one sensor device of a Radsensors, by a processing device of the wheel sensor from the at least one detected signal at least a parameter is determined and the at least one parameter is wirelessly transmitted to an evaluation device of the railway system.

The advantages of the method according to the invention essentially correspond to those of the wheel sensor according to the invention, so that in this regard reference is made to the corresponding explanations above. This also applies accordingly with regard to the preferred developments of the method according to the invention which are listed below with regard to the corresponding preferred developments of the invention Radsensors, so that reference is made in this regard to the respective above statements.

Preferably, the inventive method may be configured such that the number of passing wheels, the direction of travel, the speed of the respective wheel and / or the distance between successive wheels is determined as the at least one characteristic.

According to a further particularly preferred development, the method according to the invention is so pronounced that, in the case of a wheel sensor in the form of a double wheel sensor with two sensor devices, one of the sensor devices is switched to an energy-saving idle state and the sensor device connected to the idle state is activated if at least one signal is detected by the other, active sensor device.

In a particularly preferred embodiment of the method according to the invention, the one of the sensor devices is switched to the idle state if no signal is detected for a defined period of time.

Preferably, the inventive method can also be developed such that the sensor device or at least one of the sensor devices is operated pulsed.

According to a further particularly preferred development of the method according to the invention, oscillations caused by an approaching rail vehicle are detected by means of a vibration detector.

Preferably, the inventive method may also be configured such that the processing device and / or the at least one sensor device are switched to an energy-saving idle state and the component switched to the idle state is reactivated or the components switched to the idle state are reactivated if vibrations are detected by the vibration detector.

Figur 1

in einer schematischen Skizze ein erstes Aus- führungsbeispiel einer erfindungsgemäßen Ei- senbahnanlage mit einem Ausführungsbeispiel des erfindungsgemäßen Radsensors,

Figur 2

in einer schematischen Skizze ein zweites Aus- führungsbeispiel der erfindungsgemäßen Eisen- bahnanlage mit mehreren durch eine gemeinsame Energieversorgungsleitung verbundenen Radsen- soren gemäß einem zweiten Ausführungsbeispiel des erfindungsgemäßen Radsensors,

Figur 3

in einer schematischen Skizze ein drittes Aus- führungsbeispiel der erfindungsgemäßen Eisen- bahnanlage mit mehreren Radsensoren, die gemäß einem dritten Ausführungsbeispiel des erfin- dungsgemäßen Radsensors jeweils eine leitung- sunabhängige, autarke Energieversorgungsein- richtung aufweisen,

Figur 4

zur Erläuterung eines Ausführungsbeispiels des erfindungsgemäßen Verfahrens in einer schema- tischen Skizze ein viertes Ausführungsbeispiel des erfindungsgemäßen Radsensors und

Figur 5

zur Erläuterung eines weiteren Ausführungsbei- spiels des erfindungsgemäßen Verfahrens in ei- ner schematischen Skizze ein fünftes Ausfüh- rungsbeispiel des erfindungsgemäßen Radsen- sors.

In the following the invention will be explained in more detail by means of exemplary embodiments. This shows

FIG. 1

1 is a schematic illustration of a first exemplary embodiment of an egg railway installation according to the invention with an exemplary embodiment of the wheel sensor according to the invention,

FIG. 2

2 is a schematic sketch of a second exemplary embodiment of the railroad system according to the invention with a plurality of wheel sensors connected by a common energy supply line according to a second exemplary embodiment of the wheel sensor according to the invention;

FIG. 3

3 is a schematic illustration of a third exemplary embodiment of the railway system according to the invention with a plurality of wheel sensors, which according to a third exemplary embodiment of the inventive wheel sensor each have a line-sun-dependent, self-sufficient power supply device;

FIG. 4

for explaining an embodiment of the method according to the invention in a schematic Table sketch a fourth embodiment of the wheel sensor according to the invention and

FIG. 5

to explain a further exemplary embodiment of the method according to the invention in a schematic sketch of a fifth exemplary embodiment of the Radsen- sors invention.

For reasons of clarity, the same reference numerals are used in the figures for identical or functionally functionally identical components.

FIG. 1 shows a schematic sketch of a first embodiment of a railway system according to the invention with an embodiment of the wheel sensor according to the invention. In detail, a wheel sensor RS is shown, which has a sensor device SE for detecting at least one signal S triggered by at least one wheel of a rolling rail vehicle passing by. Alternatively, the wheel sensor RS could be designed, for example, as a double wheel sensor with two sensor devices.

According to the embodiment of the FIG. 1 the wheel sensor RS furthermore has a processing device VE. The latter receives the detected signal S from the sensor device SE and determines at least one parameter K from the signal S. The determination of the at least one parameter K advantageously takes place essentially in real time, ie without delay. The parameter K may be, for example, an indication of the number of wheels rolling past, the direction of travel or direction of travel, the speed of the respective wheel and / or the distance between successive wheels or axles. The one determined parameter or the several determined parameters K are transferred by the processing device VE to a communication device KE, which is designed to transmit the at least one characteristic K wirelessly. In the context of the exemplary embodiments described below, it is assumed that the communication device KE is embodied as a radio device, for example in the form of a radio module, ie is provided for radio-based data transmission.

By means of the communication device KE is the at least one characteristic K via a radio link, the in FIG. 1 indicated by the dotted arrow, transmitted to a control device ST. In this case, as indicated by the dot-dashed vertical line between the wheel sensor RS and the control device ST, the wheel sensor RS the outdoor facility of the railway system assigned and the control device ST of the indoor system of the railway system, ie, for example, a signal box.

The control device ST has receiving means EM for wirelessly receiving the at least one parameter K from the wheel sensor RS or the communication device KE of the wheel sensor RS. Attached to the receiving means EM is an evaluation device AE for evaluating the received from the receiving means EM at least one characteristic K. In this case, the evaluation device AE received from the wheel sensor RS at least one parameter K, for example, to track release, for controlling or switching a Railroad crossing or for rowing control of freight cars use.

Because not the signal S detected by the sensor device SE itself or only for example With regard to its signal form processed signal is transmitted to the control device ST, but the at least one characteristic is already determined on the part of the wheel sensor RS, it is advantageously possible to carry out a radio transmission of the at least one characteristic K by means of the communication device KE. The reason for this is in particular that due to the processing carried out on the wheel sensor side, the time requirements with respect to a real-time transmission to the control device ST arranged, for example, in the interlocking space are greatly reduced or almost completely eliminated. Moreover, the reliability of the radio-based data transmission by the processing performed by the processing means VE is usually increased in terms of conditional data reduction.

In the embodiment of the railway system according to the invention and the wheel sensor according to the invention according to FIG. 1 Thus, advantageously accounts for expenses for a cabled data transmission enabling cabling. This eliminates the need for an explicit galvanic isolation between the outdoor unit, ie the wheel sensor RS, as well as the indoor unit, ie the control device ST, as well as the need to provide lightning protection modules. In addition, the structure of the components of the indoor unit is simplified, since only the receiving means EM, for example in the form of a radio module for receiving the at least one parameter K are required by the control device ST.

FIG. 2 shows a schematic sketch of a second embodiment of the railway system according to the invention with a plurality of connected by a common power supply line wheel sensors according to a second embodiment the wheel sensor according to the invention. The upper part of the FIG. 2 corresponds to that of the FIG. 1 , In addition, however, further wheel sensors RS1 to RSn are shown or indicated, which likewise transmit their respective data in the form of corresponding characteristic quantities K1 to Kn to the receiving means EM of the control device ST by means of communication devices KE1 to KEn designed for wireless data transmission.

In the embodiment of FIG. 2 the wheel sensors RS, RS1, RSn are connected to a common power supply line EL, which is connected to a central power supply EV. The power supply line EL, which may be designed, for example, as a simple two-wire line, thereby assumes the function of an "energy bus", since it serves in the illustrated embodiment, the supply of all wheel sensors RS, RS1, RSn with electrical energy. Due to the fact that the energy supply EV and the power supply line EL are assigned to the outdoor installation, a galvanic connection to the indoor installation, which would require costly protective measures, is advantageously avoided. Due to the fact that the indoor unit has the receiving means EM for receiving the at least one parameter K, K1, Kn from the wheel sensors RS, RS1, RSn as the sole interface, the number of external interfaces of the indoor unit to the outdoor unit is advantageously further reduced to a minimum ,

FIG. 3 shows a schematic sketch of a third embodiment of the railway system according to the invention with a plurality of wheel sensors, each having a line independent, self-sufficient power supply device according to a third embodiment of the wheel sensor according to the invention. The embodiment of FIG. 3 makes a difference from the one of FIG. 2 in that the wheel sensors RS, RS1, RSn each have a line-independent, self-sufficient power supply device EE, EE1 or EEn. This is advantageous in that expenses for a wired connection of the wheel sensors RS, RS1, RSn are also avoided with regard to the energy supply.

In principle, the energy supply devices EE, EE1, EEn can, for example, be devices which generate electrical energy from sunlight or vibrations occurring on the track. In this case, however, the embodiment is particularly preferred in that the energy supply devices EE, EE1, EEn comprise at least one electrochemical energy store, in particular at least one primary cell. This ensures a particularly reliable, robust and comparatively low-maintenance power supply of the wheel sensors RS, RS1, RSn.

FIG. 4 to illustrate an embodiment of the method according to the invention in a schematic sketch, a fourth embodiment of the wheel sensor according to the invention. Shown is a wheel sensor RS, which is designed as a double wheel sensor, that has a first sensor device SE ₁ and a second sensor device SE ₂ . The sensor devices SE ₁ , SE ₂ are each connected to the processing device VE and transmit to these signals S ₁ and S _2, respectively. From the signals S ₁ , S _2, the processing device VE determines at least one characteristic K _1,2 , which according to the previous embodiments of the communication device KE wirelessly, that is radio-based in the described embodiments, transmitted.

Since the wheel sensor RS is supplied with electrical energy from a line-independent, self-sufficient energy supply device EE, which may comprise, for example, an electrochemical energy store in the form of a primary cell or a primary cell battery, it is of great importance to keep the energy requirement of the wheel sensor RS as low as possible , In the embodiment of FIG. 4 This happens because the second sensor device SE _{2 can be switched} into an energy-saving idle state. As soon as at least one signal S _{1 is} detected by the active first sensor device SE ₁ and transmitted to the processing device VE, the processing device VE transmits an activation signal AS to the second sensor device SE ₂ . As a result, an activation of the second sensor device SE ₂ , which was previously in the idle state, is triggered, which is thus available again for detecting, in particular, the direction and speed of wheels rolling past thereafter.

If no signal is detected for a defined period of time - either from the second sensor device SE ₂ alone or from both sensor devices SE ₁ , SE ₂ - the second sensor device SE _{2 is} advantageously in turn processed by the processing device VE Hibernation switched. Alternatively, the sensor device SE _{2 can} also switch itself into the energy-saving idle state.

It should be noted that in principle, of course, both sensor devices SE ₁ , SE _{2 can be switched} into an energy-saving idle state. In this case, one of the two sensor devices SE ₁ , SE _{2 is} switched to the idle state at any given time by the processing device VE. Preferably, the sensor devices SE ₁ , SE ₂ hereby alternately in the Hibernation be switched to keep the disclosure time low.

A further reduction of the energy requirement of the wheel sensor RS can advantageously be achieved by the fact that the communication device KE is activated only when necessary, ie when at least one new parameter K _1,2 is present.

Alternatively or in addition to the in FIG. 4 ₁ , SE ₂ or both sensor devices SE ₁ , SE _{2 are designed} for pulsed operation. This can be done, for example, such that the respective sensor device SE ₁ , SE ₂ or the sensor devices SE ₁ , SE _{2 are} respectively activated for a short time and then deactivated again. Advantageously, the wheel sensor is designed such that the pulse duration and / or the spacing of successive pulses can be configured. A determination of the parameters is preferably carried out as a function of the width of influence of the wheel on the respective sensor device SE ₁ , SE ₂ and the maximum occurring speed vorbeirollender rail vehicles. Furthermore, in this case the time can be taken into account, which is required for the reconnection or re-activation of the sensor devices SE ₁ , SE ₂ . This means that the sensor devices SE _1, SE ₂ for detecting a signal S _1, S ₂ are switched back by at least one of the sensor devices SE _1, SE ₂ advantageously from the pulsed operation in the continuous, non-pulsed normal operation.

FIG. 5 to explain a further embodiment of the method according to the invention in a schematic sketch of a fifth embodiment of the invention Wheel sensor. The illustration and the components of the wheel sensor RS essentially correspond to those of the exemplary embodiment of FIG FIG. 4 wherein the wheel sensor RS additionally comprises a vibration detector VD for detecting mechanical vibrations caused by an approaching rail vehicle. It should be noted at this point that the vibration detector VD need not necessarily be disposed within the housing, which encloses the other components of the wheel sensor RS, but may for example also be attached to the housing of the wheel sensor RS or directly to the rail itself. Regardless of this, the vibration detector VD is considered as part of the wheel sensor RS due to its corresponding functional assignment in the context of the present invention.

The vibration detector VD now advantageously makes it possible for the processing device VE, the sensor devices SE ₁ , SE ₂ and / or the communication device KE to be switched to an energy-saving idle state. This means that, in principle, the components in question can initially remain completely switched off, for example. By operating with very low power vibration detector VD can be done in a detection of vibrations indicative of an approaching rail vehicle, an activation of the wheel sensor RS or switched to the idle state components. In the embodiment of FIG. 5 This is done by the vibration detector VD transmits an activation signal AS _VD to the processing device VE and thus "wakes up" or returns to the active state. The processing device VE then transmits activation signals AS ₁ or AS ₂ to the sensor devices SE ₁ , SE ₂ and thus performs an activation of these components.

In addition to the presentation of the FIG. 5 it is also possible that the communication device KE is again switched to the active state by detecting vibrations by the vibration detector VD by a corresponding activation signal.

After the oscillation has subsided, the power supply of the components of the wheel sensor RS, with the exception of the vibration detector VD, can again be largely or completely switched off, for example, by the processing device VE.

The above-described embodiment of the method according to the invention or of the wheel sensor according to the invention using a vibration detector VD is particularly advantageous in that it allows a considerable reduction in the energy requirement of the wheel sensor RS. This can be used, for example, for a correspondingly less powerful line-independent, self-sufficient energy supply device EE, i. for example, a correspondingly smaller primary cell to use. In addition, an advantage is the fact that by means of the vibration detector VD a reliable wake-up of the other components of the wheel sensor RS is already possible at an early stage, so that the activation of all components of the wheel sensor RS in time before passing the first wheel of the rail vehicle or the Vehicle Association can be completed.

Claims (21)

Wheel sensor (RS) with at least one sensor device (SE, SE ₁ , SE ₂ ) for detecting at least one signal (S, S ₁ , S ₂ ) triggered by at least one wheel of a rolling rail vehicle passing by,
marked by - A processing device (VE) for determining at least one characteristic (K, K _1,2 ) from the at least one detected signal (S, S ₁ , S ₂ ) and - A communication device (KE) for wireless transmission of the at least one characteristic (K, K _1,2 ). Wheel sensor according to claim 1,
characterized in that the processing means (VE) is adapted to the number of passing wheels, the direction of travel, the speed of the respective wheel and / or the distance between successive wheels as the at least one characteristic (K, K _1,2 ) determine. Wheel sensor according to claim 1 or 2,
characterized in that the processing device (VE) and the sensor device (SE, SE ₁ , SE ₂ ) are arranged in a common housing. Wheel sensor according to one of the preceding claims,
characterized in that the wheel sensor (RS) has a line-independent, self-sufficient power supply device (EE). Wheel sensor according to claim 4,
characterized in that the energy supply device (EE) comprises at least one electrochemical energy store, in particular at least one primary cell. Wheel sensor according to one of the preceding claims,
characterized in that the wheel sensor (RS) as a double-wheel sensor with two sensor devices (SE ₁ , SE ₂ ) is formed. Wheel sensor according to claim 6,
characterized in that - One of the sensor devices (SE ₂ ) is switchable into an energy-saving idle state and - The wheel sensor (RS) is designed to activate the switched to sleep sensor device (SE ₂ ), if at least one signal (S ₁ ) is detected by the other, active sensor device (SE ₁ ). Wheel sensor according to claim 7,
characterized in that the wheel sensor (RS) is designed such that the one of the sensor devices (SE ₂ ) is switched to the idle state, if for a defined period no signal (S ₁ , S ₂ ) is detected. Wheel sensor according to one of the preceding claims,
characterized in that the sensor device (SE) or at least one of the sensor devices (SE ₁ , SE ₂ ) is designed for pulsed operation. Wheel sensor according to claim 9,
characterized in that the pulse duration and / or the spacing of successive pulses is configurable. Wheel sensor according to one of the preceding claims,
characterized in that a vibration detector (VD) is provided for detecting vibrations caused by an approaching rail vehicle. Wheel sensor according to claim 11,
characterized in that - The processing device (VE) and / or the at least one sensor device (SE, SE ₁ , SE ₂ ) are switchable into an energy-saving idle state and - The wheel sensor (RS) is formed upon detection of vibrations by the vibration detector (VD) for activating the switched into the resting state component or components. Railway system with at least one wheel sensor (RS) according to one of claims 1 to 12, - Receiving means (EM) for wireless receiving the at least one characteristic (K, K _1,2 ) of the at least one wheel sensor (RS) and - An evaluation device (AE) for evaluating the received at least one characteristic (K, K _1,2 ). Railway installation according to claim 13,
characterized in that the railway system comprises a plurality of wheel sensors (RS, RS1, RSn) and several or all of the wheel sensors (RS, RS1, RSn) are electrically connected to a common power supply line (EL). Method for operating a railway system, wherein at least one signal (S, S ₁ , S ₂ ) triggered by at least one wheel of a rail vehicle passing by is detected by at least one sensor device (SE, SE ₁ , SE ₂ ) of a wheel sensor (RS), - By a processing device (VE) of the wheel sensor (RS) from the at least one detected signal (S, S ₁ , S ₂ ) at least one characteristic (K, K _1,2 ) is determined and - The at least one characteristic (K, K _1,2 ) is transmitted wirelessly to an evaluation device (AE) of the railway system. Method according to claim 15,
characterized in that the number of passing wheels, the direction of travel, the speed of the respective wheel and / or the distance between successive wheels as the at least one characteristic (K, K _1,2 ) is determined. Method according to claim 15 or 16,
characterized in that in a wheel sensor (RS) in the form of a double-wheel sensor with two sensor devices (SE ₁ , SE ₂ ) - One of the sensor devices (SE ₂ ) is switched to an energy-saving idle state and - The switched to sleep sensor device (SE ₂ ) is activated, if at least one signal (S ₁ ) is detected by the other, active sensor device (SE ₁ ). Method according to claim 17,
characterized in that one of the sensor devices (SE ₂ ) is switched to the idle state if no signal (S ₁ , S ₂ ) is detected for a defined period of time. Method according to one of claims 15 to 18,
characterized in that the sensor device (SE) or at least one of the sensor devices (SE ₁ , SE ₂ ) is operated pulsed. Method according to one of claims 15 to 19,
characterized in that by means of a vibration detector (VD) vibrations caused by an approaching rail vehicle are detected. Method according to claim 20,
characterized in that - The processing device (VE) and / or the at least one sensor device (SE, SE ₁ , SE ₂ ) are switched to an energy-saving idle state and - The switched into the idle state component is activated again or switched to the idle state components are activated again, if vibrations are detected by the vibration detector (VD).

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