EP2496459B1 - Wheel sensor - Google Patents

Wheel sensor Download PDF

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Publication number
EP2496459B1
EP2496459B1 EP10765628.2A EP10765628A EP2496459B1 EP 2496459 B1 EP2496459 B1 EP 2496459B1 EP 10765628 A EP10765628 A EP 10765628A EP 2496459 B1 EP2496459 B1 EP 2496459B1
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Prior art keywords
coil
receiving coil
wheel
coils
wheel sensor
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German (de)
French (fr)
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EP2496459A1 (en
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Rainer Freise
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Siemens AG
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Siemens AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B61L1/163—Detection devices
    • B61L1/165—Electrical

Definitions

  • the invention relates to a wheel sensor, in particular for a train detection system, with at least one track-side inductive sensor device for detecting a magnetic field change due to the track overcoming iron wheels of a rail vehicle, wherein the sensor device comprises coils for compensating interfering magnetic fields and wherein a supply coil fed with alternating current and a receiving coil system with a the first receiving coil and a second receiving coil connected thereto for the suppression of external interference fields in a counter-circuit.
  • inductive proximity switch wheel sensors are widely used in the field of railway monitoring systems, in particular the train detection systems.
  • wheel sensors have at least one coil, which is preferably arranged in an electrical resonant circuit and fed with alternating current.
  • the iron mass of a mecanical wheel or a passing axle leads to a damping of the magnetic field of the coil, so that a drive through a wheel on the basis of a change caused by the properties, such as the vibration amplitude or quality of the electrical resonant circuit is detectable.
  • a generic wheel sensor with a supply coil fed with alternating current and two receiving coils, which are connected in a counter-circuit for the suppression of external interference, is from the GB 924 869 A known.
  • inductively operating wheel sensors are also sensitive to inductively coupled noise voltages on the working frequency, as they can be caused for example by rail currents.
  • So z. B. the return current of a locomotive through the rail or the harmonic content of this return current cause an interference signal in the form of a beating.
  • Such beating is difficult to distinguish in inductive wheel sensors from a signal that is caused by a ride through a wheel.
  • working on an inductive mode of action Wheel sensors are disturbed in practice, for example, by arranged in their vicinity further wheel sensors with the same operating frequency.
  • disturbances can also be caused or induced by pulse-like high commutation current edges of the rail current or by lines and transformers of passing trains.
  • the present invention has for its object to provide an alternative or further wheel sensor of the aforementioned type with particularly good interference suppression.
  • a wheel sensor in particular for a train detection system, with at least one track-side inductive sensor device for detecting a magnetic field change due to the track overcoming iron wheels of a rail vehicle, wherein the sensor device coils for compensating interfering magnetic fields and wherein an AC-powered transmitting coil and a receiving coil system are provided with a first receiving coil and a second receiving coil connected thereto for the suppression of external interference fields in a counter-circuit, wherein the first receiving coil above and the second receiving coil are arranged below the transmitting coil.
  • the transmitting coil of the wheel sensor is thus arranged below the first receiving coil and above the second receiving coil.
  • the term “above” or “below” refers to the orientation of a properly mounted in the rail area wheel sensor.
  • the magnetic field of the transmitting coil penetrates both receiving coils of the receiving coil system equally.
  • the two receiving coils are connected in antiphase in series, so that the induced by the transmitting coil in them receiving voltage largely eliminated without Radeinrial. From the amount of both partial voltages of the receiver coils are therefore similarly high.
  • the magnetic field of the transmitting coil is distorted in such a way that the voltages of the receiving coils are no longer cancel each other out.
  • the partial voltages of the receiver coils are different. Consequently, the voltage change of the series-connected receiving coils can be used for wheel detection.
  • the transmitting coil is arranged in the vertical direction between the two receiving coils, it is ensured that the second receiving coil with respect to their function is essentially a compensation coil, that is mainly the compensation of the interference fields, in particular of rail currents used.
  • the second Reception coil has a greater distance to a wheel to be detected or flange of a wheel than the first receiving coil and thus their magnetic field is not or only slightly influenced by the passing iron mass.
  • the magnetic field of a rail current circulating around the rail flows through both receiver coils in opposite directions and at a similar height and is therefore at least largely compensated.
  • advantageously also disturbances from other sources are compensated by the arrangement of the coils in the wheel sensor. This applies, for example, to disturbances or possible interference effects of adjacent wheel sensors caused by power cables running in the vicinity of the wheel sensor.
  • the wheel sensor according to the invention has the advantage that the superimposed arrangement of the coils results in that for each of the coils, d. H. both for the transmitting coil and for the two receiving coils, the housing length of the wheel sensor in the rail longitudinal direction can be fully utilized.
  • This allows a particularly large Einwirks the scholarrollenden wheel, whereby a particularly high sensitivity of the wheel sensor is achieved.
  • This applies in particular also in the case of a lateral offset of the iron mass to be detected caused by differently worn wheel rims.
  • the two receiving coils have the same geometry, the same number of turns and the same distance to the transmitting coil in order to fully compensate for their field, wherein the transmitting coil is arranged centrally and centrally between the receiving coils.
  • the first receiver coil with respect to their geometry and / or their number of turns and / or their distance from the transmitting coil and / or its track distance from the second receiving coil different.
  • the transmitter coil can be placed next to the receiver coils, for example. It is also possible to generate a defined quiescent reception voltage level by an intended asymmetry with regard to the shape or spacing of the two receiver coils from the transmitter coil.
  • a magnetic interference field resulting from rail current is height-dependent.
  • the receiver coils can therefore differ in shape, number of turns and rail distance. In this way, an optimal compensation of the interference can be achieved even with different rail profiles.
  • At least one coil, in particular the transmitting coil, of the sensor device has a core.
  • the wheel sensor according to the invention is designed according to claim 3 such that the first receiver coil and / or the transmitter coil and / or the second receiver coil is / are formed as an air coil.
  • the transmitting coil and the two receiving coils can be designed as pure coils or inductive.
  • the transmitting coil and the receiving coil system are each incorporated in an oscillating circuit circuit.
  • each one capacitor Vorscnies wherein the two receiving coils are connected in series.
  • At least two sensor devices spaced apart in the track longitudinal direction are provided. This offers the advantage of having a determination of the direction of travel the passing wheel is made possible.
  • the two sensor devices or sensor channels when traveling through a wheel of a rail vehicle successively generate time-shifted signals that can be used in a subsequent evaluation for detecting the direction of travel of the rail vehicle.
  • FIG. 1 shows a schematic sectional view of a first embodiment of a wheel sensor according to the invention. Shown is in a section perpendicular to the rail longitudinal direction, a wheel sensor 1, which has a transmitting coil 2 and two receiving coils 3 and 4. The transmitting coil 2 and the two receiving coils 3 and 4 are arranged in a housing 5 of the wheel sensor 1, wherein the wheel sensor 1 or its housing 5 is fixed to a rail 6.
  • the transmitting coil 2 is fed with an alternating current and thus induces in both receiving coils 3 and 4 substantially equal voltages.
  • the two receiving coils 3 and 4 are part of a sensitive to an inductive interaction of the receiving coils 3 and 4 with facultyrollenden wheels resonant circuit.
  • the first receiving coil 3 arranged above the transmitting coil 2 is for suppressing interference fields with the one below the transmitting coil 2 arranged second receiving coil 4 connected in a counter circuit.
  • FIG. 1 was in FIG. 1 not only the representation of the aforementioned electrical components or compounds, but also on a display of other known per se components of the wheel sensor 1. This concerns, for example, a monitoring or evaluation circuit possibly present in the wheel sensor 1, as well as cable guides from and to the wheel sensor 1.
  • FIG. 1 is the wheel sensor 1 in its position on the rail 6 when crossing a wheel 7, which has a flange 8, shown.
  • the receiver coils 3 and 4 of the wheel sensor 1 are positioned with respect to the rail 6 such that the magnetic field change through the wheel flange 8 of the wheel 7 leads to a reception voltage change in the reception coils 3 and 4 connected in series.
  • the first receiving coil 3 is arranged above the transmitting coil 2 with respect to a wheel sensor 1 mounted on the rail 6, while the second receiving coil 4 is arranged below the transmitting coil 2.
  • the second receiver coil 4 essentially does not contribute to the wheel detection, but at least mainly serves the compensation of interference fields, in particular the rail current compensation.
  • the two receiving coils 3 and 4 are arranged such that their longitudinal axes coincide with those of the transmitting coil 2. Deviating from the illustration in FIG. 1 is also an embodiment conceivable in which the receiving coils 3 and 4 differ from each other in terms of their nature, ie in particular their geometry and / or their number of turns. This can be advantageously used to generate a quiescent reception voltage in order to monitor the functionality of the wheel sensor between the wheel detectors. In addition, the diversity of the receiving coils 3 and 4 can advantageously also be used to achieve optimal interference field compensation as a function of the respective rail profile.
  • FIG. 2 showed a perspective side view of a mounted on the rail 6 second embodiment of a wheel sensor 1 according to the invention, which has two sensor devices.
  • those components that are with in FIG. 1 Components shown are identical or substantially functionally identical, denoted by the same reference numerals.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Description

Die Erfindung betrifft einen Radsensor, insbesondere für eine Gleisfreimeldeanlage, mit mindestens einer gleisseitigen induktiven Sensoreinrichtung zur Erfassung einer Magnetfeldänderung infolge das Gleis überfahrender Eisenräder eines Schienenfahrzeuges, wobei die Sensoreinrichtung Spulen zur Kompensation störender Magnetfelder aufweist und wobei eine mit Wechselstrom gespeiste Sendespule und ein Empfangsspulensystem mit einer ersten Empfangsspule und einer mit dieser zur Unterdrückung von äußeren Störfeldern in einer Gegenschaltung verbundenen zweiten Empfangsspule vorgesehen sind.The invention relates to a wheel sensor, in particular for a train detection system, with at least one track-side inductive sensor device for detecting a magnetic field change due to the track overcoming iron wheels of a rail vehicle, wherein the sensor device comprises coils for compensating interfering magnetic fields and wherein a supply coil fed with alternating current and a receiving coil system with a the first receiving coil and a second receiving coil connected thereto for the suppression of external interference fields in a counter-circuit.

Der Einsatz von nach dem Prinzip des induktiven Näherungsschalters arbeitenden Radsensoren ist im Bereich der Eisenbahnüberwachungsanlagen, insbesondere der Gleisfreimeldeanlagen, weit verbreitet. Derartige Radsensoren weisen zumindest eine Spule auf, die bevorzugt in einem elektrischen Schwingkreis angeordnet und mit Wechselstrom gespeist ist. Die Eisenmasse eines vorbeirollenden Rades bzw. einer vorbeirollenden Achse führt zu einer Bedämpfung des Magnetfeldes der Spule, so dass eine Befahrung durch ein Rad anhand einer hierdurch verursachten Änderung der Eigenschaften, beispielsweise der Schwingamplitude oder der Güte, des elektrischen Schwingkreises nachweisbar ist.The use of operating on the principle of inductive proximity switch wheel sensors is widely used in the field of railway monitoring systems, in particular the train detection systems. Such wheel sensors have at least one coil, which is preferably arranged in an electrical resonant circuit and fed with alternating current. The iron mass of a vorbeirollenden wheel or a passing axle leads to a damping of the magnetic field of the coil, so that a drive through a wheel on the basis of a change caused by the properties, such as the vibration amplitude or quality of the electrical resonant circuit is detectable.

Ein gattungsgemäßer Radsensor mit einer mit Wechselstrom gespeisten Sendespule und zwei Empfangsspulen, die in einer Gegenschaltung zur Unterdrückung äußerer Störfelder miteinander verbunden sind, ist aus der GB 924 869 A bekannt.A generic wheel sensor with a supply coil fed with alternating current and two receiving coils, which are connected in a counter-circuit for the suppression of external interference, is from the GB 924 869 A known.

Allerdings sind induktiv arbeitende Radsensoren auch empfindlich gegenüber induktiv eingekoppelten Störspannungen auf der Arbeitsfrequenz, wie sie beispielsweise durch Schienenströme verursacht werden können. So kann z. B. der Rückleiterstrom einer Lokomotive durch die Schiene bzw. der Oberwellenanteil dieses Rückleiterstromes ein Störsignal in Form einer Schwebung verursachen. Eine solche Schwebung lässt sich bei induktiven Radsensoren nur schwer von einem Signal unterscheiden, das durch eine Befahrung durch ein Rad verursacht ist. Darüber hinaus können nach einem induktiven Wirkprinzip arbeitende Radsensoren in der Praxis beispielsweise auch durch in ihrer Nähe angeordnete weitere Radsensoren mit gleicher Arbeitsfrequenz gestört werden. Weiterhin können Störungen auch durch impulsartig auftretende hohe Kommutierungsstromflanken des Schienenstromes oder durch Leitungen und Transformatoren von vorbeifahrenden Zügen verursacht bzw. induziert werden.However, inductively operating wheel sensors are also sensitive to inductively coupled noise voltages on the working frequency, as they can be caused for example by rail currents. So z. B. the return current of a locomotive through the rail or the harmonic content of this return current cause an interference signal in the form of a beating. Such beating is difficult to distinguish in inductive wheel sensors from a signal that is caused by a ride through a wheel. In addition, working on an inductive mode of action Wheel sensors are disturbed in practice, for example, by arranged in their vicinity further wheel sensors with the same operating frequency. Furthermore, disturbances can also be caused or induced by pulse-like high commutation current edges of the rail current or by lines and transformers of passing trains.

Ein aus der veröffentlichten deutschen Patentanmeldung DE 101 73 519 A1 bekannter Radsensor weist zur Kompensation störender Magnetfelder zwei Spulen mit im Wesentlichen gleicher Geometrie und gleichen Windungszahlen auf, wobei die Spulen bezogen auf einen an der Schiene angebrachten Radsensor in Schienenlängsrichtung überlappen und in einer Gegenschaltung verbunden sind. Dies bedeutet, dass die beiden Spulen bei gemeinsamer Bestromung gegensinnige Magnetfelder erzeugen und somit auch gegensinnige Spannungen induzieren. Aufgrund ihrer Anordnung sind beide Spulen an der Raddetektion beteiligt und werden im Falle eines etwa durch einen Schienenstrom verursachten Störfeldes im Wesentlichen von gleich starken magnetischen Wechselfeldern durchsetzt, die somit aufgrund der Gegenschaltung der Spulen kompensiert werden.One from the published German patent application DE 101 73 519 A1 known wheel sensor has to compensate for interfering magnetic fields two coils having substantially the same geometry and same number of turns, the coils overlap with respect to a mounted on the rail wheel sensor in the rail longitudinal direction and are connected in a counter circuit. This means that the two coils generate opposing magnetic fields when energized together and thus induce opposing voltages. Due to their arrangement, both coils are involved in wheel detection and, in the case of an interference field caused by a rail current, for example, essentially passes through equally strong alternating magnetic fields, which are thus compensated due to the counter-circuit of the coils.

Der vorliegenden Erfindung liegt die Aufgabe zugrunde, einen alternativen bzw. weiteren Radsensor der zuvor genannten Art mit besonders guter Störunterdrückung anzugeben.The present invention has for its object to provide an alternative or further wheel sensor of the aforementioned type with particularly good interference suppression.

Diese Aufgabe wird erfindungsgemäß gelöst durch einen Radsensor, insbesondere für eine Gleisfreimeldeanlage, mit mindestens einer gleisseitigen induktiven Sensoreinrichtung zur Erfassung einer Magnetfeldänderung infolge das Gleis überfahrender Eisenräder eines Schienenfahrzeuges, wobei die Sensoreinrichtung Spulen zur Kompensation störender Magnetfelder aufweist und wobei eine Wechselstrom gespeiste Sendespule und ein Empfangsspulensystem mit einer ersten Empfangsspule und einer mit dieser zur Unterdrückung von äußeren Störfeldern in einer Gegenschaltung verbundenen zweiten Empfangsspule vorgesehen sind, wobei die erste Empfangsspule oberhalb und die zweite Empfangsspule unterhalb der Sendespule angeordnet sind.This object is achieved by a wheel sensor, in particular for a train detection system, with at least one track-side inductive sensor device for detecting a magnetic field change due to the track overcoming iron wheels of a rail vehicle, wherein the sensor device coils for compensating interfering magnetic fields and wherein an AC-powered transmitting coil and a receiving coil system are provided with a first receiving coil and a second receiving coil connected thereto for the suppression of external interference fields in a counter-circuit, wherein the first receiving coil above and the second receiving coil are arranged below the transmitting coil.

Erfindungsgemäß ist die Sendespule des Radsensors somit unterhalb der ersten Empfangsspule und oberhalb der zweiten Empfangsspule angeordnet. Dabei bezieht sich die Angabe "oberhalb" bzw. "unterhalb" auf die Ausrichtung eines im Schienenbereich ordnungsgemäß angebrachten Radsensors. Dies bedeutet, dass die Längsachse der Sendespule im Wesentlichen senkrecht zur Schienenlängsrichtung steht. Das Magnetfeld der Sendespule durchdringt beide Empfangsspulen des Empfangsspulensystems gleichermaßen. Die beiden Empfangsspulen sind gegenphasig in Reihe verschaltet, so dass sich die durch die Sendespule in sie induzierte Empfangsspannung ohne Radeinwirkung weitgehend aufhebt. Vom Betrag her sind beide Teilspannungen der Empfangsspulen also ähnlich hoch. Bei einer Radüberfahrt wird das Magnetfeld der Sendespule in der Art verzerrt, dass die Spannungen der Empfangsspulen sich nicht mehr gegenseitig aufheben. Die Teilspannungen der Empfangsspulen sind unterschiedlich. Folglich kann die Spannungsänderung der in Reihe geschalteten Empfangsspulen zur Raddetektion genutzt werden.According to the invention, the transmitting coil of the wheel sensor is thus arranged below the first receiving coil and above the second receiving coil. The term "above" or "below" refers to the orientation of a properly mounted in the rail area wheel sensor. This means that the longitudinal axis of the transmitting coil is substantially perpendicular to the rail longitudinal direction. The magnetic field of the transmitting coil penetrates both receiving coils of the receiving coil system equally. The two receiving coils are connected in antiphase in series, so that the induced by the transmitting coil in them receiving voltage largely eliminated without Radeinwirkung. From the amount of both partial voltages of the receiver coils are therefore similarly high. When cycling, the magnetic field of the transmitting coil is distorted in such a way that the voltages of the receiving coils are no longer cancel each other out. The partial voltages of the receiver coils are different. Consequently, the voltage change of the series-connected receiving coils can be used for wheel detection.

Dadurch, dass die Sendespule in vertikaler Richtung zwischen den beiden Empfangsspulen angeordnet ist, wird sichergestellt, dass die zweite Empfangsspule hinsichtlich ihrer Funktion im Wesentlichen eine Kompensationsspule ist, d. h. überwiegend der Kompensation der Störfelder, insbesondere von Schienenströmen, dient. Ursache hierfür ist, dass die zweite Empfangsspule einen größeren Abstand zu einem zu detektierenden Rad bzw. Spurkranz eines Rades aufweist als die erste Empfangsspule und somit ihr Magnetfeld durch die vorbeirollende Eisenmasse nicht oder nur vergleichsweise geringfügig beeinflusst wird. Hingegen durchströmt das die Schiene umlaufende magnetische Feld eines Schienenstromes beide Empfangsspulen gegensinnig und in ähnlicher Höhe und wird somit zumindest weitgehend kompensiert. Darüber hinaus werden vorteilhafterweise auch Störungen aus anderen Quellen durch die Anordnung der Spulen in dem Radsensor kompensiert. Dies betrifft beispielsweise durch in der Nähe des Radsensors verlaufende Stromkabel verursachte Störungen oder mögliche Störeinwirkungen benachbarter Radsensoren.Characterized in that the transmitting coil is arranged in the vertical direction between the two receiving coils, it is ensured that the second receiving coil with respect to their function is essentially a compensation coil, that is mainly the compensation of the interference fields, in particular of rail currents used. Cause of this is that the second Reception coil has a greater distance to a wheel to be detected or flange of a wheel than the first receiving coil and thus their magnetic field is not or only slightly influenced by the passing iron mass. By contrast, the magnetic field of a rail current circulating around the rail flows through both receiver coils in opposite directions and at a similar height and is therefore at least largely compensated. In addition, advantageously also disturbances from other sources are compensated by the arrangement of the coils in the wheel sensor. This applies, for example, to disturbances or possible interference effects of adjacent wheel sensors caused by power cables running in the vicinity of the wheel sensor.

Des Weiteren weist der erfindungsgemäße Radsensor den Vorteil auf, dass die übereinanderliegende Anordnung der Spulen dazu führt, dass für jede der Spulen, d. h. sowohl für die Sendespule als auch für die beiden Empfangsspulen, die Gehäuselänge des Radsensors in Schienenlängsrichtung vollständig ausgenutzt werden kann. Hierdurch wird eine besonders große Einwirklänge des vorbeirollenden Rades ermöglicht, wodurch eine besonders hohe Empfindlichkeit des Radsensors erreicht wird. Dies gilt insbesondere auch im Falle eines durch unterschiedlich stark abgefahrene Radkränze bewirkten seitlichen Versatzes der zu detektierenden Eisenmasse.Furthermore, the wheel sensor according to the invention has the advantage that the superimposed arrangement of the coils results in that for each of the coils, d. H. both for the transmitting coil and for the two receiving coils, the housing length of the wheel sensor in the rail longitudinal direction can be fully utilized. This allows a particularly large Einwirklänge the vorbeirollenden wheel, whereby a particularly high sensitivity of the wheel sensor is achieved. This applies in particular also in the case of a lateral offset of the iron mass to be detected caused by differently worn wheel rims.

Vorzugsweise haben die beiden Empfangsspulen die gleiche Geometrie, die gleiche Windungszahl und den gleichen Abstand zur Sendespule, um deren Feld vollständig zu kompensieren, wobei die Sendespule zentrisch und mittig zwischen den Empfangsspulen angeordnet ist. Gemäß Anspruch 2 ist vorgesehen, dass sich die erste Empfangsspule bezüglich ihrer Geometrie und/oder ihrer Windungszahl und/oder ihres Abstandes zur Sendespule und/oder ihres Schienenabstandes von der zweiten Empfangsspule unterscheidet. Die Sendespule kann beispielsweise neben den Empfangsspulen platziert werden. Auch ist es möglich, durch eine beabsichtigte Unsymmetrie bezüglich Form oder Abstand der beiden Empfangsspulen von der Sendespule einen definierten Ruheempfangsspannungspegel zu erzeugen.Preferably, the two receiving coils have the same geometry, the same number of turns and the same distance to the transmitting coil in order to fully compensate for their field, wherein the transmitting coil is arranged centrally and centrally between the receiving coils. According to claim 2, it is provided that the first receiver coil with respect to their geometry and / or their number of turns and / or their distance from the transmitting coil and / or its track distance from the second receiving coil different. The transmitter coil can be placed next to the receiver coils, for example. It is also possible to generate a defined quiescent reception voltage level by an intended asymmetry with regard to the shape or spacing of the two receiver coils from the transmitter coil.

Ein durch Schienenstrom entstehendes magnetisches Störfeld ist aufgrund der Schienengeometrie höhenabhängig. Die Empfangsspulen können sich daher in Form, Windungszahl und Schienenabstand unterscheiden. Auf diese Weise kann auch bei unterschiedlichen Schienenprofilen eine optimale Kompensation der Störeinflüsse erreicht werden.Due to the rail geometry, a magnetic interference field resulting from rail current is height-dependent. The receiver coils can therefore differ in shape, number of turns and rail distance. In this way, an optimal compensation of the interference can be achieved even with different rail profiles.

Grundsätzlich ist es denkbar, dass mindestens eine Spule, insbesondere die Sendespule, der Sensoreinrichtung einen Kern aufweist. Um jedoch Störungen aufgrund magnetischer Sättigungseffekte zu vermeiden, ist es vorteilhaft, wenn der erfindungsgemäße Radsensor gemäß Anspruch 3 derart ausgestaltet ist, dass die erste Empfangsspule und/oder die Sendespule und/oder die zweite Empfangsspule als Luftspule ausgebildet ist/sind.In principle, it is conceivable that at least one coil, in particular the transmitting coil, of the sensor device has a core. However, in order to avoid interference due to magnetic saturation effects, it is advantageous if the wheel sensor according to the invention is designed according to claim 3 such that the first receiver coil and / or the transmitter coil and / or the second receiver coil is / are formed as an air coil.

Die Sendespule und die beiden Empfangsspulen können als reine Spulen bzw. Induktiven ausgebildet sein. Um die jeweiligen Amplituden zu erhöhen und die Frequenzselektivität zu steigern, ist gemäß Anspruch 4 vorgesehen, dass die Sendespule und das Empfangsspulensystem jeweils in einer Schwingkreisschaltung eingebunden sind. Hierzu dient jeweils eine Kondensatorvorschaltung, wobei die beiden Empfangsspulen in Reihe geschaltet sind.The transmitting coil and the two receiving coils can be designed as pure coils or inductive. In order to increase the respective amplitudes and to increase the frequency selectivity, it is provided according to claim 4, that the transmitting coil and the receiving coil system are each incorporated in an oscillating circuit circuit. For this purpose, each one capacitor Vorschaltung, wherein the two receiving coils are connected in series.

Gemäß Anspruch 5 sind zumindest zwei in Gleislängsrichtung voneinander beabstandete Sensoreinrichtungen vorgesehen. Dies bietet den Vorteil, dass eine Bestimmung der Fahrtrichtung des vorbeirollenden Rades ermöglicht wird. Bei einem solchen üblicherweise zweikanaligen Radsensor, der somit zwei Sensoreinrichtungen aufweist, erzeugen die beiden Sensoreinrichtungen bzw. Sensorkanäle bei einer Befahrung durch ein Rad eines Schienenfahrzeuges nacheinander zeitlich versetzte Signale, die in einer nachfolgenden Auswerteeinrichtung zur Fahrtrichtungserkennung des Schienenfahrzeuges genutzt werden können.According to claim 5, at least two sensor devices spaced apart in the track longitudinal direction are provided. This offers the advantage of having a determination of the direction of travel the passing wheel is made possible. In such a usually two-channel wheel sensor, which thus has two sensor devices, the two sensor devices or sensor channels when traveling through a wheel of a rail vehicle successively generate time-shifted signals that can be used in a subsequent evaluation for detecting the direction of travel of the rail vehicle.

Nachfolgend wird die Erfindung anhand figürlicher Ausführungsbeispiele näher erläutert. Es zeigen:

Figur 1
eine schematische Schnittdarstellung eines ersten Ausführungsbeispiels eines Radsensors und
Figur 2
eine perspektivische Seitenansicht eines zweiten Ausführungsbeispiels eines Radsensors.
The invention will be explained in more detail with reference to figürlicher embodiments. Show it:
FIG. 1
a schematic sectional view of a first embodiment of a wheel sensor and
FIG. 2
a perspective side view of a second embodiment of a wheel sensor.

Figur 1 zeigt eine schematische Schnittdarstellung eines ersten Ausführungsbeispiels eines erfindungsgemäßen Radsensors. Dargestellt ist in einem Schnitt senkrecht zur Schienenlängsrichtung ein Radsensor 1, der eine Sendespule 2 und zwei Empfangsspulen 3 und 4 aufweist. Die Sendespule 2 sowie die beiden Empfangsspulen 3 und 4 sind in einem Gehäuse 5 des Radsensors 1 angeordnet, wobei der Radsensor 1 bzw. dessen Gehäuse 5 an einer Schiene 6 befestigt ist. FIG. 1 shows a schematic sectional view of a first embodiment of a wheel sensor according to the invention. Shown is in a section perpendicular to the rail longitudinal direction, a wheel sensor 1, which has a transmitting coil 2 and two receiving coils 3 and 4. The transmitting coil 2 and the two receiving coils 3 and 4 are arranged in a housing 5 of the wheel sensor 1, wherein the wheel sensor 1 or its housing 5 is fixed to a rail 6.

Die Sendespule 2 wird mit einem Wechselstrom gespeist und induziert damit in beiden Empfangsspulen 3 und 4 im Wesentlichen gleich hohe Spannungen. Die beiden Empfangsspulen 3 und 4 sind Bestandteil eines auf eine induktive Wechselwirkung der Empfangsspulen 3 und 4 mit vorbeirollenden Rädern empfindlichen Schwingkreises. Darüber hinaus ist die oberhalb der Sendespule 2 angeordnete erste Empfangsspule 3 zur Unterdrückung von Störfeldern mit der unterhalb der Sendespule 2 angeordneten zweiten Empfangsspule 4 in einer Gegenschaltung verbunden. Aus Gründen der Übersichtlichkeit wurde in Figur 1 nicht nur auf die Darstellung der zuvor genannten elektrischen Komponenten bzw. Verbindungen, sondern auch auf eine Wiedergabe weiterer für sich bekannter Komponenten des Radsensors 1 verzichtet. Dies betrifft beispielsweise eine ggf. in dem Radsensor 1 vorhandene Überwachungs- bzw. Auswerteschaltung sowie Kabelführungen von und zu dem Radsensor 1.The transmitting coil 2 is fed with an alternating current and thus induces in both receiving coils 3 and 4 substantially equal voltages. The two receiving coils 3 and 4 are part of a sensitive to an inductive interaction of the receiving coils 3 and 4 with vorbeirollenden wheels resonant circuit. In addition, the first receiving coil 3 arranged above the transmitting coil 2 is for suppressing interference fields with the one below the transmitting coil 2 arranged second receiving coil 4 connected in a counter circuit. For clarity, was in FIG. 1 not only the representation of the aforementioned electrical components or compounds, but also on a display of other known per se components of the wheel sensor 1. This concerns, for example, a monitoring or evaluation circuit possibly present in the wheel sensor 1, as well as cable guides from and to the wheel sensor 1.

In Figur 1 ist der Radsensor 1 in seiner Position an der Schiene 6 bei Überfahrt eines Rades 7, das einen Spurkranz 8 aufweist, dargestellt. Entsprechend der Darstellung in Figur 1 sind die Empfangsspulen 3 und 4 des Radsensors 1 derart bezüglich der Schiene 6 positioniert, dass die magnetische Feldänderung durch den Spurkranz 8 des Rades 7 zu einer Empfangsspannungsänderung in den in Reihe geschalteten Empfangsspulen 3 und 4 führt.In FIG. 1 is the wheel sensor 1 in its position on the rail 6 when crossing a wheel 7, which has a flange 8, shown. As shown in FIG. 1 the receiver coils 3 and 4 of the wheel sensor 1 are positioned with respect to the rail 6 such that the magnetic field change through the wheel flange 8 of the wheel 7 leads to a reception voltage change in the reception coils 3 and 4 connected in series.

Wie aus Figur 1 ersichtlich, ist die erste Empfangsspule 3 in Bezug auf einen an der Schiene 6 angebrachten Radsensor 1 oberhalb der Sendespule 2 angeordnet, während die zweite Empfangsspule 4 unterhalb der Sendespule 2 angeordnet ist. Hierdurch wird sichergestellt, dass der Einfluss der zweiten Empfangsspule 4 in Bezug auf eine Raddetektion ausreichend gering ist, so dass eine andernfalls aufgrund der Gegenschaltung der beiden Empfangsspulen 3 und 4 verursachte Verminderung der Empfindlichkeit bzw. der Funktionsfähigkeit des Radsensors 1 bezüglich zu detektierender Räder 7 bzw. Spurkränze 8 von Rädern 7 vermieden wird. Dies bedeutet, dass die zweite Empfangsspule 4 im Wesentlichen keinen Beitrag zur Raddetektion liefert, sondern zumindest hauptsächlich der Kompensation von Störfeldern, insbesondere der Schienenstromkompensation, dient.How out FIG. 1 As can be seen, the first receiving coil 3 is arranged above the transmitting coil 2 with respect to a wheel sensor 1 mounted on the rail 6, while the second receiving coil 4 is arranged below the transmitting coil 2. This ensures that the influence of the second receiver coil 4 with respect to a wheel detection is sufficiently low, so that a reduction of the sensitivity or the functionality of the wheel sensor 1 with respect to the wheels 7 or 8 to be detected otherwise caused by the countercurrent connection of the two receiver coils 3 and 4 Flanges 8 of wheels 7 is avoided. This means that the second receiver coil 4 essentially does not contribute to the wheel detection, but at least mainly serves the compensation of interference fields, in particular the rail current compensation.

In dem Ausführungsbeispiel der Figur 1 ist erkennbar, dass die beiden Empfangsspulen 3 und 4 derart angeordnet sind, dass ihre Längsachsen mit derjenigen der Sendespule 2 zusammenfallen. Abweichend von der Darstellung in Figur 1 ist auch eine Ausführung denkbar, bei der sich die Empfangsspulen 3 und 4 hinsichtlich ihrer Art, d. h. insbesondere ihrer Geometrie und/oder ihrer Windungszahl, voneinander unterscheiden. Dies kann vorteilhaft zur Erzeugung einer Ruheempfangsspannung benutzt werden, um damit zwischen den Raddetektionen die Funktionsfähigkeit des Radsensors zu überwachen. Darüber hinaus kann die Unterschiedlichkeit der Empfangsspulen 3 und 4 vorteilhafterweise auch dazu benutzt werden, um in Abhängigkeit von dem jeweiligen Schienenprofil eine optimale Störfeldkompensation zu erreichen. Hintergrund hierbei ist, dass beispielsweise das durch einen Schienenstrom verursachte magnetische Feld aufgrund der Schienengeometrie in der Regel nicht höhenunabhängig ist, so dass die in der ersten Empfangsspule 3 induzierte Störspannung bei Verwendung gleichartiger Empfangsspulen 3 und 4 von der in der zweiten Empfangsspule 4 induzierten Störspannung abweichen wird.In the embodiment of FIG. 1 It can be seen that the two receiving coils 3 and 4 are arranged such that their longitudinal axes coincide with those of the transmitting coil 2. Deviating from the illustration in FIG. 1 is also an embodiment conceivable in which the receiving coils 3 and 4 differ from each other in terms of their nature, ie in particular their geometry and / or their number of turns. This can be advantageously used to generate a quiescent reception voltage in order to monitor the functionality of the wheel sensor between the wheel detectors. In addition, the diversity of the receiving coils 3 and 4 can advantageously also be used to achieve optimal interference field compensation as a function of the respective rail profile. The background of this is that, for example, the magnetic field caused by a rail current is generally not height-independent due to the rail geometry, so that the interference voltage induced in the first receiver coil 3 deviates from the interference voltage induced in the second receiver coil 4 when using identical receiver coils 3 and 4 becomes.

Figur 2 zeigte eine perspektivische Seitenansicht eines an der Schiene 6 angebrachten zweiten Ausführungsbeispiels eines erfindungsgemäßen Radsensors 1, der zwei Sensoreinrichtungen aufweist. Dabei sind solche Komponenten, die mit in Figur 1 dargestellten Komponenten identisch bzw. im Wesentlichen funktionsgleich sind, mit demselben Bezugszeichen bezeichnet. FIG. 2 showed a perspective side view of a mounted on the rail 6 second embodiment of a wheel sensor 1 according to the invention, which has two sensor devices. In this case, those components that are with in FIG. 1 Components shown are identical or substantially functionally identical, denoted by the same reference numerals.

In der seitlichen Ansicht der Figur 2 ist erkennbar, dass der dargestellte Radsensor 1 zwei Sendespulen 2 und 9 sowie zwei erste Empfangsspulen 3 und 10 und zwei zweite Empfangsspulen 4 und 11 aufweist, die in dem Gehäuse 5 des Radsensors 1 untergebracht sind. Dabei sind jeweils die Spulen 2, 3 und 4 sowie die Spulen 9, 10 und 11 Bestandteil einer Sensoreinrichtung, d. h. der dargestellte Radsensor 1 weist zwei Sensoreinrichtungen auf. Jeweils die erste Empfangsspule 3 bzw. 10 der jeweiligen Sensoreinrichtung ist mit der zweiten Empfangsspule 4 bzw. 11 der jeweiligen Sensoreinrichtung in einer Gegenschaltung verbunden, so dass Störfelder kompensiert werden.In the side view of the FIG. 2 It can be seen that the illustrated wheel sensor 1 has two transmitting coils 2 and 9 and two first receiving coils 3 and 10 and two second receiving coils 4 and 11 which are accommodated in the housing 5 of the wheel sensor 1. In each case, the coils 2, 3 and 4 and the coils 9, 10 and 11 are part of a sensor device, ie the illustrated wheel sensor 1 has two sensor devices. In each case, the first receiving coil 3 or 10 of the respective sensor device is connected to the second receiving coil 4 or 11 of the respective sensor device in a counter circuit, so that interference fields are compensated.

Dadurch, dass der Radsensor 1 zwei Sensoreinrichtungen aufweist, wird es aufgrund einer zeitlichen Korrelation der durch die Sensoreinrichtungen erfassten Signale möglich, die Fahrtrichtung eines vorbeirollenden Rades 7 bzw. eines vorbeirollenden Schienenfahrzeuges zu bestimmen. Infolge dessen ist der dargestellte Radsensor 1 insbesondere für eine Verwendung im Rahmen von Gleisfreimeldeanlagen geeignet.Due to the fact that the wheel sensor 1 has two sensor devices, due to a temporal correlation of the signals detected by the sensor devices, it is possible to determine the direction of travel of a passing wheel 7 or of a rail vehicle rolling past it. As a result, the illustrated wheel sensor 1 is particularly suitable for use in the context of train detection systems.

Entsprechend den zuvor beschriebenen Ausführungsbeispielen ist der Radsensor 1 dahingehend vorteilhaft, dass von außen induzierte Störeinflüsse weitgehend unterdrückt werden, da diese sowohl die erste Empfangsspule 3 bzw. 10 als auch die zweite Empfangsspule 4 bzw. 11 im Wesentlichen gleichermaßen beeinflussen. Hierzu gehören insbesondere Schienenströme, da hier die Symmetrie der Einkopplung besonders hoch ist. Jedoch können auch Störgrößen anderer Quellen vorteilhafterweise kompensiert werden. Dabei ermöglicht es die übereinanderliegende Anordnung der Spulen einer Sensoreinrichtung vorteilhafterweise, dass bei einer Ausführung mit nur einer Sensoreinrichtung für jede der Spulen, d. h. beispielsweise sowohl für die Sendespule 2 als auch für die beiden Empfangsspulen 3 und 4, die Länge des Gehäuses 5 in Schienenlängsrichtung vollständig ausgenutzt werden kann. Hierdurch wird eine besonders hohe Einwirklänge verbunden mit einer hohen Empfindlichkeit sowohl in Schienenlängsrichtung als auch senkrecht zur Schienenlängsrichtung erreicht. Umgekehrt ermöglicht es der erfindungsgemäße Radsensor 1 vorteilhafterweise jedoch auch, eine besonders kompakte Bauform, d. h. eine besonders geringe Gehäuselänge in Schienenlängsrichtung, zu realisieren. Dies ist insbesondere in Situationen, in denen das Platzangebot am Gleis beschränkt ist, von Vorteil.According to the embodiments described above, the wheel sensor 1 is advantageous in that externally induced disturbing influences are largely suppressed since these affect both the first receiving coil 3 and 10 and the second receiving coil 4 and 11 substantially equally. These include in particular rail currents, since the symmetry of the coupling is particularly high here. However, disturbances of other sources can be compensated advantageously. In this case, the superimposed arrangement of the coils of a sensor device advantageously makes it possible that in the case of an embodiment with only one sensor device for each of the coils, ie for example for both the transmit coil 2 and the two receiver coils 3 and 4, the length of the housing 5 in the rail longitudinal direction is complete can be exploited. As a result, a particularly high Einwirklänge combined with a high sensitivity is achieved both in the rail longitudinal direction and perpendicular to the rail longitudinal direction. Conversely, the wheel sensor 1 according to the invention advantageously allows, however Also, to realize a particularly compact design, ie a particularly small housing length in the rail longitudinal direction. This is particularly advantageous in situations where space is limited on the track.

Claims (5)

  1. Wheel sensor, in particular for a clear track signalling system, comprising at least one track-mounted inductive sensor device for detecting a change in magnetic field as a result of wheels (7) of a rail vehicle passing over the track, wherein the sensor device has coils (3, 4; 10, 11) for compensating for interfering magnetic fields, and wherein a transmitting coil (2, 9), which is fed with alternating current, and a receiving coil system comprising a first receiving coil (3, 10) and a second receiving coil (4, 11), which is connected back-to-back to the said first receiving coil in order to suppress external interference fields, are provided, characterized in that the first receiving coil (3, 10) is arranged above the transmitting coil (2, 9) and the second receiving coil (4, 11) is arranged beneath the transmitting coil (2, 9).
  2. Wheel sensor according to Claim 1, characterized in that the first receiving coil (3, 10) differs from the second receiving coil (4, 11) in respect of its geometry and/or its number of turns and/or its distance from the transmitting coil (2, 9) and/or its rail spacing.
  3. Wheel sensor according to either of the preceding claims, characterized in that the first receiving coil (3, 10) and/or the transmitting coil (2, 9) and/or the second receiving coil (4, 11) are/is in the form of air-core coils/an air-core coil.
  4. Wheel sensor according to one of the preceding claims, characterized in that the transmitting coil (2, 9) and the receiving coil system are each incorporated in a resonant circuit.
  5. Wheel sensor according to one of the preceding claims, characterized by at least two sensor devices which are spaced apart from one another in the longitudinal direction of the rail.
EP10765628.2A 2009-11-05 2010-10-14 Wheel sensor Active EP2496459B1 (en)

Applications Claiming Priority (2)

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DE200910053257 DE102009053257B4 (en) 2009-11-05 2009-11-05 wheel sensor
PCT/EP2010/065425 WO2011054646A1 (en) 2009-11-05 2010-10-14 Wheel sensor

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EP2496459B1 true EP2496459B1 (en) 2014-02-26

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EP4197878A1 (en) * 2021-12-20 2023-06-21 GTS Deutschland GmbH Frequency generator for generating a working frequency for a rail contact of an axle counter, axle counter and method for generating a working frequency for a rail contact of an axle counter

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CN103552581B (en) * 2013-11-12 2016-01-13 哈尔滨理工大学 Wheel sensor
NO2710153T3 (en) * 2014-04-17 2018-07-28
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DE102016201896A1 (en) * 2016-02-09 2017-08-10 Siemens Aktiengesellschaft Sensor device for detecting a magnetic field change and method for adjusting such a sensor device
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CN109733438A (en) * 2019-02-01 2019-05-10 深圳科安达电子科技股份有限公司 Wheel detector

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US10875554B2 (en) 2016-04-28 2020-12-29 Bombardier Transportation (Zwus) Polska Sp. Z O. O. Wheel detector for detecting a wheel of a rail vehicle
EP4197878A1 (en) * 2021-12-20 2023-06-21 GTS Deutschland GmbH Frequency generator for generating a working frequency for a rail contact of an axle counter, axle counter and method for generating a working frequency for a rail contact of an axle counter
US12132416B2 (en) 2021-12-20 2024-10-29 Gts Deutschland Gmbh Frequency generator for generating a working frequency for a rail contact of an axle counter

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DE102009053257B4 (en) 2013-10-02
DE102009053257A1 (en) 2011-05-12
EP2496459A1 (en) 2012-09-12
WO2011054646A1 (en) 2011-05-12

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