EP2647543B2 - Système de détection de caractéristiques de véhicules ferroviaires passant - Google Patents

Système de détection de caractéristiques de véhicules ferroviaires passant Download PDF

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Publication number
EP2647543B2
EP2647543B2 EP13001672.8A EP13001672A EP2647543B2 EP 2647543 B2 EP2647543 B2 EP 2647543B2 EP 13001672 A EP13001672 A EP 13001672A EP 2647543 B2 EP2647543 B2 EP 2647543B2
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Prior art keywords
sensor
measuring unit
load
unit
rail
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EP13001672.8A
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German (de)
English (en)
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EP2647543A1 (fr
EP2647543B1 (fr
Inventor
Reiner Henn
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Voestalpine Signaling Siershahn GmbH
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Voestalpine Signaling Siershahn GmbH
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
    • B61K9/04—Detectors for indicating the overheating of axle bearings and the like, e.g. associated with the brake system for applying the brakes in case of a fault
    • 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
    • B61L1/20—Safety arrangements for preventing or indicating malfunction of the device, e.g. by leakage current, by lightning

Definitions

  • the present invention relates to a system for detecting properties of passing rail vehicles on a railroad, with at least one measuring unit being provided for measuring the temperature of wheel sets of a passing rail vehicle.
  • the document DE 4 217 681 describes a wheel set diagnostic device for monitoring passing railway vehicles, in which deflection units and infrared receiving units are accommodated in a hollow sleeper. Accelerometers are provided on the rails running over the sleepers to detect the wheel position and to correct the infrared measured values, which determine the wheel pressure and / or acceleration values of a wheel driving over them.
  • the document also discloses DE 103 05 470 A1 a measuring section for recording different physical quantities of rail-bound vehicles.
  • the measuring section has force sensors, temperature sensors and magnetic field sensors which are arranged on rails or sleepers.
  • an evaluation device is provided with which the temperature sensors and the force sensors are connected.
  • the document DE 103 05 470 A1 also discloses that the evaluation device uses the signals from the temperature sensors to provide characteristic values for thermal loading of specified parts of vehicles passing over, rail parts and / or surrounding areas.
  • the document DE 10 2007 044 796 A1 discloses a measurement method for determining emissions, in which, in addition to measuring the position of the rail vehicle and the emissions, corresponding physical and / or chemical parameter values also meteorological measurement data such as e.g. B. Air temperature, humidity, amount of precipitation and wind speed can be recorded.
  • An inductive wheel sensor is arranged on a rail.
  • a temperature sensor for measuring the rail temperature is attached to the opposite rail.
  • a horizontal accelerometer and a vertical accelerometer are arranged on the same rail.
  • a sleeper is provided with a vertical accelerometer.
  • the recorded physical parameters are the sound pressure level, the rail acceleration, the threshold acceleration, vibrations in the underground or load-related physical parameters.
  • the position of the rail vehicle on the track structure is determined by detecting the individual rail vehicle axles.
  • the document WO 00/73118 A1 discloses a railway wheel monitoring device having force sensors integrated into a rail shim. Downstream of the force sensors are preamplifiers, which in turn are connected to a signal analyzer.
  • the document DE 10 2009 024 506 A1 discloses a method for determining maintenance information relating to an object to be maintained.
  • a condition deterioration model of the object to be serviced is determined on the basis of at least one influencing variable characterizing the condition deterioration of the object and maintenance information is then determined as a function of this condition deterioration model.
  • Influencing variables that characterize or influence the deterioration in the condition of the object can be the load, the weather or, in the case of objects on the vehicle, such as a locomotive, the speed.
  • the condition deterioration model is determined that models the condition deterioration of the object as a function of the corresponding influencing variables.
  • the condition deterioration model must be validated with measurements taking place at certain intervals, so that it can be determined whether the model is associated with the actual wear or deviates from the actual wear.
  • condition deterioration model for an object is modeled on the basis of an influencing variable.
  • condition deterioration model must be checked for correctness with measurements of the actual wear. If the condition deterioration model does not match reality, the model must be revised or, in the worst case, a new model must be determined.
  • an IR receiving unit is provided in a lockable housing that is inserted into a recess of a measuring or hollow sleeper.
  • the housing is supported by attenuators on the top of the threshold.
  • an acceleration sensor is arranged on the housing and is connected to an evaluation unit. On the basis of the acceleration values of the housing with the IR receiving units detected by the acceleration sensor, conclusions are drawn about the state of the attenuators.
  • measuring units for measuring the temperature of wheel sets of passing rail vehicles are of the highest relevance for the safety of rail traffic, there is a need to be able to monitor the measuring units for temperature measurement holistically.
  • It is the object of the present invention to provide a system for recording properties of passing rail vehicles provide with which the state of the at least one measuring unit can be monitored holistically and load-dependent maintenance is made possible.
  • the system for detecting properties of passing rail vehicles has at least one load sensor for monitoring the at least one measuring unit, which detects the mechanical loads acting on the at least one measuring unit, and at least one further sensor, which provides at least one internal state value of the at least one measuring unit.
  • the at least one load sensor and the at least one further sensor are connected to an evaluation unit.
  • the evaluation unit is designed to determine at least one value representing the load condition of the at least one measuring unit.
  • the system according to the invention records on the one hand the mechanical load values exerted on the threshold provided with the at least one measuring unit by the passing rail vehicles or the rail vehicles passing over the system and on the other hand an internal state value of the measuring unit.
  • the evaluation unit determines a value that reflects the load condition of the at least one measuring unit.
  • the at least one measuring unit can be monitored holistically on the basis of the determined stress value.
  • the mechanical load values exerted on the threshold by the passing rail vehicles can be recorded, for example, as acceleration values, but also as pressure forces.
  • the system according to the invention does not model a condition deterioration model that has to be compared with the actual wear and tear via measurements taking place at certain intervals.
  • a value representing the load state of the at least one measuring unit is continuously determined by the evaluation unit from the values recorded by the at least one mechanical load sensor and the at least one further sensor, which value indicates which loads the at least one measuring unit was actually exposed to.
  • the evaluation unit which reflect the load condition of the at least one measuring unit, it can be determined whether the measuring unit requires maintenance or whether the entire measuring unit needs to be replaced. It is also possible, depending on the determined value for the load condition of the measuring unit, to preventively replace individual components during factory overhauls or repairs.
  • the state of the entire measuring unit can be monitored, ie the measuring unit itself is monitored and not just the damping elements assigned to it.
  • the inspection intervals for the measuring unit can be matched to the value determined by the evaluation unit for the load condition of the at least one measuring unit, because loaded freight wagons exert significantly higher mechanical loads on the rails, sleepers and thus on the measuring device than light passenger wagons. If the determined value for the load condition is relatively high, for example in the case of rail wagons with a relatively high volume of goods traffic, the inspection intervals of the at least one measuring unit can be shortened. On the other hand, in the case of railways with relatively little freight traffic and the associated lower loads, the inspection intervals can be extended on the basis of the value determined by the evaluation unit, without endangering the safety of the passing rail vehicles or rail traffic.
  • the system comprises at least one further sensor.
  • the system can therefore comprise at least one temperature sensor as a further sensor which detects the temperature of the at least one measuring unit.
  • the system can comprise at least one air humidity sensor as a further sensor, which detects the air humidity in the at least one measuring unit.
  • the system according to the invention can also include combinations of sensors which detect different internal state values of the at least one measuring unit.
  • the system can also have both the temperature sensor and the humidity sensor.
  • the temperature of the measuring unit and also the air humidity in the measuring unit flow into the value determined by the evaluation unit for the load condition of the at least one measuring unit. Due to the presence of several sensors for detecting internal state values of the measuring unit, the value determined by the evaluation unit gains in significance about the overall load condition of the measuring unit.
  • the system can comprise a sensor for axle counting of the passing rail vehicles.
  • the mechanical load values detected by the at least one load sensor can be matched to the number of axles passing over the system Rail vehicles are compared.
  • the load on the system or the at least one measuring unit per wheel or per axle of the rail vehicle can be determined so that an accurate load profile can be generated for the measuring unit.
  • the values recorded with a system according to this embodiment thus also include measured values relevant to the operators of railway lines, such as e.g. B. on the axle load of the axles of the passing or driving over rail vehicles and on the condition of the wheels of the axles of the passing rail vehicles.
  • a detailed load profile of the at least one measuring unit for measuring the temperature of the wheel sets can be determined with the aid of the sensor described above for counting the axles of the rail vehicles, taking into account the axles passing over the system.
  • the at least one load sensor can be arranged on the threshold or on at least one rail according to a development of the invention.
  • the at least one load sensor can also be arranged in the threshold. This further simplifies the structure of the system.
  • the mechanical load values for all measuring units in the threshold can be determined with the at least one load sensor. Accordingly, only one load sensor is required for load measurement per threshold provided with a measuring unit.
  • the at least one load sensor can be used to detect an approaching train.
  • the load sensor detects the structure-borne noise signals transmitted by the at least one rail or threshold, which are triggered by the approaching rail vehicle.
  • the load values detected by the at least one load sensor which arise due to the structure-borne sound waves transmitted by the rail, an approaching rail vehicle can be determined and the measuring unit can be switched from an inactive state to an active state.
  • the at least one load sensor can be an acceleration sensor or a force sensor.
  • the at least one load sensor can be used as a piezoelectric sensor, magnetic-inductive sensor, micro-mechanical sensor, strain gauge, or as an optical fiber sensor, e.g. as an optical waveguide pressure plate or an optical waveguide bending beam.
  • the preferred placement position for the load sensor i.e. in the threshold, on the threshold or on the rail.
  • Piezoelectric sensors, magnetic-inductive sensors and micro-mechanical sensors are preferably arranged on or in the threshold.
  • the aforementioned sensor types can also be arranged on a ribbed plate, which is used to connect the sleeper to at least one rail.
  • Strain gauges are glued directly to the rail or to a claw located on the rail foot.
  • An optical fiber pressure plate is preferably placed between the rail and the rib plate.
  • an optical waveguide bending beam is preferably arranged on the rail and fastened to the foot of the rail in the sleeper compartment in front of or behind the sleeper with the at least one measuring unit via a clamp fastening.
  • a strain gauge, a fiber optic pressure plate or a fiber optic pressure plate or a fiber optic bending beam is selected as the acceleration sensor, only two load sensors are required to measure the load values of all measuring units at the threshold, with which the values relevant for the railroad operators are Axle load or the condition of the wheels of each individual axle.
  • the system can comprise a plurality of force sensors which are connected to the evaluation unit.
  • the majority of the force sensors can be designed and arranged in such a way that they serve both to detect the mechanical loads acting on the sleeper and to locate flat spots on the wheels of the passing rail vehicle, which further simplifies the system according to the invention. It is also possible for the majority of the force sensors to be used together with at least one load sensor that measures the mechanical loads on the threshold, the majority of the force sensors serving to locate flat spots on the wheels of the rail vehicles.
  • the plurality of force sensors can be arranged adjacent to the threshold provided with the at least one measuring device.
  • the same infrastructure can be used for the majority of the force sensors as for the measuring unit for measuring the temperature of the wheelsets, since the same evaluation unit with the interfaces for communication with the individual sensors and also the same power supply can be used .
  • a separate and additional system for locating flat spots can be dispensed with.
  • the at least one measuring device can be connected to a sleeper or rail via at least one rubber damper, via at least one spring or at least one hydraulic damper.
  • the at least one measuring device can comprise an infrared sensor.
  • the infrared sensor can have at least one closure cover.
  • the system according to this embodiment can comprise, as a further sensor, a sensor which detects the movement, in particular the movement times, of the at least one closure cover.
  • a closure cover is to be understood as a type of protective flap which can close or open a beam path for the infrared radiation from the infrared sensor. When the protective flap or cover is closed, no dirt or the like can get into the measuring unit or the infrared sensor. If the system detects that a rail vehicle is approaching, the cover is opened and the infrared sensor is set to an active state in order to be able to detect the temperature of the wheel sets of the rail vehicle.
  • the sensor which records the movement or the movement times of the closure cover
  • another internal status value of the measuring unit can be recorded, which provides information about how long the infrared sensor or the measuring unit was in the active state or in the inactive state.
  • the evaluation unit can comprise at least one non-volatile memory. With the at least one non-volatile memory and the value determined by the evaluation unit for the load condition of the measuring unit, a lifetime load of the measuring unit can be determined.
  • the measuring unit is equipped with a non-volatile memory, whereby the evaluation unit can write the value for the load condition and other data to the non-volatile memory of the measuring unit at cyclical intervals.
  • the values for the load condition or the lifetime load of the measuring unit are thus stored.
  • the load values from the non-volatile memory of the measuring unit can be called up at any time by an evaluation unit.
  • the measuring unit is removed from the railroad for maintenance or repair and is usually repaired by the manufacturer.
  • the individual measuring units may have been at different locations during their period of use, or have been assigned to different evaluation units, or they may also have been unused in a spare parts store.
  • the non-volatile memory of the measuring unit With the non-volatile memory of the measuring unit, the values for the load and also the lifetime load of the measuring unit can now be queried by the manufacturer for each repair, even if the at least one measuring unit was connected to different evaluation units at different locations. In addition to a corrective repair, preventive maintenance of contaminated individual parts of the measuring unit can also take place.
  • both the evaluation unit and the at least one measuring unit have a non-volatile memory, the memory contents can be exchanged cyclically between the evaluation unit and the measuring unit.
  • the evaluation unit and the at least one measuring unit can be connected to one another in such a way that the at least one measuring unit and the evaluation unit have mutual access to the memory contents in the non-volatile memories of the other unit.
  • the measuring unit can, for example, record in its non-volatile memory how long it was installed at a certain installation location and which values for the load condition determined by the evaluation unit it was exposed to.
  • the evaluation unit can also record which measuring unit was connected for how long in a certain position. In this case, the evaluation unit can also determine a cumulative load value for all measurement units connected to it and issue maintenance reports if predetermined limit values are exceeded.
  • the evaluation unit can also take into account data such as the place of use, time of use, load values and the cumulative load from the non-volatile memory of the at least one measuring unit in its evaluations, which were written to the non-volatile memory of the measuring unit at previous places of use of the measuring unit were.
  • the new evaluation unit can call up the various data from the non-volatile memory of the at least one measuring unit connected to it and update itself, so to speak.
  • the installation time in days, the number of axes over which the system travels, the average of the acceleration values, the average of the humidity, the average of the internal temperature of the measuring unit and the mechanical loads on the measuring unit over time can be stored in the memory.
  • the at least one evaluation unit can be designed in such a way that it determines the state of the value representing at least one measuring unit over a predetermined period of time by means of a predetermined evaluation algorithm.
  • the at least one measuring unit can be arranged on at least one threshold or on at least one rail.
  • the measuring unit can be at least partially received in a sleeper or connected to at least one rail via a holder.
  • FIG. 11 shows a schematic view of a first embodiment of the system 10 for detecting properties of passing rail vehicles.
  • Fig. 1 one can see the measuring unit 12 for measuring the temperature of wheel sets of passing rail vehicles (not shown), which is connected to the sleeper 18 via damping members 14, 16 and is partially received in the sleeper 18.
  • the measuring unit 12 there is an infrared sensor (not shown) which records the temperature of the wheel sets.
  • an infrared sensor (not shown) which records the temperature of the wheel sets.
  • two and eight measuring units 12 are provided on a sleeper 18 in order to be able to monitor all the wheel sets of the passing rail vehicles.
  • a rail track generally being formed from two rails and a plurality of sleepers 18.
  • the load sensor 22 On the rail 20 there is both a load sensor 22 for detecting the mechanical loads acting on the sleeper 18 and a sensor 24 for axle counting, which detects the number of axles of the rail vehicles passing or driving over the system 10.
  • the load sensor 22 is an acceleration sensor which detects the mechanical loads exerted on the sleeper 18 by the passing rail vehicles in the form of acceleration values.
  • a temperature sensor 26 and an air humidity sensor 28 for detecting the temperature and the air humidity as internal status values of the measuring unit 12 are provided in the measuring unit 12.
  • the acceleration sensor 22, the axle counting sensor 24, the temperature sensor 26 and the air humidity sensor 28 are connected to an evaluation unit 30.
  • the evaluation unit 30 uses the internal status values of the measuring unit 12 recorded by the acceleration sensor 22 and the axle counting sensor 24 as well as the internal status values of the measuring unit 12 recorded by the temperature sensor 26 and the air humidity sensor 28 to determine a value that represents the load condition of the at least one measuring unit.
  • FIGS. 2 and 3rd show only slightly modified embodiments of the system 10, wherein according to Figure 2 the acceleration sensor 22 at the threshold 18 and according to Figure 3 is arranged in the threshold 18.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)
  • Machines For Laying And Maintaining Railways (AREA)

Claims (15)

  1. Système (10) de détection de caractéristiques de véhicules ferroviaires roulant sur une voie ferrée, au moins une unité de mesure (12) étant prévue pour mesurer la température de jeux de roues d'un véhicule ferroviaire roulant, caractérisé en ce qu'il est prévu au moins un capteur de sollicitation (22) servant à détecter les sollicitations mécaniques agissant sur ladite au moins une unité de mesure (12) pour surveiller cette dernière, et au moins un capteur supplémentaire (26, 28) servant à fournir au moins une valeur d'état interne de ladite au moins une unité de mesure (12), ledit au moins un capteur de sollicitation (22) et ledit au moins un capteur supplémentaire (26, 28) étant reliés à une unité d'évaluation (30) qui est conçue pour déterminer au moins une valeur représentant l'état de sollicitation de ladite au moins une unité de mesure (12), et ladite au moins une unité de mesure (12) comprenant au moins une mémoire non volatile, ladite au moins une unité d'évaluation (30) étant conçue pour déterminer en continu à partir des valeurs détectées par ledit au moins un capteur de sollicitation (22) et par ledit au moins un capteur supplémentaire la valeur qui représente l'état de sollicitation de ladite au moins une unité de mesure (12).
  2. Système (10) selon la revendication 1,
    caractérisé en ce que le système (10) comprend comme capteur supplémentaire au moins un capteur de température (26) qui détecte la température de ladite au moins une unité de mesure (12).
  3. Système (10) selon la revendication 1 ou 2,
    caractérisé en ce que le système (10) comprend comme capteur supplémentaire au moins un capteur d'humidité d'air (28) qui détecte l'humidité de l'air dans ladite au moins une unité de mesure (12).
  4. Système (10) selon l'une des revendications 1 à 3,
    caractérisé en ce que le système (10) comprend au moins un capteur (24) servant à compter les essieux des véhicules ferroviaires roulants.
  5. Système (10) selon l'une des revendications 1 à 4,
    caractérisé en ce que ledit au moins un capteur de sollicitation (22) peut être disposé sur au moins une traverse (18) ou sur au moins un rail (20).
  6. Système (10) selon l'une des revendications 1 à 4,
    caractérisé en ce que ledit au moins un capteur de sollicitation (22) peut être disposé dans la traverse (18).
  7. Système (10) selon la revendication 5 ou 6,
    caractérisé en ce que ledit au moins un capteur de sollicitation (22) peut être utilisé pour la détection d'un véhicule ferroviaire qui s'approche.
  8. Système (10) selon l'une des revendications 1 à 7,
    caractérisé en ce que ledit au moins un capteur de sollicitation (22) consiste en un capteur d'accélération ou un capteur d'effort.
  9. Système (10) selon l'une des revendications 1 à 8,
    caractérisé en ce que ledit au moins un capteur de sollicitation (22) se présente sous la forme d'un capteur piézoelectrique, d'un capteur magnéto-inductif, d'un capteur micromécanique, d'une bande de mesure d'allongement, d'un capteur à fibres optiques.
  10. Système (10) selon l'une des revendications 1 à 9,
    caractérisé en ce que le système (10) comprend une pluralité de capteurs d'effort qui sont reliés à l'unité d'évaluation (30).
  11. Système (10) selon l'une des revendications 1 à 10,
    caractérisé en ce que ladite au moins une unité de mesure (12) est disposée sur au moins une traverse ou sur au moins un rail (20), ladite au moins une unité de mesure (12) pouvant être reliée à une traverse (18) ou à un rail (20) par le biais d'au moins un amortisseur en caoutchouc (14, 16), par le biais d'au moins un ressort ou par le biais d'au moins un amortisseur hydraulique.
  12. Système (10) selon l'une des revendications précédentes,
    caractérisé en ce que ladite au moins une unité de mesure (12) comprend un capteur infrarouge, le capteur infrarouge présentant au moins un couvercle de fermeture mobile et le système (10) comprenant un capteur qui détecte le mouvement, plus particulièrement les temps de mouvement dudit au moins un couvercle de fermeture.
  13. Système (10) selon l'une des revendications 1 à 12,
    caractérisé en ce que l'unité d'évaluation (30) comprend au moins une mémoire non volatile.
  14. Système (10) selon la revendication 13,
    caractérisé en ce que l'unité d'évaluation (30) et ladite au moins une unité de mesure (12) sont reliées l'une à l'autre de sorte que ladite au moins une unité de mesure (12) et l'unité d'évaluation (30) ont réciproquement accès aux contenus sauvegardés dans les mémoires non volatiles de chaque autre unité (12 ou 30).
  15. Système (10) selon l'une des revendications 1 à 14,
    caractérisé en ce que ladite au moins une unité d'évaluation (30) est conçue de sorte qu'elle calcule sur la base d'un algorithme d'évaluation prédéfini la valeur représentant l'état de sollicitation de ladite au moins une unité de mesure (12) pendant une période prédéterminée.
EP13001672.8A 2012-04-04 2013-04-02 Système de détection de caractéristiques de véhicules ferroviaires passant Active EP2647543B2 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102012006844A DE102012006844A1 (de) 2012-04-04 2012-04-04 System zur Erfassung von Eigenschaften vorbeifahrender Schienenfahrzeuge

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EP2647543A1 EP2647543A1 (fr) 2013-10-09
EP2647543B1 EP2647543B1 (fr) 2017-03-01
EP2647543B2 true EP2647543B2 (fr) 2020-08-12

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EP (1) EP2647543B2 (fr)
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DE202008012250U1 (de) * 2008-09-16 2008-11-20 Neuroth, Bernd, Colmenar Viejo Temperatur-Überwachungsvorrichtung für Radlager von Schienenfahrzeugen
DE102009024506A1 (de) 2009-06-08 2010-12-09 Deutsches Zentrum für Luft- und Raumfahrt e.V. Verfahren zur Ermittlung von Wartungsinformationen

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EP2647543A1 (fr) 2013-10-09
ES2620830T5 (es) 2021-04-05
DE102012006844A1 (de) 2013-10-10
EP2647543B1 (fr) 2017-03-01

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