EP2696904B1 - Rail vehicle with derailment detector - Google Patents

Rail vehicle with derailment detector Download PDF

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Publication number
EP2696904B1
EP2696904B1 EP12715660.2A EP12715660A EP2696904B1 EP 2696904 B1 EP2696904 B1 EP 2696904B1 EP 12715660 A EP12715660 A EP 12715660A EP 2696904 B1 EP2696904 B1 EP 2696904B1
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EP
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Prior art keywords
derailment
rotation speed
signal
speed signal
rail vehicle
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EP12715660.2A
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German (de)
French (fr)
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EP2696904A1 (en
Inventor
Volker Brundisch
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Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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Priority to PL12715660T priority Critical patent/PL2696904T3/en
Publication of EP2696904A1 publication Critical patent/EP2696904A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0081—On-board diagnosis or maintenance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F9/00—Rail vehicles characterised by means for preventing derailing, e.g. by use of guide wheels
    • B61F9/005—Rail vehicles characterised by means for preventing derailing, e.g. by use of guide wheels by use of non-mechanical means, e.g. acoustic or electromagnetic devices

Definitions

  • the present invention relates to a method for monitoring the derailment of at least one wheel of a chassis of a rail vehicle, in which, depending on the result of a comparison of signals available in the rail vehicle, a derailment situation signal representative of a derailment situation of the wheel is generated.
  • the invention further relates to a rail vehicle in which such monitoring of the derailment situation is implemented.
  • modern rail vehicles especially those vehicles that are operated at relatively high nominal operating speeds, there is a significant need for safety reasons, critical driving situations, especially situations where the derailment of individual wheels threatens or has already occurred to recognize as early and reliable as possible To initiate countermeasures (such as emergency braking or the like).
  • a derailment monitor is out of the WO 01/94174 A1 known.
  • the present invention is therefore based on the object to provide a method and a rail vehicle of the type mentioned, which does not bring the above-mentioned disadvantages or at least to a lesser extent and in particular a simple way of monitoring the derailment situation of individual wheels of the Rail vehicle allows.
  • the present invention solves this problem starting from a method according to the preamble of claim 1 by the features stated in the characterizing part of claim 1. It solves this problem further starting from a device according to the preamble of claim 8 by the features stated in the characterizing part of claim 8.
  • the present invention is based on the technical teaching that it is possible to easily monitor the derailment situation of individual wheels of the rail vehicle when the usually already other purposes (for example in the context of so-called antiskid control) detected speed signals of the wheel in question to assess the current derailment situation.
  • the current speed of the wheel in question is compared with an expected speed, which results from the current driving condition of the vehicle.
  • Corresponding signals which are representative of the current driving state of the vehicle, are usually present on many vehicles anyway, so that advantageously no additional effort must be operated.
  • these current information or signals include, among others, the current or instantaneous speed of the vehicle as well as the current or instantaneous rolling speeds of the relevant wheel units (eg wheelsets, wheel pairs or individual wheels).
  • the present invention makes use of the fact that the rotational speeds of all wheel units of a rail vehicle are normally in a known relationship due to the kinematic rolling conditions, whereby it is usually the case that all wheels of the vehicle (with certain wear tolerances) have substantially the same diameter so that the speeds of all wheel units (also with certain known tolerances or with a certain fluctuation range) are substantially the same.
  • the speed of the wheel in question or its wheel unit
  • the speed of the wheel in question decreases proportionally to the increase of the rolling radius (ie the radius of the wheel in its point of contact with the rail), which results when climbing the wheel on the rail.
  • the invention can take advantage of the fact that after a derailment due to the strongly changing contact conditions between the wheel and ground massive speed fluctuations are to be expected. This circumstance can also be easily recorded in an advantageous manner and taken into account in the assessment or determination of the derailment.
  • the invention therefore relates to a method for monitoring the derailment of at least one wheel of a rolling stock of a rail vehicle, in which, depending on the result of a comparison of signals available in the rail vehicle, a derailment situation signal representative of a derailment situation of the wheel is generated.
  • a current speed signal representative of a current speed of the at least one wheel is determined in a first step.
  • an expected speed signal representative of a currently expected rotational speed of the at least one wheel is determined from at least one signal that is available in the rail vehicle and representative of the current driving state of the rail vehicle.
  • the current speed signal is compared with the expected speed signal
  • the derailment situation signal is generated.
  • the first and second steps can be performed in any order. Likewise, these two steps can be done simultaneously.
  • the current speed signal can be determined in any suitable manner.
  • separate sensors may be provided for the respective wheel.
  • a sensor may be provided for the wheel unit of the wheel, provided that there is a defined coupling of the rotational speeds of the wheels wheel unit (as in the case of a wheelset, for example).
  • corresponding information regarding a rotational speed of a drive device driving the wheel can be used, which likewise has a defined, known coupling to the wheel.
  • the information representative of the current driving state of the rail vehicle can also be designed as desired. For example, this may be information determined in any desired manner with regard to the current driving speed. This need not necessarily have been determined from rotational speeds of wheels or drive units of the vehicle. Likewise, it may be a speed information, which was determined by other means. Thus, the speed information of a navigation system (eg GPS) can be used as well as a speed information determined from the signals of acceleration sensors.
  • a navigation system eg GPS
  • the derailment situation signal can basically be of any shape or arbitrary information content as long as it allows conclusions to be drawn about the current derailment situation.
  • the signal may have only two values, one of the two values representing the presence of a derailment.
  • a derailment risk signal representative of the risk of derailment of the wheel is generated as a function of a speed signal deviation of the current speed signal from the expected speed signal.
  • This derailment risk signal can in turn have any shape or any suitable information content, wherein it represents at least two, preferably several, different risk levels.
  • a derailment signal representative of the presence of a derailment of the wheel is then preferably generated, which may also have any suitable shape.
  • the speed signal deviation which can be assumed with sufficient certainty of the presence of a derailment, depends strongly on the actual conditions of the respective vehicle as well as the scope and reliability of the information available in each case, in particular the current speed signal and the expected speed signal. Among other things, the degree of redundancy of certain information plays a role in order to prevent uncertainties. Any tolerances or uncertainties involved in the determination of this information may also be taken into account when determining both the derailment threshold and any threshold above which an output of a derailment risk signal occurs.
  • the derailment threshold is undershooting the expected speed signal by the current speed signal by at least 6% of the expected speed signal, preferably at least 3% of the expected speed signal. more preferably at least 1% of the expected speed signal is used.
  • the time course of these signals, and therefore a history of these signals is used in order to achieve a stable sequence in which random measurement errors or the like are disregarded.
  • the generation of the derailment risk signal and / or the derailment signal therefore preferably takes place as a function of a time profile of the speed signal deviation.
  • the assessment of the risk of derailment can in principle be made in any suitable way.
  • the more the current speed signal deviates from the expected speed signal the higher the risk of derailment is assessed.
  • the derailment signal is preferably generated when the derailment threshold, in particular by a predefinable amount, is exceeded in a predefinable observation period.
  • the derailment signal can be generated if a specifiable number of exceedances of the derailment threshold are detected within the observation period.
  • the derailment signal is generated when a predeterminable variation frequency and / or a prescribable variation amplitude of the current speed signal is exceeded within the observation period, which takes into account the fact that a derailed wheel is subject to strong speed fluctuations. It is understood that the cumulative consideration of the aforementioned aspects, of course, a corresponding redundancy is achieved, which increases the reliability of the evaluation. As already mentioned, the assessment of the risk of derailment depends on a large number of factors or parameters of the vehicle to be considered, in particular of its wheel units, whereby certain tolerances may be provided in order to take account of corresponding uncertainties in determining the information used for the evaluation.
  • a wear factor of the wheel is taken into account in the determination of the current speed signal, since the wear of the wheel has a significant effect on the rolling radius and thus the current speed of a certain driving speed.
  • a wear factor of at least one of the wheels of the rail vehicle is taken into account in the determination of the expected speed signal for the same reasons. This is especially true when the expected speed signal from the speed signals of several wheels of the rail vehicle is determined. Additionally or alternatively, for the same reasons, a wear factor of at least one of the wheels of the rail vehicle can finally be taken into account when assessing a risk of derailment of the wheel.
  • the determination of the expected speed signal can basically take place in any suitable manner, wherein in particular the circumstance can be used that there is a predetermined relationship between the current driving speed of the vehicle and the speed of its wheels.
  • at least one vehicle speed signal representative of the current travel speed of the rail vehicle is used to determine the expected speed signal.
  • At least one chassis speed signal representative of the current chassis speed of a chassis of the rail vehicle can be used, which can be determined, for example, on the basis of the signals from acceleration sensors on the chassis.
  • At least one average speed signal can be used which is representative of the mean speed of a plurality of wheels of at least one chassis of the rail vehicle, in particular all wheels of all the chassis of the rail vehicle.
  • speed signals it is advantageous to use the speed signals as many wheels as possible, since this uncertainties or negative effects of individual outliers can be avoided.
  • deviations between the respective considered wheels can be easily detected and taken into account, since they always manifest themselves in the same way.
  • different rolling radii to constantly deviating from the value one speed ratios of the wheels. For example, if the wheels of one wheel set have a rolling radius that is 1% greater than the wheels of another wheel set, then the wheel set with the smaller wheels will have a speed that is 1% greater than the wheel set with the larger wheels.
  • the present invention further relates to a method for operating a rail vehicle, in which a derailment situation signal is generated by a method according to the invention and this derailment situation signal is output to the driver, so that he may initiate appropriate measures, if he deems this necessary.
  • the rail vehicle can be controlled as a function of the derailment situation signal, wherein in particular a drive device of the rail vehicle and / or a braking device of the rail vehicle is activated as a function of the derailment situation signal. For example, when determining a risk of derailment above a certain threshold, the drive can be throttled. Similarly, when determining a derailment, the drive can be switched off and a corresponding braking initiated.
  • the present invention further relates to a device for derailment monitoring at least one wheel of a chassis of a rail vehicle with a detection device which is adapted to detect a representative for a current speed of at least one wheel current speed signal, and connectable to the detection unit processing unit, the is configured to generate depending on the result of a comparison of available signals in the rail vehicle a representative of a derailment situation of the wheel derailment situation signal.
  • the processing unit is configured to determine from at least one signal available in the rail vehicle, representative of the current driving state of the rail vehicle, a current speed to be expected of the at least one expected wheel speed signal, in a speed signal comparison the current speed signal with the expected speed signal and generate the derailment situation signal depending on the result of the speed signal comparison.
  • the present invention relates to a rail vehicle with a derailment monitoring device according to the invention.
  • This is preferred Rail vehicle as a vehicle for high-speed traffic with a rated operating speed above 250 km / h, in particular above 300 km / h to 380 km / h, formed, since the benefits described here are particularly strong.
  • the vehicle 101 comprises an end car 102 with a car body 102.1, which is supported in the region of both ends in a conventional manner in each case on a chassis in the form of a bogie 103.
  • a chassis in the form of a bogie 103.
  • the present invention may be used in conjunction with other configurations in which the body is supported on a chassis only.
  • the car bodies 104.1 are also supported on bogies 103.
  • FIG. 1 a vehicle coordinate system x, y, z (predefined by the wheel contact plane of the bogie 103) in which the x-coordinate denotes the longitudinal direction, the y-coordinate the transverse direction and the z-coordinate the height direction of the rail vehicle 101.
  • the bogie 103 has conventionally two wheel units in the form of wheelsets 103.1, each comprising two wheels 103.2. At the bogies 103 these are partly powered rail bogies and partly non-driven bogies. The wheelsets 103.1 of motor bogies are driven by a drive device 105, while the wheel sets of all bogies can be braked via brake devices 106.
  • the vehicle 101 has in the end car 102 a processing unit in the form of a central vehicle control 107, which in the present example is connected to removed components inter alia via a communication link extending in the form of a vehicle bus 108 through the entire vehicle 101. It is understood that in other variants of the invention, a different communication connection can be selected. In particular, a fixed wiring with the removed components may additionally or alternatively be provided (inter alia, depending on the specifications of certain safety guidelines or the like).
  • monitoring is implemented in the present example which monitors each of the wheels 103.2 as to whether there is proper contact with the rail 109 or whether there is a certain increased risk of derailment or if the relevant wheel 103.2 has derailed.
  • the vehicle controller 107 analyzes the signals from detection units (a detection device) in the form of speed sensors 110, which are assigned to each wheelset 103.1 and in a first step, one for the current speed of the respective wheelset 103.1 and (because of the rigid coupling via the wheelset shaft ) so that the two wheels 103.2 of the respective wheel set represent representative current speed signals ADSi of i wheelsets 103.1.
  • the current rotational speed signals ADSi of the rotational speed sensors 110 are respectively transmitted to the vehicle control 107 via the vehicle bus 108 by a communication unit 111 assigned to the respective running gear 103 and connected to the rotational speed sensors 110.
  • the current speed signals ADSi are not only representative of the current speed of the individual wheelset 103.1, but they are also representative of the current driving state of the vehicle.
  • the current vehicle speed V of the vehicle is in proper contact between the wheels 103.2 and the rails 109 in a fixed relationship to the current speed signals ADSi in due to the geometric conditions. Accordingly, results in a proper wheel-rail contact and a fixed Relationship between the speeds and thus the speed signals ADSi the individual wheelsets 103.1.
  • all speeds are substantially identical for the same size wheels 103.2 on all wheelsets 103.1, while deviating but in a predetermined relationship to each other result in different wheel diameters.
  • a expected speed signal EDSi representative of a currently anticipated speed of respective wheel 103.2 is determined.
  • outliers based on measuring errors or defective sensors, etc. can be eliminated below the measured values of the individual rotational speed sensors 110 by suitable, sufficiently well-known means.
  • the contact conditions between wheel 103.2 and rail 109, in particular the currently present slip at the respective wheelset 103.1 can be taken into account by means of suitable, well-known means in order to exclude or compensate for distortions of the result due to such phenomena.
  • an expected rotational speed can also be used or taken into account via a vehicle speed signal VS, which is determined by a different method and representative of the current driving speed V of the rail vehicle.
  • a chassis speed signal VS for example, based on the signals be determined by acceleration sensors, which are arranged on the vehicle 101, for example on one or more trolleys 103.
  • the vehicle controller 107 compares the current speed signal ADSi with the expected speed signal EDSi in a speed signal comparison for the currently considered wheelset 103.1.
  • the vehicle control 107 If the current rotational speed signal ADSi falls below the predicted rotational speed signal EDSi by a predefined first limit value GD1 for a predetermined period of time, the vehicle control 107 generates a derailment risk signal ERSi in a fourth step as a derailment situation signal, which is output to the vehicle driver via suitable output means 112, for example if necessary, take appropriate countermeasures.
  • the derailment risk signal ERSi varies in the present example continuously or in predetermined steps depending on the amount of deviation between the current speed signal ADSi and the expected speed signal EDSi, so that the amount of the derailment risk can be read off.
  • the vehicle controller 107 itself already initiates corresponding countermeasures as a function of the derailment risk signal ERSi.
  • the power of the drives 105 is reduced and / or the braking devices 106 are activated, and this can be done on all or, in particular as a function of the wheel set 103.1 currently classified as being endangered by degeneration on selected bogies 103.
  • the nature and extent of the automatic intervention may depend on the level of risk of derailment.
  • the vehicle controller 107 If the current speed signal ADSi falls short of the expected speed signal EDSi for a predetermined period by a predetermined second limit value GD2 whose amount is greater than the amount of the first limit value GD1 and which represents a derailment threshold, this is classified as a state in which with sufficiently high probability It is assumed that the wheels 103.2 of the respective wheelset 103.1 derailed. In this case, the vehicle controller 107 generates in the fourth step as a derailment situation signal a derailment signal ESi, which is output among other things via suitable output means 112 to the driver, so that this may take appropriate countermeasures.
  • the vehicle controller 107 itself already initiates corresponding countermeasures as a function of the derailment signal ESi.
  • the drives 105 are switched off and the brake devices 106 are activated for emergency braking, which in turn can take place on all or, in particular as a function of the wheelset 103.1 currently being classified as derailed, on selected bogies 103.
  • the speed signal deviation which can be assumed with sufficient certainty of the presence of a derailment, depends strongly on the actual conditions of the vehicle 101 and the extent and reliability of the information available in each case, in particular the current speed signal ADSi and the expected speed signal EDSi. Among other things, the degree of redundancy of certain information plays a role in order to prevent uncertainties. Any tolerances or uncertainties that are included in the determination of this information can also be taken into account when determining both the derailment threshold GD2 for the output of the derailment signal ESi and the threshold GD1 for the output of the derailment risk signal ERSi.
  • the time course of the current speed signals ADSi and the expected speed signals EDSi thus a history of these signals, used to achieve a stable process, in the random Measurement errors or the like disregarded.
  • the derailment signal ESi is only generated if a predefinable number of exceedances of the derailment threshold GD2 has been detected within the observation period. Additionally or alternatively, the derailment signal ESi can be generated if within the observation period a predeterminable variation frequency and / or a predeterminable variation amplitude of the current speed signal ADSi is exceeded, taking into account the fact that a derailed wheel 103.2 is subject to strong speed fluctuations. It is understood that the cumulative consideration of the aforementioned aspects, of course, a corresponding redundancy is achieved, which increases the reliability of the evaluation.
  • the assessment of the risk of derailment depends on a large number of factors or parameters of the vehicle 101 to be considered, in particular of its wheelsets 103.1, whereby certain tolerances may be provided in order to ensure corresponding uncertainties in determining the information used for the evaluation consider.
  • a wear factor of the wheel 103.2 is taken into account in the determination of the current speed signal, since the wear of the wheel 103.2 has a significant effect on the rolling radius and thus the current speed of a certain driving speed V. Additionally or alternatively, for the same reasons, when determining the expected speed signal EDSi for all wheels 103.2, a corresponding wear factor is taken into account, which also influences the assessment of a derailment risk via the expected speed signal EDSi.
  • the present invention can not be used only for vehicles composed of multiple cars. Rather, it can of course also be used on a vehicle that consists of a single car.

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Description

Die vorliegende Erfindung betrifft ein Verfahren zur Entgleisungsüberwachung wenigstens eines Rades eines Fahrwerks eines Schienenfahrzeugs, bei dem in Abhängigkeit von dem Ergebnis eines Vergleichs von in dem Schienenfahrzeug verfügbaren Signalen ein für eine Entgleisungssituation des Rades repräsentatives Entgleisungssituationssignal generiert wird. Die Erfindung betrifft weiterhin ein Schienenfahrzeug, bei dem eine solche Überwachung der Entgleisungssituation implementiert ist.
Bei modernen Schienenfahrzeugen, insbesondere solchen Fahrzeugen, die mit vergleichsweise hohen Nennbetriebsgeschwindigkeiten betrieben werden, besteht unter Sicherheitsgesichtspunkten ein erheblicher Bedarf, kritische Fahrsituationen, insbesondere Situationen, in denen das Entgleisen einzelner Räder droht oder bereits eingetreten ist, möglichst frühzeitig und zuverlässig zu erkennen, um entsprechende Gegenmaßnahmen (wie beispielsweise eine Notbremsung oder dergleichen) einleiten zu können.
Im Zusammenhang mit der Überwachung der Entgleisungssituation von Schienenfahrzeugen ist es bereits versucht worden, am Fahrwerk wirkende Beschleunigungen über entsprechende Sensoren zu messen und aus Auswertung der Messsignale auf das vorliegen eines entgleisten Zustandes eines oder mehrerer Räder des Fahrwerks zu schließen. Dies hat jedoch den Nachteil, dass im Fahrwerk eine zusätzliche Sensorik erforderlich ist, welche den Aufwand für die Herstellung und die Wartung des Fahrwerks in die Höhe treibt.The present invention relates to a method for monitoring the derailment of at least one wheel of a chassis of a rail vehicle, in which, depending on the result of a comparison of signals available in the rail vehicle, a derailment situation signal representative of a derailment situation of the wheel is generated. The invention further relates to a rail vehicle in which such monitoring of the derailment situation is implemented.
In modern rail vehicles, especially those vehicles that are operated at relatively high nominal operating speeds, there is a significant need for safety reasons, critical driving situations, especially situations where the derailment of individual wheels threatens or has already occurred to recognize as early and reliable as possible To initiate countermeasures (such as emergency braking or the like).
In connection with the monitoring of the derailment situation of rail vehicles, it has already been attempted to measure accelerations acting on the chassis via corresponding sensors and to conclude from the evaluation of the measurement signals on the presence of a derailed condition of one or more wheels of the chassis. However, this has the disadvantage that in the chassis, an additional sensor is required, which drives the cost of manufacturing and maintenance of the chassis in the air.

Eine Entgleisungsüberwachung ist aus der WO 01/94174 A1 bekannt.A derailment monitor is out of the WO 01/94174 A1 known.

Der vorliegenden Erfindung liegt daher die Aufgabe zu Grunde, ein Verfahren sowie ein Schienenfahrzeug der eingangs genannten Art zur Verfügung zu stellen, welches die oben genannten Nachteile nicht oder zumindest in geringerem Maße mit sich bringt und insbesondere auf einfache Weise eine Überwachung der Entgleisungssituation einzelner Räder des Schienenfahrzeugs ermöglicht.
Die vorliegende Erfindung löst diese Aufgabe ausgehend von einem Verfahren gemäß dem Oberbegriff des Anspruchs 1 durch die im kennzeichnenden Teil des Anspruchs 1 angegebenen Merkmale. Sie löst diese Aufgabe weiterhin ausgehend von einer Vorrichtung gemäß dem Oberbegriff des Anspruchs 8 durch die im kennzeichnenden Teil des Anspruchs 8 angegebenen Merkmale.The present invention is therefore based on the object to provide a method and a rail vehicle of the type mentioned, which does not bring the above-mentioned disadvantages or at least to a lesser extent and in particular a simple way of monitoring the derailment situation of individual wheels of the Rail vehicle allows.
The present invention solves this problem starting from a method according to the preamble of claim 1 by the features stated in the characterizing part of claim 1. It solves this problem further starting from a device according to the preamble of claim 8 by the features stated in the characterizing part of claim 8.

Der vorliegenden Erfindung liegt die technische Lehre zu Grunde, dass man auf einfache Weise eine Überwachung der Entgleisungssituation einzelner Räder des Schienenfahrzeugs realisieren kann, wenn die in der Regel ohnehin schon anderen Zwecken (beispielsweise im Rahmen der so genannten Gleitschutzregelung) erfassten Drehzahlsignale des betreffenden Rades verwendet werden, um die aktuelle Entgleisungssituation zu beurteilen. Hierzu wird die aktuelle Drehzahl des betreffenden Rades mit einer zu erwartenden Drehzahl verglichen, die sich aus dem aktuellen Fahrzustand des Fahrzeugs ergibt. Entsprechende Signale, die für den aktuellen Fahrzustand des Fahrzeugs repräsentativ sind, sind in der Regel auf vielen Fahrzeugen ohnehin vorhandenen, sodass hierfür vorteilhafter Weise kein zusätzlicher Aufwand betrieben werden muss. Zu diesen ohnehin vorhandenen Informationen bzw. Signalen zählen insbesondere unter anderem die aktuelle bzw. momentane Geschwindigkeit des Fahrzeugs sowie die aktuellen bzw. momentanen Rollgeschwindigkeiten der betreffenden Radeinheiten (z. B. Radsätze, Radpaare oder aber auch Einzelräder).The present invention is based on the technical teaching that it is possible to easily monitor the derailment situation of individual wheels of the rail vehicle when the usually already other purposes (for example in the context of so-called antiskid control) detected speed signals of the wheel in question to assess the current derailment situation. For this purpose, the current speed of the wheel in question is compared with an expected speed, which results from the current driving condition of the vehicle. Corresponding signals, which are representative of the current driving state of the vehicle, are usually present on many vehicles anyway, so that advantageously no additional effort must be operated. Amongst others, these current information or signals include, among others, the current or instantaneous speed of the vehicle as well as the current or instantaneous rolling speeds of the relevant wheel units (eg wheelsets, wheel pairs or individual wheels).

Die vorliegende Erfindung macht sich dabei zu Nutze, dass die Drehzahlen aller Radeinheiten eines Schienenfahrzeuges normalerweise aufgrund der kinematischen Abrollbedingungen zueinander in einem bekannten Verhältnis stehen, wobei meist der Fall vorliegt, dass alle Räder des Fahrzeuges (mit gewissen Abnutzungstoleranzen) im Wesentlichen den gleichen Durchmesser aufweisen, sodass die Drehzahlen aller Radeinheiten (ebenfalls mit gewissen bekannten Toleranzen bzw. mit einer gewissen Schwankungsbreite) im Wesentlichen gleich sind. Im Falle des Aufkletterns eines Rades auf die Schiene, mithin also im Falle eines drohenden Entgleisens, verringert sich die Drehzahl des betreffenden Rades (bzw. seiner Radeinheit) proportional zur Vergrößerung des Abrollradius (also dem Radius des Rades in seinem Berührpunkt mit der Schiene), welche sich beim Aufklettern des Rades auf die Schiene ergibt. Wird somit ein solcher Drehzahlabfall gegenüber der zu erwartenden Drehzahl für das betreffende Rad ermittelt, lässt dies ab einer gewissen Schwelle auf ein erhöhtes Entgleisungsrisiko schließen. Sinkt die aktuelle Drehzahl weiter unter eine (von der Gestaltung des Rades abhängige) Entgleisungsschwelle, so kann darauf geschlossen werden, dass das Rad mit hoher Wahrscheinlichkeit entgleist ist. Dies rührt daher, dass das Rad nach dem Entgleisen auf seiner Spurkranzkuppe, mithin also mit einem maximalen Abrollradius abrollt.The present invention makes use of the fact that the rotational speeds of all wheel units of a rail vehicle are normally in a known relationship due to the kinematic rolling conditions, whereby it is usually the case that all wheels of the vehicle (with certain wear tolerances) have substantially the same diameter so that the speeds of all wheel units (also with certain known tolerances or with a certain fluctuation range) are substantially the same. In the case of climbing a wheel on the rail, thus in the event of imminent derailment, the speed of the wheel in question (or its wheel unit) decreases proportionally to the increase of the rolling radius (ie the radius of the wheel in its point of contact with the rail), which results when climbing the wheel on the rail. Thus, if such a speed drop compared to the expected speed for the wheel in question, this can be from a certain threshold close to an increased risk of derailment. If the current speed falls below a derailment threshold (depending on the design of the wheel), it can be concluded that the wheel is derailed with high probability. This is due to the fact that the wheel rolls after derailing on its wheel flange, thus with a maximum rolling radius.

Zudem kann sich die Erfindung zu Nutze machen, dass nach einer Entgleisung aufgrund der stark wechselnden Kontaktbedingungen zwischen Rad und Untergrund massive Drehzahlschwankungen zu erwarten sind. Auch dieser Umstand kann in vorteilhafter Weise einfach erfasst werden und bei der Beurteilung bzw. Feststellung des Entgleisens berücksichtigt werden.In addition, the invention can take advantage of the fact that after a derailment due to the strongly changing contact conditions between the wheel and ground massive speed fluctuations are to be expected. This circumstance can also be easily recorded in an advantageous manner and taken into account in the assessment or determination of the derailment.

Mit der vorliegenden Erfindung ist es also gegebenenfalls möglich, lediglich eine in der Regel grundsätzlich im Fahrzeug bereits vorhandene Information über die momentanen Drehzahlen aller Radsätze ständig auszuwerten und zu nutzen, um das Risiko bzw. das Eintreten einer Entgleisung zuverlässig zu detektieren.With the present invention, it may then be possible to constantly evaluate and use only one information, which is generally already generally available in the vehicle, about the instantaneous speeds of all wheelsets in order to reliably detect the risk or the occurrence of a derailment.

Gemäß einem Aspekt betrifft die Erfindung daher ein Verfahren zur Entgleisungsüberwachung wenigstens eines Rades eines Fahrwerks eines Schienenfahrzeugs, bei dem in Abhängigkeit von dem Ergebnis eines Vergleichs von in dem Schienenfahrzeug verfügbaren Signalen ein für eine Entgleisungssituation des Rades repräsentatives Entgleisungssituationssignal generiert wird. Hierzu wird in einem ersten Schritt ein für eine aktuelle Drehzahl des wenigstens einen Rades repräsentatives aktuelles Drehzahlsignal ermittelt wird. In einem zweiten Schritt wird aus wenigstens einem in dem Schienenfahrzeug verfügbaren, für den aktuellen Fahrzustand des Schienenfahrzeugs repräsentativen Signal ein für eine aktuell zu erwartende Drehzahl des wenigstens einen Rades repräsentatives erwartetes Drehzahlsignal ermittelt. In einem dritten Schritt wird in einem Drehzahlsignalvergleich das aktuelle Drehzahlsignal mit dem erwarteten Drehzahlsignal verglichen wird, während in einem vierten Schritt in Abhängigkeit von dem Ergebnis des Drehzahlsignalvergleichs das Entgleisungssituationssignal generiert wird.According to one aspect, the invention therefore relates to a method for monitoring the derailment of at least one wheel of a rolling stock of a rail vehicle, in which, depending on the result of a comparison of signals available in the rail vehicle, a derailment situation signal representative of a derailment situation of the wheel is generated. For this purpose, a current speed signal representative of a current speed of the at least one wheel is determined in a first step. In a second step, an expected speed signal representative of a currently expected rotational speed of the at least one wheel is determined from at least one signal that is available in the rail vehicle and representative of the current driving state of the rail vehicle. In a third step, in a speed signal comparison, the current speed signal is compared with the expected speed signal, while in a fourth step, depending on the result of the speed signal comparison, the derailment situation signal is generated.

Es sei an dieser Stelle angemerkt, dass der erste und zweite Schritt in beliebiger Reihenfolge ausgeführt werden können. Ebenso können diese beiden Schritte gleichzeitig vorgenommen werden. Weiterhin kann das aktuelle Drehzahlsignal auf beliebige geeignete Weise ermittelt werden. Hierzu können separate Sensoren für das jeweilige Rad vorgesehen sein. Ebenso kann eine solche Sensorik für die Radeinheit des Rades vorgesehen sein, sofern eine (wie beispielsweise bei einem Radsatz) eine definierte Kopplung der Drehzahlen der Räder Radeinheit vorliegt. Ebenso kann eine entsprechende Information hinsichtlich einer Drehzahl einer das Rad antreibenden Antriebseinrichtung verwendet werden, welche ebenfalls eine definierte, bekannte Kopplung zu dem Rad aufweist.It should be noted at this point that the first and second steps can be performed in any order. Likewise, these two steps can be done simultaneously. Furthermore, the current speed signal can be determined in any suitable manner. For this purpose, separate sensors may be provided for the respective wheel. Likewise, such a sensor may be provided for the wheel unit of the wheel, provided that there is a defined coupling of the rotational speeds of the wheels wheel unit (as in the case of a wheelset, for example). Likewise, corresponding information regarding a rotational speed of a drive device driving the wheel can be used, which likewise has a defined, known coupling to the wheel.

Auch die für den aktuellen Fahrzustand des Schienenfahrzeugs repräsentative Information kann beliebig gestaltet sein. So kann es sich beispielsweise um eine auf beliebige Weise ermittelte Information hinsichtlich der aktuellen Fahrgeschwindigkeit handeln. Diese muss nicht notwendigerweise aus Drehzahlen von Rädern oder Antriebseinheiten des Fahrzeugs ermittelt worden sein. Ebenso kann es sich um eine Geschwindigkeitsinformation handeln, die auf anderem Wege ermittelt wurde. So kann die Geschwindigkeitsinformation eines Navigationssystems (z. B. GPS) ebenso verwendet werden wie eine aus den Signalen von Beschleunigungssensoren ermittelte Geschwindigkeitsinformation.The information representative of the current driving state of the rail vehicle can also be designed as desired. For example, this may be information determined in any desired manner with regard to the current driving speed. This need not necessarily have been determined from rotational speeds of wheels or drive units of the vehicle. Likewise, it may be a speed information, which was determined by other means. Thus, the speed information of a navigation system (eg GPS) can be used as well as a speed information determined from the signals of acceleration sensors.

Schließlich kann das Entgleisungssituationssignal grundsätzlich beliebiger Gestalt bzw. beliebigen Informationsgehalts sein, solange es Rückschlüsse auf die aktuelle Entgleisungssituation zulässt. Im einfachsten Fall kann das Signal lediglich zwei Werte aufweisen, wobei einer der beiden Werte das Vorliegen einer Entgleisung repräsentiert.Finally, the derailment situation signal can basically be of any shape or arbitrary information content as long as it allows conclusions to be drawn about the current derailment situation. In the simplest case, the signal may have only two values, one of the two values representing the presence of a derailment.

Bei dem erfindungsgemäßen Verfahren wird in Abhängigkeit von einer Drehzahlsignalabweichung des aktuellen Drehzahlsignals von dem erwarteten Drehzahlsignal ein für das Entgleisungsrisiko des Rades repräsentatives Entgleisungsrisikosignal generiert. Dieses Entgleisungsrisikosignal kann wiederum eine beliebige Gestalt bzw. einen beliebigen geeigneten Informationsgehalt aufweisen, wobei es zumindest zwei, vorzugsweise mehrere, unterschiedliche Risikostufen repräsentiert.
Für den Fall, dass die Drehzahlsignalabweichung eine vorgebbare Entgleisungsschwelle überschreitet, wird dann bevorzugt ein für das Vorliegen einer Entgleisung des Rades repräsentatives Entgleisungssignal generiert, welches ebenfalls beliebige geeignete Gestalt aufweisen kann.
Die Drehzahlsignalabweichung, bei der mit ausreichender Sicherheit von dem Vorliegen einer Entgleisung ausgegangen werden kann, hängt stark von den tatsächlichen Gegebenheiten des jeweiligen Fahrzeugs sowie dem Umfang und der Zuverlässigkeit der jeweils verfügbaren Informationen, insbesondere des aktuellen Drehzahlsignals und des erwarteten Drehzahlsignals ab. Hierbei spielt unter anderem auch der Grad der Redundanz bestimmter Informationen eine Rolle, um Unsicherheiten ausschließen zu können. Eventuelle Toleranzen bzw. Unsicherheiten, die bei der Ermittlung dieser Informationen einfließen bzw. bestehen, können auch bei der Festlegung sowohl der Entgleisungsschwelle als auch einer eventuellen Schwelle berücksichtigt werden, oberhalb derer eine Ausgabe eines Entgleisungsrisikosignals erfolgt.
Bei bevorzugten Varianten des erfindungsgemäßen Verfahrens mit einer zuverlässigen und dennoch schnellen Bewertung des Entgleisungsrisikos bzw. einer schnellen Erfassung des Entgleisens wird als Entgleisungsschwelle ein Unterschreiten des erwarteten Drehzahlsignals durch das aktuelle Drehzahlsignal um wenigstens 6% des erwarteten Drehzahlsignals, vorzugsweise wenigstens 3% des erwarteten Drehzahlsignals, weiter vorzugsweise wenigstens 1% des erwarteten Drehzahlsignals, verwendet wird.
Grundsätzlich ist es möglich, bei der Bewertung des Entgleisungsrisikos bzw. dem Feststellen des Entgleisens stets nur die aktuell vorliegenden Informationen bzw. Signale zu verwenden. Vorzugsweise wird hierbei jedoch der zeitliche Verlauf diese Signale, mithin also eine Historie dieser Signale, verwendet, um eine stabilen Ablauf zu erzielen, bei dem zufällige Messfehler oder dergleichen unberücksichtigt bleiben. Vorzugsweise erfolgt die Generierung des Entgleisungsrisikosignals und/oder des Entgleisungssignals daher in Abhängigkeit von einem zeitlichen Verlauf der Drehzahisignalabweichung.
Die Bewertung des Entgleisungsrisikos kann grundsätzlich auf beliebige geeignete Weise erfolgen. Vorzugsweise wird das Entgleisungsrisiko umso höher bewertet, je stärker das aktuelle Drehzahlsignal von dem erwarteten Drehzahlsignal nach unten abweicht. Hierbei wird das Entgleisungssignal dann vorzugsweise generiert, wenn in einem vorgebbaren Beobachtungszeitraum die Entgleisungsschwelle, insbesondere um einen vorgebbaren Betrag, überschritten wird. Zusätzlich oder alternativ kann das Entgleisungssignal generiert werden, wenn innerhalb des Beobachtungszeitraums eine vorgebbare Anzahl von Überschreitungen der Entgleisungsschwelle festgestellt werden.In the method according to the invention, a derailment risk signal representative of the risk of derailment of the wheel is generated as a function of a speed signal deviation of the current speed signal from the expected speed signal. This derailment risk signal can in turn have any shape or any suitable information content, wherein it represents at least two, preferably several, different risk levels.
In the event that the speed signal deviation exceeds a predefinable derailment threshold, a derailment signal representative of the presence of a derailment of the wheel is then preferably generated, which may also have any suitable shape.
The speed signal deviation, which can be assumed with sufficient certainty of the presence of a derailment, depends strongly on the actual conditions of the respective vehicle as well as the scope and reliability of the information available in each case, in particular the current speed signal and the expected speed signal. Among other things, the degree of redundancy of certain information plays a role in order to prevent uncertainties. Any tolerances or uncertainties involved in the determination of this information may also be taken into account when determining both the derailment threshold and any threshold above which an output of a derailment risk signal occurs.
In preferred variants of the method according to the invention with a reliable, yet rapid assessment of the derailment risk or rapid detection of derailment, the derailment threshold is undershooting the expected speed signal by the current speed signal by at least 6% of the expected speed signal, preferably at least 3% of the expected speed signal. more preferably at least 1% of the expected speed signal is used.
In principle, it is always possible to evaluate only the currently available information or signals when assessing the derailment risk or determining the derailment use. Preferably, however, the time course of these signals, and therefore a history of these signals, is used in order to achieve a stable sequence in which random measurement errors or the like are disregarded. The generation of the derailment risk signal and / or the derailment signal therefore preferably takes place as a function of a time profile of the speed signal deviation.
The assessment of the risk of derailment can in principle be made in any suitable way. Preferably, the more the current speed signal deviates from the expected speed signal, the higher the risk of derailment is assessed. In this case, the derailment signal is preferably generated when the derailment threshold, in particular by a predefinable amount, is exceeded in a predefinable observation period. Additionally or alternatively, the derailment signal can be generated if a specifiable number of exceedances of the derailment threshold are detected within the observation period.

Bei dem erfindungsgemäßen Verfahren wird das Entgleisungssignal generiert, wenn innerhalb des Beobachtungszeitraums eine vorgebbare Variationsfrequenz und/oder eine vorgebbare Variationsamplitude des aktuellen Drehzahlsignals überschritten wird, womit der Umstand berücksichtigt wird, dass ein entgleistes Rad starken Drehzahlschwankungen unterworfen ist. Hierbei versteht es sich, dass durch die kumulative Berücksichtigung der vorgenannten Aspekte natürlich eine entsprechende Redundanz erzielt wird, welche die Zuverlässigkeit der Bewertung erhöht. Wie bereits erwähnt wurde, hängt die Beurteilung des Entgleisungsrisikos von einer Vielzahl von Faktoren bzw. Parametern des zu betrachtenden Fahrzeugs, insbesondere seiner Radeinheiten ab, wobei gewisse Toleranzen vorgesehen sein können, um entsprechende Unsicherheiten bei der Ermittlung der für die Bewertung verwendeten Informationen zu berücksichtigen.
Vorzugsweise wird bei der Ermittlung des aktuellen Drehzahlsignals ein Abnutzungsfaktor des Rades berücksichtigt, da sich die Abnutzung des Rades signifikant auf den Abrollradius und damit die aktuelle Drehzahl einer bestimmten Fahrgeschwindigkeit auswirkt. Zusätzlich oder alternativ wird aus denselben Gründen bei der Ermittlung des erwarteten Drehzahlsignals ein Abnutzungsfaktor wenigstens eines der Räder des Schienenfahrzeugs berücksichtigt. Dies gilt insbesondere dann, wenn das erwartete Drehzahlsignal aus den Drehzahlsignalen mehrerer Räder des Schienenfahrzeugs ermittelt wird. Zusätzlich oder alternativ kann aus denselben Gründen schließlich auch bei der Beurteilung eines Entgleisungsrisikos des Rades ein Abnutzungsfaktor wenigstens eines der Räder des Schienenfahrzeugs berücksichtigt werden.In the method according to the invention, the derailment signal is generated when a predeterminable variation frequency and / or a prescribable variation amplitude of the current speed signal is exceeded within the observation period, which takes into account the fact that a derailed wheel is subject to strong speed fluctuations. It is understood that the cumulative consideration of the aforementioned aspects, of course, a corresponding redundancy is achieved, which increases the reliability of the evaluation. As already mentioned, the assessment of the risk of derailment depends on a large number of factors or parameters of the vehicle to be considered, in particular of its wheel units, whereby certain tolerances may be provided in order to take account of corresponding uncertainties in determining the information used for the evaluation.
Preferably, a wear factor of the wheel is taken into account in the determination of the current speed signal, since the wear of the wheel has a significant effect on the rolling radius and thus the current speed of a certain driving speed. Additionally or alternatively, a wear factor of at least one of the wheels of the rail vehicle is taken into account in the determination of the expected speed signal for the same reasons. This is especially true when the expected speed signal from the speed signals of several wheels of the rail vehicle is determined. Additionally or alternatively, for the same reasons, a wear factor of at least one of the wheels of the rail vehicle can finally be taken into account when assessing a risk of derailment of the wheel.

Die Ermittlung des erwarteten Drehzahlsignals kann grundsätzlich auf beliebige geeignete Weise erfolgen, wobei insbesondere der Umstand genutzt werden kann, dass zwischen der aktuellen Fahrgeschwindigkeit des Fahrzeugs und der Drehzahl seiner Räder eine vorgegebene Beziehung besteht. Vorzugsweise wird zur Ermittlung des erwarteten Drehzahlsignals wenigstens ein für die aktuelle Fahrgeschwindigkeit des Schienenfahrzeugs repräsentatives Fahrzeuggeschwindigkeitssignal verwendet.The determination of the expected speed signal can basically take place in any suitable manner, wherein in particular the circumstance can be used that there is a predetermined relationship between the current driving speed of the vehicle and the speed of its wheels. Preferably, at least one vehicle speed signal representative of the current travel speed of the rail vehicle is used to determine the expected speed signal.

Zusätzlich oder alternativ kann wenigstens ein für die aktuelle Fahrwerksgeschwindigkeit eines Fahrwerks des Schienenfahrzeugs repräsentatives Fahrwerksgeschwindigkeitssignal verwendet werden, welches beispielsweise anhand der Signale von Beschleunigungssensoren am Fahrwerk ermittelt werden kann.Additionally or alternatively, at least one chassis speed signal representative of the current chassis speed of a chassis of the rail vehicle can be used, which can be determined, for example, on the basis of the signals from acceleration sensors on the chassis.

Zusätzlich oder alternativ kann wenigstens ein mittleres Drehzahlsignal verwendet werden, welches für die mittlere Drehzahl einer Mehrzahl von Rädern wenigstens eines Fahrwerks des Schienenfahrzeugs, insbesondere sämtlicher Räder sämtlicher Fahrwerke des Schienenfahrzeugs, repräsentativ ist. Hierbei ist natürlich von Vorteil, die Drehzahlsignale möglichst vieler Räder zu verwenden, da hiermit Unsicherheiten bzw. negative Auswirkungen einzelner Ausreißer vermieden werden können.Additionally or alternatively, at least one average speed signal can be used which is representative of the mean speed of a plurality of wheels of at least one chassis of the rail vehicle, in particular all wheels of all the chassis of the rail vehicle. In this case, of course, it is advantageous to use the speed signals as many wheels as possible, since this uncertainties or negative effects of individual outliers can be avoided.

Besonders vorteilhaft ist es, die Drehzahlsignale nicht angetriebener und vorzugsweise auch nicht gebremster Räder zu verwenden, da an diesen Rädern mangels unmittelbarer Antriebseinflüsse und gegebenenfalls mangels unmittelbarer Bremseinflüsse in der Regel höchstens ein vernachlässigbarer Schlupf auftritt. Demgemäß erlauben diese (mit anderen Worten einfach nur mitlaufenden) Räder eine besonders einfache und exakte Bestimmung der erwarteten Drehzahl bzw. des erwarteten Drehzahlsignals.It is particularly advantageous to use the rotational speed signals of non-driven and preferably also non-braked wheels, since at most negligible slip occurs at these wheels for lack of direct drive influences and possibly for lack of direct braking influences. Accordingly, these wheels (in other words simply just running) allow a particularly simple and exact determination of the expected speed or the expected speed signal.

Hierbei können Abweichungen zwischen den jeweiligen betrachteten Rädern (z. B. unterschiedliche Rollradien) einfach erfasst und berücksichtigt werden, da sie sich stets in derselben Weise manifestieren. So führen z. B. unterschiedliche Rollradien zu gleichbleibend von dem Wert Eins abweichenden Drehzahlverhältnissen der Räder. Haben die Räder eines Radsatzes beispielsweise einen um 1% größeren Rollradius als die Räder eines anderen Radsatzes, so hat der Radsatz mit den kleineren Rädern eine um 1% größere Drehzahl als der Radsatz mit den größeren Rädern.In this case, deviations between the respective considered wheels (eg different rolling radii) can be easily detected and taken into account, since they always manifest themselves in the same way. To lead z. B. different rolling radii to constantly deviating from the value one speed ratios of the wheels. For example, if the wheels of one wheel set have a rolling radius that is 1% greater than the wheels of another wheel set, then the wheel set with the smaller wheels will have a speed that is 1% greater than the wheel set with the larger wheels.

Dabei kann natürlich auch aus Abweichungen von den zu erwartenden Drehzahlverhältnissen zwischen diesen Radsätzen auf die Entgleisungssituation an diesen Rädern bzw. Radeinheiten geschlossen werden und ein Ausschluss einzelner Räder bzw. Radeinheiten aus der Betrachtung bzw. Ermittlung des erwarteten Drehzahlsignals erfolgen.It can of course also deviations from the expected speed ratios between these wheelsets on the derailment situation at this Wheels or wheel units are closed and an exclusion of individual wheels or wheel units from the consideration or determination of the expected speed signal done.

Die vorliegende Erfindung betrifft weiterhin ein Verfahren zum Betreiben eines Schienenfahrzeugs, bei dem mit einem erfindungsgemäßen Verfahren ein Entgleisungssituationssignal generiert wird und dieses Entgleisungssituationssignal an den Fahrzeugführer ausgegeben wird, damit dieser gegebenenfalls entsprechende Maßnahmen einleiten kann, sofern er diese für erforderlich erachtet. Zusätzlich oder alternativ kann das Schienenfahrzeug in Abhängigkeit von dem Entgleisungssituationssignal gesteuert werden, wobei in Abhängigkeit von dem Entgleisungssituationssignal insbesondere eine Antriebseinrichtung des Schienenfahrzeugs und/oder eine Bremseinrichtung des Schienenfahrzeugs angesteuert wird. So kann beispielsweise beim Feststellen eines Entgleisungsrisikos oberhalb einer gewissen Schwelle der Antrieb gedrosselt werden. Ebenso kann beim Feststellen eines Entgleisens der Antrieb abgeschaltet und eine entsprechende Bremsung eingeleitet werden.The present invention further relates to a method for operating a rail vehicle, in which a derailment situation signal is generated by a method according to the invention and this derailment situation signal is output to the driver, so that he may initiate appropriate measures, if he deems this necessary. Additionally or alternatively, the rail vehicle can be controlled as a function of the derailment situation signal, wherein in particular a drive device of the rail vehicle and / or a braking device of the rail vehicle is activated as a function of the derailment situation signal. For example, when determining a risk of derailment above a certain threshold, the drive can be throttled. Similarly, when determining a derailment, the drive can be switched off and a corresponding braking initiated.

Die vorliegende Erfindung betrifft weiterhin eine Vorrichtung zur Entgleisungsüberwachung wenigstens eines Rades eines Fahrwerks eines Schienenfahrzeugs mit einer Erfassungseinrichtung, die dazu ausgebildet ist, ein für eine aktuelle Drehzahl des wenigsten einen Rades repräsentatives aktuelles Drehzahlsignal zu erfassen, und einer mit der Erfassungseinrichtung verbindbaren Verarbeitungseinheit, die dazu ausgebildet ist, in Abhängigkeit von dem Ergebnis eines Vergleichs von in dem Schienenfahrzeug verfügbaren Signalen ein für eine Entgleisungssituation des Rades repräsentatives Entgleisungssituationssignal zu generieren. Die Verarbeitungseinheit ist dazu ausgebildet, aus wenigstens einem in dem Schienenfahrzeug verfügbaren, für den aktuellen Fahrzustand des Schienenfahrzeugs repräsentativen Signal ein für eine aktuell zu erwartende Drehzahl des wenigstens einen Rades repräsentatives erwartetes Drehzahlsignal zu ermitteln, in einem Drehzahlsignalvergleich das aktuelle Drehzahlsignal mit dem erwarteten Drehzahlsignal zu vergleichen, und in Abhängigkeit von dem Ergebnis des Drehzahlsignalvergleichs das Entgleisungssituationssignal zu generieren. Hiermit lassen sich die oben beschriebenen Varianten und Vorteile in demselben Maße realisieren, sodass diesbezüglich ausdrücklich auf die obigen Ausführungen verwiesen wird.The present invention further relates to a device for derailment monitoring at least one wheel of a chassis of a rail vehicle with a detection device which is adapted to detect a representative for a current speed of at least one wheel current speed signal, and connectable to the detection unit processing unit, the is configured to generate depending on the result of a comparison of available signals in the rail vehicle a representative of a derailment situation of the wheel derailment situation signal. The processing unit is configured to determine from at least one signal available in the rail vehicle, representative of the current driving state of the rail vehicle, a current speed to be expected of the at least one expected wheel speed signal, in a speed signal comparison the current speed signal with the expected speed signal and generate the derailment situation signal depending on the result of the speed signal comparison. Hereby, the variants and advantages described above can be realized to the same extent, so that in this regard expressly made to the above statements.

Die vorliegende Erfindung betrifft schließlich ein Schienenfahrzeug mit einer erfindungsgemäßen Vorrichtung zur Entgleisungsüberwachung. Auch hiermit lassen sich die oben beschriebenen Varianten und Vorteile in demselben Maße realisieren, sodass diesbezüglich ausdrücklich auf die obigen Ausführungen verwiesen wird. Bevorzugt ist das Schienenfahrzeug als Fahrzeug für den Hochgeschwindigkeitsverkehr mit einer Nennbetriebsgeschwindigkeit oberhalb von 250 km/h, insbesondere oberhalb von 300 km/h bis 380 km/h, ausgebildet, da hier die beschriebenen Vorteile besonders stark zum Tragen kommen.Finally, the present invention relates to a rail vehicle with a derailment monitoring device according to the invention. Hereby, the variants and advantages described above can be realized to the same extent, so that in this regard expressly made to the above statements. This is preferred Rail vehicle as a vehicle for high-speed traffic with a rated operating speed above 250 km / h, in particular above 300 km / h to 380 km / h, formed, since the benefits described here are particularly strong.

Weitere bevorzugte Ausgestaltungen der Erfindung ergeben sich aus den Unteransprüchen bzw. der nachstehenden Beschreibung bevorzugter Ausführungsbeispiele, welche auf die beigefügten Zeichnungen Bezug nimmt. Es zeigen:

Figur 1
eine schematische Ansicht eines Teils einer bevorzugten Ausführungsform des erfindungsgemäßen Schienenfahrzeugs mit einer bevorzugten Ausführungsform der erfindungsgemäßen Vorrichtung zur Entgleisungsüberwachung, mit der eine bevorzugte Ausführungsform des erfindungsgemäßen Verfahrens zur Entgleisungsüberwachung ausgeführt werden kann.
Further preferred embodiments of the invention will become apparent from the dependent claims and the following description of preferred embodiments, which refers to the accompanying drawings. Show it:
FIG. 1
a schematic view of a portion of a preferred embodiment of the rail vehicle according to the invention with a preferred embodiment of the device according to the invention for derailment monitoring, with a preferred embodiment of the method according to the invention for derailment monitoring can be performed.

Im Folgenden wird unter Bezugnahme auf die Figur 1 ein bevorzugtes Ausführungsbeispiel des erfindungsgemäßen Schienenfahrzeugs 101 beschrieben. Bei dem Schienenfahrzeug 101 handelt es sich um einen Triebzug für den Hochgeschwindigkeitsverkehr, dessen Nennbetriebsgeschwindigkeit oberhalb von 250 km/h, nämlich bei vn = 300 km/h bis 380 km/h, liegt.The following is with reference to the FIG. 1 a preferred embodiment of the rail vehicle 101 according to the invention described. The rail vehicle 101 is a train for high-speed traffic whose rated operating speed is above 250 km / h, namely at v n = 300 km / h to 380 km / h.

Das Fahrzeug 101 umfasst einen Endwagen 102 mit einem Wagenkasten 102.1, der im Bereich seiner beiden Enden in herkömmlicher Weise jeweils auf einem Fahrwerk in Form eines Drehgestells 103 abgestützt ist. Es versteht sich jedoch, dass die vorliegende Erfindung auch in Verbindung mit anderen Konfigurationen eingesetzt werden kann, bei denen der Wagenkasten lediglich auf einem Fahrwerk abgestützt ist. An den Endwagen schließen sich weitere Mittelwagen 104, deren Wagenkästen 104.1 ebenfalls jeweils auf Drehgestellen 103 abgestützt sind.The vehicle 101 comprises an end car 102 with a car body 102.1, which is supported in the region of both ends in a conventional manner in each case on a chassis in the form of a bogie 103. However, it should be understood that the present invention may be used in conjunction with other configurations in which the body is supported on a chassis only. At the end car further middle car 104 close, the car bodies 104.1 are also supported on bogies 103.

Zum einfacheren Verständnis der nachfolgenden Erläuterungen ist in der Figur 1 ein (durch die Radaufstandsebene des Drehgestells 103 vorgegebenes) Fahrzeug-Koordinatensystem x,y,z angegeben, in dem die x-Koordinate die Längsrichtung, die y-Koordinate die Querrichtung und die z-Koordinate die Höhenrichtung des Schienenfahrzeugs 101 bezeichnen.For easier understanding of the following explanations is in the FIG. 1 a vehicle coordinate system x, y, z (predefined by the wheel contact plane of the bogie 103) in which the x-coordinate denotes the longitudinal direction, the y-coordinate the transverse direction and the z-coordinate the height direction of the rail vehicle 101.

Das Drehgestell 103 weist in herkömmlicher Weise zwei Radeinheiten in Form von Radsätzen 103.1 auf, die jeweils zwei Räder 103.2 umfassen. Bei den Drehgestellen 103 handelt es sich teils um angetriebene Triebdrehgestelle und teils um nicht angetriebene Laufdrehgestelle. Die Radsätze 103.1 von Triebdrehgestellen werden über eine Antriebseinrichtung 105 angetrieben, während die Radsätze aller Drehgestelle über Bremseinrichtungen 106 gebremst werden können.The bogie 103 has conventionally two wheel units in the form of wheelsets 103.1, each comprising two wheels 103.2. At the bogies 103 these are partly powered rail bogies and partly non-driven bogies. The wheelsets 103.1 of motor bogies are driven by a drive device 105, while the wheel sets of all bogies can be braked via brake devices 106.

Das Fahrzeug 101 weist in dem Endwagen 102 eine Verarbeitungseinheit in Form einer zentralen Fahrzeugsteuerung 107 auf, die im vorliegenden Beispiel mit entfernten Komponenten unter anderem über eine sich durch das gesamte Fahrzeug 101 erstreckende Kommunikationsverbindung in Form eines Fahrzeugbusses 108 verbunden ist. Es versteht sich hierbei, dass bei anderen Varianten der Erfindung auch eine andere Kommunikationsverbindung gewählt sein kann. Insbesondere kann (unter anderem je nach den Vorgaben bestimmter Sicherheitsrichtlinien oder dergleichen) zusätzlich oder alternativ eine feste Verdrahtung mit den entfernten Komponenten vorgesehen sein.The vehicle 101 has in the end car 102 a processing unit in the form of a central vehicle control 107, which in the present example is connected to removed components inter alia via a communication link extending in the form of a vehicle bus 108 through the entire vehicle 101. It is understood that in other variants of the invention, a different communication connection can be selected. In particular, a fixed wiring with the removed components may additionally or alternatively be provided (inter alia, depending on the specifications of certain safety guidelines or the like).

In der Fahrzeugsteuerung 107 ist im vorliegenden Beispiel eine Überwachung implementiert, welche jedes der Räder 103.2 dahingehend überwacht, ob ein ordnungsgemäßer Kontakt mit der Schiene 109 vorliegt oder ob ein gewisses erhöhtes Entgleisungsrisiko besteht bzw. das betreffende Rad 103.2 entgleist ist.In the vehicle controller 107, monitoring is implemented in the present example which monitors each of the wheels 103.2 as to whether there is proper contact with the rail 109 or whether there is a certain increased risk of derailment or if the relevant wheel 103.2 has derailed.

Zu diesem Zweck analysiert die Fahrzeugsteuerung 107 die Signale von Erfassungseinheiten (einer Erfassungseinrichtung) in Form von Drehzahlsensoren 110, die jedem Radsatz 103.1 zugeordnet sind und in einem ersten Schritt ein für die aktuelle Drehzahl des jeweiligen Radsatzes 103.1 und (wegen der starren Kopplung über die Radsatzwelle) damit auch der beiden Räder 103.2 des jeweiligen Radsatz repräsentativen aktuellen Drehzahlsignale ADSi von i Radsätzen 103.1 liefern. Die aktuellen Drehzahlsignale ADSi der Drehzahlsensoren 110 werden jeweils von einer dem jeweiligen Fahrwerk 103 zugeordneten und mit den Drehzahlsensoren 110 verbundenen Kommunikationseinheit 111 über den Fahrzeugbus 108 an die Fahrzeugsteuerung 107 übermittelt.For this purpose, the vehicle controller 107 analyzes the signals from detection units (a detection device) in the form of speed sensors 110, which are assigned to each wheelset 103.1 and in a first step, one for the current speed of the respective wheelset 103.1 and (because of the rigid coupling via the wheelset shaft ) so that the two wheels 103.2 of the respective wheel set represent representative current speed signals ADSi of i wheelsets 103.1. The current rotational speed signals ADSi of the rotational speed sensors 110 are respectively transmitted to the vehicle control 107 via the vehicle bus 108 by a communication unit 111 assigned to the respective running gear 103 and connected to the rotational speed sensors 110.

Im vorliegenden Beispiel werden die Signale sämtlicher n Radsätze 103 des Fahrzeugs 101 verwendet (d. h. i = 1 bis n). Es versteht sich jedoch, dass der anderen Varianten der Erfindung gegebenenfalls auch nur ein Teil der Signale der vorhandenen Radsätze verwendet werden kann. Insbesondere können beispielsweise nur die m nicht angetriebenen und nicht gebremsten Radsätze 103 des Fahrzeugs 101 betrachtet werden, da hier wie oben beschrieben der Einfluss des Schlupfs vernachlässigbar ist.In the present example, the signals of all the n wheelsets 103 of the vehicle 101 are used (ie i = 1 to n). It is understood, however, that the other variants of the invention, if appropriate, only a part of the signals of the existing wheelsets can be used. In particular, for example, only the m non-driven and non-braked wheelsets 103 of the vehicle 101 can be considered, since here, as described above, the influence of the slip is negligible.

Die aktuellen Drehzahlsignale ADSi sind jedoch nicht nur für die aktuelle Drehzahl des einzelnen Radsatzes 103.1 repräsentativ, vielmehr sind sie auch für den aktuellen Fahrzustand des Fahrzeugs repräsentativ. So steht auch die aktuelle Fahrgeschwindigkeit V des Fahrzeugs bei einem ordnungsgemäßen Kontakt zwischen den Rädern 103.2 und den Schienen 109 aufgrund der geometrischen Gegebenheiten in einer festen Beziehung zu den aktuellen Drehzahlsignalen ADSi in. Demgemäß ergibt sich bei einem ordnungsgemäßen Rad-Schiene-Kontakt auch eine feste Beziehung zwischen den Drehzahlen und damit den Drehzahlsignalen ADSi der einzelnen Radsätze 103.1. Bei gleich großen Rädern 103.2 an allen Radsätzen 103.1 sind beispielsweise sämtliche Drehzahlen im Wesentlichen identisch, während sich bei abweichenden Raddurchmessern abweichende, aber in vorgegebener Beziehung zueinander stehende Drehzahlen ergeben.However, the current speed signals ADSi are not only representative of the current speed of the individual wheelset 103.1, but they are also representative of the current driving state of the vehicle. Thus, the current vehicle speed V of the vehicle is in proper contact between the wheels 103.2 and the rails 109 in a fixed relationship to the current speed signals ADSi in due to the geometric conditions. Accordingly, results in a proper wheel-rail contact and a fixed Relationship between the speeds and thus the speed signals ADSi the individual wheelsets 103.1. For example, all speeds are substantially identical for the same size wheels 103.2 on all wheelsets 103.1, while deviating but in a predetermined relationship to each other result in different wheel diameters.

Gemäß der vorliegenden Erfindung wird daher in der Fahrzeugsteuerung 107 in einem zweiten Schritt wird aus den verfügbaren auch für den aktuellen Fahrzustand des Fahrzeugs 101 repräsentativen aktuellen Drehzahlsignalen ADSi ein für eine aktuell zu erwartende Drehzahl jeweiligen Rades 103.2 repräsentatives erwartetes Drehzahlsignal EDSi ermittelt. Hierzu wird im vorliegenden Beispiel für die Beurteilung der Entgleisungssituation der Räder 103.2 des jeweiligen i-ten Radsatzes 103.1 als erwartetes Drehzahlsignal EDSi für den Radsatz ein Mittelwert MADSj aus den aktuellen Drehzahlsignalen ADSj der j übrigen Radsätze 103.1 gebildet, d. h. EDSi = MADSj (mit i = 1 bis n, j = 1 bis n und j ≠ i).According to the present invention, therefore, in the vehicle controller 107, in a second step, from the available current speed signals ADSi representative of the current driving state of the vehicle 101, a expected speed signal EDSi representative of a currently anticipated speed of respective wheel 103.2 is determined. For this purpose, in the present example, for the assessment of the derailment situation of the wheels 103.2 of the respective ith wheel set 103.1 as expected speed signal EDSi for the wheel set, an average value MADSj is formed from the current speed signals ADSj of the remaining wheel sets 103.1, d. H. EDSi = MADSj (with i = 1 to n, j = 1 to n and j ≠ i).

Hierbei versteht es sich, dass durch geeignete, hinlänglich bekannte Mittel auf Messfehlern oder defekten Sensoren etc. basierende Ausreißer unter den Messwerten der einzelnen Drehzahlsensoren 110 eliminiert werden können. Zudem ist es von Vorteil, die Drehzahlsignale aller Radsätze 103.1 zu verwenden, da hiermit Unsicherheiten bzw. negative Auswirkungen einzelner Ausreißer vermieden werden können. Es versteht sich weiterhin, dass über geeignete, hinlänglich bekannte Mittel auch die Kontaktbedingungen zwischen Rad 103.2 und Schiene 109, insbesondere der aktuell vorliegende Schlupf am jeweiligen Radsatz 103.1 berücksichtigt werden kann, um Verzerrungen des Ergebnisses durch derartige Phänomene auszuschließen bzw. zu kompensieren.It is understood that outliers based on measuring errors or defective sensors, etc., can be eliminated below the measured values of the individual rotational speed sensors 110 by suitable, sufficiently well-known means. In addition, it is advantageous to use the speed signals of all wheelsets 103.1, since this uncertainties or negative effects of individual outliers can be avoided. It is further understood that the contact conditions between wheel 103.2 and rail 109, in particular the currently present slip at the respective wheelset 103.1 can be taken into account by means of suitable, well-known means in order to exclude or compensate for distortions of the result due to such phenomena.

Ebenso kann natürlich auch vorgesehen sein, dass bei der Mittelwertbildung auch das Drehzahlsignal ADSi für den aktuell zu beurteilenden Radsatzes mit verwendet wird. Schließlich kann zur Plausibilitätsprüfung auch eine erwartete Drehzahl über ein auf anderem Wege ermitteltes, für die aktuelle Fahrgeschwindigkeit V des Schienenfahrzeugs repräsentatives Fahrzeuggeschwindigkeitssignal VS verwendet bzw. berücksichtigt werden. Ein solches Fahrwerksgeschwindigkeitssignal VS kann beispielsweise anhand der Signale von Beschleunigungssensoren ermittelt werden, die am Fahrzeug 101, zum Beispiel an einem oder mehreren Fahrwerken 103, angeordnet sind.Likewise, it can of course also be provided that in the averaging also the speed signal ADSi is used for the wheelset currently to be assessed. Finally, for the plausibility check, an expected rotational speed can also be used or taken into account via a vehicle speed signal VS, which is determined by a different method and representative of the current driving speed V of the rail vehicle. Such a chassis speed signal VS, for example, based on the signals be determined by acceleration sensors, which are arranged on the vehicle 101, for example on one or more trolleys 103.

In einem dritten Schritt vergleicht die Fahrzeugsteuerung 107 dann in einem Drehzahlsignalvergleich für den aktuell betrachteten Radsatz 103.1 das aktuelle Drehzahlsignal ADSi mit dem erwarteten Drehzahlsignal EDSi.In a third step, the vehicle controller 107 then compares the current speed signal ADSi with the expected speed signal EDSi in a speed signal comparison for the currently considered wheelset 103.1.

Unterschreitet das aktuelle Drehzahlsignal ADSi das erwartete Drehzahlsignal EDSi für einen vorgegebenen Zeitraum um einen vorgegebenen ersten Grenzwert GD1, so erzeugt die Fahrzeugsteuerung 107 in einem vierten Schritt als Entgleisungssituationssignal ein Entgleisungsrisikosignal ERSi, welches unter anderem über geeignete Ausgabemittel 112 an den Fahrzeugführer ausgegeben wird, sodass dieser gegebenenfalls entsprechende Gegenmaßnahmen ergreifen kann.If the current rotational speed signal ADSi falls below the predicted rotational speed signal EDSi by a predefined first limit value GD1 for a predetermined period of time, the vehicle control 107 generates a derailment risk signal ERSi in a fourth step as a derailment situation signal, which is output to the vehicle driver via suitable output means 112, for example if necessary, take appropriate countermeasures.

Das Entgleisungsrisikosignal ERSi variiert im vorliegenden Beispiel stufenlos oder in vorgegebenen Schritten in Abhängigkeit von der Höhe der Abweichung zwischen dem aktuellen Drehzahlsignal ADSi und dem erwarteten Drehzahlsignal EDSi, sodass hieraus die Höhe des Entgleisungsrisikos abzulesen ist.The derailment risk signal ERSi varies in the present example continuously or in predetermined steps depending on the amount of deviation between the current speed signal ADSi and the expected speed signal EDSi, so that the amount of the derailment risk can be read off.

Weiterhin kann vorgesehen sein, dass die Fahrzeugsteuerung 107 selbst bereits in Abhängigkeit von den Entgleisungsrisikosignal ERSi entsprechende Gegenmaßnahmen einleitet. So kann beispielsweise vorgesehen sein, dass die Leistung der Antriebe 105 reduziert wird und/oder die Bremseinrichtungen 106 aktiviert werden, wobei dies an sämtlichen oder, insbesondere in Abhängigkeit von dem aktuell als entgieisungsgefährdet eingestuften Radsatz 103.1, an ausgewählten Drehgestellen 103 erfolgen kann. Art und Stärke des automatischen Eingriffs kann sich dabei nach der Höhe des Entgleisungsrisikos richten.Furthermore, it can be provided that the vehicle controller 107 itself already initiates corresponding countermeasures as a function of the derailment risk signal ERSi. Thus, for example, it may be provided that the power of the drives 105 is reduced and / or the braking devices 106 are activated, and this can be done on all or, in particular as a function of the wheel set 103.1 currently classified as being endangered by degeneration on selected bogies 103. The nature and extent of the automatic intervention may depend on the level of risk of derailment.

Unterschreitet das aktuelle Drehzahlsignal ADSi das erwartete Drehzahlsignal EDSi für einen vorgegebenen Zeitraum um einen vorgegebenen zweiten Grenzwert GD2, dessen Betrag größer ist als der Betrag des ersten Grenzwerts GD1 und der eine Entgleisungsschwelle darstellt, so wird dies als Zustand eingestuft, in dem mit ausreichend hoher Wahrscheinlichkeit davon ausgegangen wird, dass die Räder 103.2 des betreffenden Radsatzes 103.1 entgleist sind. In diesem Fall erzeugt die Fahrzeugsteuerung 107 in dem vierten Schritt als Entgleisungssituationssignal ein Entgleisungssignal ESi, welches unter anderem über geeignete Ausgabemittel 112 an den Fahrzeugführer ausgegeben wird, sodass dieser gegebenenfalls entsprechende Gegenmaßnahmen ergreifen kann.If the current speed signal ADSi falls short of the expected speed signal EDSi for a predetermined period by a predetermined second limit value GD2 whose amount is greater than the amount of the first limit value GD1 and which represents a derailment threshold, this is classified as a state in which with sufficiently high probability It is assumed that the wheels 103.2 of the respective wheelset 103.1 derailed. In this case, the vehicle controller 107 generates in the fourth step as a derailment situation signal a derailment signal ESi, which is output among other things via suitable output means 112 to the driver, so that this may take appropriate countermeasures.

Weiterhin kann vorgesehen sein, dass die Fahrzeugsteuerung 107 selbst bereits in Abhängigkeit von den Entgleisungssignal ESi entsprechende Gegenmaßnahmen einleitet. So kann beispielsweise vorgesehen sein, dass die Antriebe 105 abgeschaltet werden und die Bremseinrichtungen 106 für eine Notbremsung aktiviert werden, wobei dies wiederum an sämtlichen oder, insbesondere in Abhängigkeit von dem aktuell als entgleist eingestuften Radsatz 103.1, an ausgewählten Drehgestellen 103 erfolgen kann.Furthermore, it can be provided that the vehicle controller 107 itself already initiates corresponding countermeasures as a function of the derailment signal ESi. Thus, for example, it may be provided that the drives 105 are switched off and the brake devices 106 are activated for emergency braking, which in turn can take place on all or, in particular as a function of the wheelset 103.1 currently being classified as derailed, on selected bogies 103.

In beiden Fällen kann vorgesehen sein, dass der automatische Eingriff der Fahrzeugsteuerung 107 unmittelbar erfolgt. Ebenso kann aber auch vorgesehen sein, dass dieser Eingriff erst erfolgt, wenn seitens des Fahrzeugführers nach einer bestimmten vorgegebenen Zeitspanne noch keine oder keine als ausreichend eingestuften Gegenmaßnahmen ergriffen wurden.In both cases, it may be provided that the automatic intervention of the vehicle control 107 takes place immediately. Likewise, however, it can also be provided that this intervention takes place only when no or no countermeasures classified as sufficient have been taken by the vehicle driver after a certain predetermined period of time.

Die Drehzahlsignalabweichung, bei der mit ausreichender Sicherheit von dem Vorliegen einer Entgleisung ausgegangen werden kann, hängt stark von den tatsächlichen Gegebenheiten des Fahrzeugs 101 sowie dem Umfang und der Zuverlässigkeit der jeweils verfügbaren Informationen, insbesondere des aktuellen Drehzahlsignals ADSi und des erwarteten Drehzahlsignals EDSi ab. Hierbei spielt unter anderem auch der Grad der Redundanz bestimmter Informationen eine Rolle, um Unsicherheiten ausschließen zu können. Eventuelle Toleranzen bzw. Unsicherheiten, die bei der Ermittlung dieser Informationen einfließen bzw. bestehen, können auch bei der Festlegung sowohl der Entgleisungsschwelle GD2 für die Ausgabe des Entgleisungssignals ESi als auch der Schwelle GD1 für die Ausgabe des Entgleisungsrisikosignals ERSi berücksichtigt werden.The speed signal deviation, which can be assumed with sufficient certainty of the presence of a derailment, depends strongly on the actual conditions of the vehicle 101 and the extent and reliability of the information available in each case, in particular the current speed signal ADSi and the expected speed signal EDSi. Among other things, the degree of redundancy of certain information plays a role in order to prevent uncertainties. Any tolerances or uncertainties that are included in the determination of this information can also be taken into account when determining both the derailment threshold GD2 for the output of the derailment signal ESi and the threshold GD1 for the output of the derailment risk signal ERSi.

Im vorliegenden wird ais Entgleisungsschwelle GD2 ein Unterschreiten des erwarteten Drehzahlsignals EDSi durch das aktuelle Drehzahlsignal ADSi um 3% des erwarteten Drehzahlsignals EDSi verwendet, während als Schwelle GD1 ein Unterschreiten des erwarteten Drehzahlsignals EDSi durch das aktuelle Drehzahlsignal ADSi um 1% des erwarteten Drehzahlsignals EDSi verwendet wird.In the present case, as the derailment threshold GD2 falls short of the expected speed signal EDSi by the current speed signal ADSi used by 3% of the expected speed signal EDSi, as threshold GD1 falls below the expected speed signal EDSi by the current speed signal ADSi by 1% of the expected speed signal EDSi is used ,

Wie erwähnt, wird bei der Bewertung des Entgleisungsrisikos bzw. dem Feststellen des Entgleisens im vorliegenden Beispiel der zeitliche Verlauf der aktuellen Drehzahlsignalen ADSi und der erwarteten Drehzahlsignale EDSi, mithin also eine Historie dieser Signale, verwendet, um eine stabilen Ablauf zu erzielen, bei dem zufällige Messfehler oder dergleichen unberücksichtigt bleiben.As mentioned, in the evaluation of the derailment risk or the determination of the derailment in the present example, the time course of the current speed signals ADSi and the expected speed signals EDSi, thus a history of these signals, used to achieve a stable process, in the random Measurement errors or the like disregarded.

Dabei kann vorgesehen sein, dass das Entgleisungssignal ESi nur generiert wird, wenn innerhalb des Beobachtungszeitraums eine vorgegebbare Anzahl von Überschreitungen der Entgleisungsschwelle GD2 festgestellt wurde. Zusätzlich oder alternativ kann das Entgleisungssignal ESi generiert werden, wenn innerhalb des Beobachtungszeitraums eine vorgebbare Variationsfrequenz und/oder eine vorgebbare Variationsamplitude des aktuellen Drehzahlsignals ADSi überschritten wird, womit der Umstand berücksichtigt wird, dass ein entgleistes Rad 103.2 starken Drehzahlschwankungen unterworfen ist. Hierbei versteht es sich, dass durch die kumulative Berücksichtigung der vorgenannten Aspekte natürlich eine entsprechende Redundanz erzielt wird, welche die Zuverlässigkeit der Bewertung erhöht.It can be provided that the derailment signal ESi is only generated if a predefinable number of exceedances of the derailment threshold GD2 has been detected within the observation period. Additionally or alternatively, the derailment signal ESi can be generated if within the observation period a predeterminable variation frequency and / or a predeterminable variation amplitude of the current speed signal ADSi is exceeded, taking into account the fact that a derailed wheel 103.2 is subject to strong speed fluctuations. It is understood that the cumulative consideration of the aforementioned aspects, of course, a corresponding redundancy is achieved, which increases the reliability of the evaluation.

Wie bereits erwähnt wurde, hängt die Beurteilung des Entgleisungsrisikos von einer Vielzahl von Faktoren bzw. Parametern des zu betrachtenden Fahrzeugs 101, insbesondere seiner Radsätze 103.1 ab, wobei gewisse Toleranzen vorgesehen sein können, um entsprechende Unsicherheiten bei der Ermittlung der für die Bewertung verwendeten Informationen zu berücksichtigen.As already mentioned, the assessment of the risk of derailment depends on a large number of factors or parameters of the vehicle 101 to be considered, in particular of its wheelsets 103.1, whereby certain tolerances may be provided in order to ensure corresponding uncertainties in determining the information used for the evaluation consider.

Vorzugsweise wird bei der Ermittlung des aktuellen Drehzahlsignals ein Abnutzungsfaktor des Rades 103.2 berücksichtigt, da sich die Abnutzung des Rades 103.2 signifikant auf den Abrollradius und damit die aktuelle Drehzahl einer bestimmten Fahrgeschwindigkeit V auswirkt. Zusätzlich oder alternativ wird aus denselben Gründen bei der Ermittlung des erwarteten Drehzahlsignals EDSi für sämtliche Räder 103.2 ein entsprechender Abnutzungsfaktor berücksichtigt, der über das erwartete Drehzahlsignal EDSi auch bei der Beurteilung eines Entgleisungsrisikos Einfluss findet.Preferably, a wear factor of the wheel 103.2 is taken into account in the determination of the current speed signal, since the wear of the wheel 103.2 has a significant effect on the rolling radius and thus the current speed of a certain driving speed V. Additionally or alternatively, for the same reasons, when determining the expected speed signal EDSi for all wheels 103.2, a corresponding wear factor is taken into account, which also influences the assessment of a derailment risk via the expected speed signal EDSi.

Die vorliegende Erfindung wurde vorstehend ausschließlich anhand eines Triebzugs im Hochgeschwindigkeitsverkehr beschrieben. Es versteht sich jedoch, dass die Erfindung auch im Zusammenhang mit anderen Schienenfahrzeugen zum Einsatz kommen kann.The present invention has been described above solely by means of a train in high-speed traffic. It is understood, however, that the invention can also be used in connection with other rail vehicles.

Weiterhin versteht es sich, dass die vorliegende Erfindung nicht nur für aus mehreren Wagen zusammengesetzte Fahrzeuge eingesetzt werden kann. Vielmehr kann sie natürlich auch an einem Fahrzeug, dass aus einem einzigen Wagen besteht zum Einsatz kommen.Furthermore, it should be understood that the present invention can not be used only for vehicles composed of multiple cars. Rather, it can of course also be used on a vehicle that consists of a single car.

Claims (14)

  1. Method for monitoring the derailment of at least one wheel of a running gear of a rail vehicle, in which
    - in dependence of the result of a comparison of signals available in the rail vehicle (101), a derailment situation signal is generated which is representative of a derailment situation of the at least one wheel (103.2), wherein
    - in a first step, a current rotation speed signal is determined which is representative of a current rotation speed of the at least one wheel (103.2),
    - in a second step, an expected rotation speed signal representative of a currently expected rotation speed of the at least one wheel (103.2) is determined from at least one signal available in the rail vehicle (101) and representative of the current driving state of the rail vehicle (101),
    - in a third step, in a rotation speed signal comparison, the current rotation speed signal is compared with the expected rotation speed signal, and
    - in a fourth step, as a function of the result of the rotation speed signal comparison, the derailment situation signal is generated, wherein,
    - as a function of a rotation speed signal deviation of the current speed signal from the expected rotation speed signal, a derailment risk signal is generated, which is representative of the derailment risk of the wheel (103.2), wherein
    - in the event that the rotation speed signal deviation exceeds a predefinable derailment threshold, a derailment signal is generated which is representative of the presence of a derailment of the wheel (103.2),
    characterized in that
    - the derailment signal is generated, if a predefinable variation frequency of the current rotation speed signal is exceeded,
    and/or
    - the derailment signal is generated, if a predefinable variation amplitude of the current rotation speed signal is exceeded.
  2. Method according to claim 1, characterized in that a drop of the expected rotation speed signal below the current rotation speed signal by at least 6% of the expected rotation speed signal, preferably at least 3% of the expected rotation speed signal, more preferably at least 1% of the expected rotation speed signal, is used as the derailment threshold.
  3. Method according to claim 1 or 2, characterized in that generation of the derailment risk signal and/or the derailment signal takes place as a function of a temporal development of the rotation speed signal deviation.
  4. Method according to any one of the claims 1 to 3, characterized in that
    - the derailment risk is assessed the higher the lower the current rotation speed signal falls below the expected rotation speed signal, wherein,
    - in particular, the derailment signal is generated if
    - in a predefinable observation period, the derailment threshold is exceeded, in particular by a predefinable amount,
    and/or
    - a predefinable number of exceedances of the derailment threshold are detected.
  5. Method according to any one of the preceding claims, characterized in that
    - in the determination of the current rotation speed signal, a wear factor of the wheel (103.2) is taken into account,
    and/or,
    - in the determination of the expected rotation speed signal, a wear factor of at least one of the wheels of the rail vehicle (101) is taken into account,
    and/or,
    - in the assessment of a derailment risk of the wheel (103.2), a wear factor of at least one of the wheels of the rail vehicle (101) is taken into account.
  6. Method according to any one of the preceding claims, characterized in that for the determination of the expected speed signal
    - at least one vehicle speed signal, which is representative of the current speed of the rail vehicle (101), is used,
    and/or
    - at least one running gear speed signal, which is representative of the current running gear speed of a running gear (103) of the rail vehicle (101), is used,
    and/or
    - at least one average rotation speed signal is used, which is representative for the average rotation speed of a plurality of wheels (103.2) of at least one running gear (103) of the rail vehicle (101), in particular of all the wheels (103.2) of all the running gears (103) of the rail vehicle (101).
  7. Method for operating a rail vehicle, in which
    - a derailment situation signal is generated by a method according to one of the preceding claims and
    - the derailment situation signal is output to the vehicle driver
    and/or
    - the rail vehicle (101) is controlled as a function of the derailment situation signal, wherein,
    - in particular, a drive device (105) of the rail vehicle (101) and/or a braking device (106) of the rail vehicle (101) is controlled as a function of the derailment situation signal.
  8. Device for monitoring the derailment of at least one wheel of a running gear of a rail vehicle, with
    - a detection device (110) configured to detect a current rotation speed signal representative of a current rotation speed of the at least one wheel (103.2), and
    - a processing unit (107) connectable with the detection device (110) and designed to generate, depending on the result of a comparison of signals available in the rail vehicle (101), a derailment situation signal representative of a derailment situation of the wheel (103.2),
    - the processing unit (107) is configured to determine an expected speed signal representative for a currently expected rotation speed of the at least one wheel (103.2) from at least one signal available in the rail vehicle (101) and representative of the current driving state of the rail vehicle (101),
    - the processing unit (107) is configured to compare the current rotation speed signal with the expected rotation speed signal in a rotation speed signal comparison, and
    - the processing unit (107) is configured to generate the derailment situation signal as a function of the result of the rotation speed signal comparison, wherein
    - the processing unit (107) is configured to generate a derailment risk signal representative of for the derailment risk of the wheel (103.2) as a function of a rotation speed signal deviation of the current rotation speed signal from the expected rotation speed signal, wherein
    - in the event that the rotation speed signal deviation exceeds a predefinable derailment threshold, the processing unit (107) generates a derailment signal representative of the presence of a derailment of the wheel (103.2),
    characterized in that
    - the processing unit (107) generates the derailment signal when a predefinable variation frequency of the current rotation speed signal is exceeded,
    and/or
    - the processing unit (107) generates the derailment signal when a predefinable variation amplitude of the current rotation speed signal is exceeded.
  9. Device according to claim 8, characterized in that, the processing unit (107) is configured to use, as the derailment threshold, a drop of the expected rotation speed signal below the current rotation speed signal by at least 6% of the expected rotation speed signal, preferably at least 3% of the expected rotation speed signal, more preferably at least 1% of the expected rotation speed signal.
  10. Device according to claim 8 or 9, characterized in that, the processing unit (107) is configured to generate the derailment risk signal and/or the derailment signal as a function of a temporal development of the rotation speed signal deviation.
  11. Device according to any one of claims 8 to 10, characterized in that
    - the processing unit (107) is configured to assess the derailment risk the higher the lower the current rotation speed signal falls below the expected rotation speed signal, wherein
    - the processing unit (107), in particular, generates the derailment signal if
    - in a predefinable observation period, the derailment threshold is exceeded, in particular by a predefinable amount,
    and/or
    - a predefinable number of exceedances of the derailment threshold are detected.
  12. Device according to any one of claims 8 to 11, characterized in that the processing unit (107) is configured to
    - take into account a wear factor of the wheel (103.2) for the determination of the current rotation speed signal,
    and/or
    - to take into account a wear factor of at least one of the wheels of the rail vehicle (101) for the determination of the expected rotation speed signal,
    and/or
    - to take into account a wear factor of at least one of the wheels of the rail vehicle (101) for the assessment of a derailment risk of the wheel (103.2).
  13. Device according to one of the claims 8 to 12, characterized in that the processing device (107), for the determination of the expected rotation speed signal,
    - uses at least one vehicle speed signal, which is representative of the current speed of the rail vehicle (101),
    and/or
    - uses at least one running gear speed signal, which is representative of the current running gear speed of a running gear (103) of the rail vehicle (101),
    and/or
    - uses at least one average rotation speed signal, which is representative for the average rotation speed of a plurality of wheels (103.2) of at least one running gear (103) of the rail vehicle (101), in particular of all the wheels (103.2) of all the running gears (103) of the rail vehicle (101).
  14. Rail vehicle, in particular for high speed traffic with a nominal operating speed above 250 km/h, in particular above 350 km/h, with a device according to any one of claims 8 to 13, wherein the processing unit (107) is configured to
    - output the derailment situation signal to the vehicle driver
    and/or
    - control the rail vehicle (101) as a function of the derailment situation signal, wherein,
    - in particular, a drive device (105) of the rail vehicle (101) and/or a braking device (106) of the rail vehicle (101) is controlled as a function of the derailment situation signal.
EP12715660.2A 2011-04-12 2012-04-11 Rail vehicle with derailment detector Active EP2696904B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL12715660T PL2696904T3 (en) 2011-04-12 2012-04-11 Rail vehicle with derailment detector

Applications Claiming Priority (2)

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DE102011001978A DE102011001978A1 (en) 2011-04-12 2011-04-12 Rail vehicle with derailment monitoring
PCT/EP2012/056566 WO2012140073A1 (en) 2011-04-12 2012-04-11 Rail vehicle having derailment monitoring

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EP2696904A1 EP2696904A1 (en) 2014-02-19
EP2696904B1 true EP2696904B1 (en) 2018-05-30

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DE (1) DE102011001978A1 (en)
DK (1) DK2696904T3 (en)
ES (1) ES2677846T3 (en)
HU (1) HUE039441T2 (en)
LT (1) LT2696904T (en)
PL (1) PL2696904T3 (en)
WO (1) WO2012140073A1 (en)

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CN206187034U (en) * 2013-12-10 2017-05-24 奥地利西门子公司 A equipment for discerning derail or barrier touches rail vehicle
CN106274990B (en) * 2015-06-09 2018-05-08 丹东东方测控技术股份有限公司 Mining rail travel train falls the method and device of rail detection and prevention
DE102015119392A1 (en) * 2015-11-11 2017-05-11 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Method and device for comparison-controlled derailment detection
DE102016125196A1 (en) 2016-12-21 2018-06-21 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Method for derailment detection based on wheel speed signals
DE102017208760A1 (en) 2017-05-23 2018-11-29 Bombardier Transportation Gmbh Method for detecting a derailment of a rail vehicle
AT521877B1 (en) * 2018-10-31 2023-12-15 Siemens Mobility Austria Gmbh Method and device for detecting a derailment condition of a rail vehicle
DE102020213436B3 (en) 2020-10-26 2021-12-30 Bombardier Transportation Gmbh Method and device for detecting a derailed condition of a rail vehicle and rail vehicle
DE102021205040A1 (en) 2021-05-18 2022-11-24 Bombardier Transportation Gmbh Method and device for detecting a derailment of a rail vehicle and rail vehicle

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JP4246919B2 (en) * 1998-08-10 2009-04-02 東急車輛製造株式会社 Rail vehicle derailment detection method and derailment detection device
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Publication number Publication date
ES2677846T3 (en) 2018-08-07
EP2696904A1 (en) 2014-02-19
DE102011001978A1 (en) 2012-10-18
LT2696904T (en) 2018-07-25
HUE039441T2 (en) 2018-12-28
PL2696904T3 (en) 2018-10-31
DK2696904T3 (en) 2018-09-03
WO2012140073A1 (en) 2012-10-18

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