EP3116762B1 - Dispositif de detection d'obstacles pour véhicules ferroviaires - Google Patents

Dispositif de detection d'obstacles pour véhicules ferroviaires Download PDF

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Publication number
EP3116762B1
EP3116762B1 EP15708153.0A EP15708153A EP3116762B1 EP 3116762 B1 EP3116762 B1 EP 3116762B1 EP 15708153 A EP15708153 A EP 15708153A EP 3116762 B1 EP3116762 B1 EP 3116762B1
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EP
European Patent Office
Prior art keywords
signal
stress
evaluation unit
strain
collision
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP15708153.0A
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German (de)
English (en)
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EP3116762A1 (fr
Inventor
Andreas Koller
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Siemens Mobility Austria GmbH
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Siemens Mobility Austria GmbH
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/041—Obstacle detection
    • 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
    • B61F19/00—Wheel guards; Bumpers; Obstruction removers or the like
    • B61F19/04—Bumpers or like collision guards
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
    • B61K9/08—Measuring installations for surveying permanent way
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H13/00—Actuating rail vehicle brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2201/00—Control methods

Definitions

  • the present invention relates to a device for obstacle detection in rail vehicles with a track clearer which is attached to the bogie of a rail vehicle by means of a holding device.
  • a foreign object lying on the route of a rail network can pose a significant risk in the event of a collision.
  • Rail traffic technology has therefore long been familiar with rail clearers or track clearers, which can be used to clear an obstacle from the track.
  • a track clearer usually consists of a steel structure with a collision bar lying transversely to the direction of travel. The collision bar is attached to the main frame of the rail vehicle or to the bogie frame using a mounting bracket.
  • Various regulations on the construction and operation of a rail vehicle stipulate that such a track clearer must be installed in front of the first wheelset in the direction of travel and as close as possible to the top edge of the rail.
  • obstacle detection should be able to detect a specified mass limit, such as 5 kg, as reliably as possible and, if necessary, initiate emergency braking of the rail vehicle.
  • document KR 100 837 174 B1 discloses a device for obstacle detection in a rail vehicle, with a track clearance bar which is held by means of a mounting bracket in front of the first wheelset in the direction of travel on the bogie frame of the rail vehicle, wherein the mounting bracket is formed by two vertically arranged spring elements, each spring element is designed as a leaf spring and is fastened at an upper end to the bogie frame and at a lower end to the track clearance bar, wherein each leaf spring is subjected to bending in the event of a collision, wherein the mounting bracket is formed by the two leaf springs which are spaced apart from one another by a distance which corresponds to the width of the bogie frame.
  • spring elements are used both for mounting the track clearing beam and for measuring the force-time curve in the event of a collision.
  • the mounting bracket of the track clearing beam is formed by vertically arranged spring elements, preferably leaf springs. each leaf spring being attached at an upper end to the bogie frame and at a lower end to the track clearing beam.
  • Each leaf spring has a Measuring transducer in the form of a strain-voltage converter. This measuring transducer is arranged between the upper end and the lower end on a broad surface of a leaf spring and is connected to an on-board evaluation unit via a signal-conducting connection. This makes it possible to detect an obstacle in a differentiated manner and not only when it exceeds a fixed collision limit value. Disturbing influences that occur at increased driving speeds can be better taken into account for subsequent actions. This means that unintentional braking operations occur less frequently.
  • the measurement signal generated by the force measuring device is fed to a signal preprocessing unit on site, i.e. by means of a device arranged on the web clearer holding device.
  • the measurement signal can be an analogue or digital signal, for example. It is advantageous if the measurement signal is checked for plausibility and forwarded to an evaluation unit as an amplified signal.
  • the track clearer holding device is formed by at least two vertically arranged spring elements, each spring element being attached to the bogie at an upper end and to the track clearer at a lower end.
  • the vertical arrangement ensures that the dead weight of the track clearer does not rest on the measuring transducer. As a result, the measuring device is not subjected to shear forces.
  • the strain-voltage converter is a piezoelectric measuring transducer or a strain gauge.
  • Unintentional braking can be prevented in particular if the speed of the rail vehicle is taken into account. This means that unintentional braking occurs less frequently, especially at higher driving speeds.
  • the electronic evaluation unit is designed as a digital computer and is integrated into a safety loop or an electronic vehicle bus. This means that a braking command generated by the evaluation unit can be forwarded directly to the corresponding actuator or reported to the driver.
  • a simple and robust design is constructed in such a way that the mounting bracket is formed by two vertically arranged leaf springs, which are spaced apart from one another by a distance approximately equal to the width of the bogie frame.
  • Each leaf spring acts like a clamped beam that is subjected to bending in the event of a collision, and at the same time as a force sensor that sends a time-dependent force signal to the evaluation unit.
  • Figure 1 shows a schematic view of a bogie frame 5 of a rail vehicle 1.
  • the bogie frame 5 has a front wheel set 11.
  • a track clearance bar 6 arranged transversely to the direction of travel is sketched.
  • This track clearance bar 6 is attached to the bogie frame 5 by means of a mounting bracket 7.
  • the mounting bracket 7 not only forms a mechanical suspension for the track clearing beam 6, but also functions as a force sensor which, in the event of a collision with an obstacle, converts the collision force occurring into a proportional electrical signal and transmits it to an electronic evaluation unit.
  • the mounting bracket 7 is designed as a suspended construction. In the embodiment shown, it consists essentially of two vertically arranged spring plates or leaf springs 8. Each of these leaf springs 8 is made of a spring steel with a rectangular cross-section. This spring steel 8 is attached to the bogie frame at an upper end 9. A lower end 10 of each leaf spring 8 is connected to the track clearance beam 6, which is arranged transversely to the direction of travel. The connection can be made by screwing, riveting or welding. Each leaf spring 8 is in the In the event of a collision, the beam is subjected to bending like a beam clamped on one side.
  • the distance 17 between the leaf springs 8 corresponds approximately to the width of the bogie frame. For bogies mounted on the outside, the distance is slightly larger than the track width, and for bogies mounted on the inside, it is slightly smaller than the track width.
  • the leaf springs 8 are dimensioned in terms of their material properties and their cross-section in such a way that the vibrations and shocks occurring during driving, particularly at higher speeds, do not have a disruptive effect on obstacle detection.
  • FIG. 2 A spatial arrangement of this measuring device 2,3 is shown in the schematic representation of the Figure 2 .
  • a strain-voltage converter 2 with an associated measuring amplifier 3 can be seen on a broad surface 12 of a leaf spring 8.
  • the strain-voltage converter 2 and the measuring amplifier 3 are arranged between the upper end 9 and the lower end 10 on the same broad surface 12 of the leaf spring 8. Holes are shown at the upper and lower ends, with which the leaf spring is screwed to the bogie frame or to the track clearance beam.
  • the strain-voltage converter 2 converts the elastic deformation of the leaf spring 8 that occurs when it collides with an obstacle into a proportional electrical voltage signal. This voltage signal corresponds to an analog force-time curve.
  • the signal is initially fed via the connecting line 4 to a measuring amplifier 3 assigned to the measuring converter 2.
  • the measuring amplifier 3 amplifies the signal of the strain-voltage converter 2 on site to a corresponding analog level so that the signal transmission is less susceptible to interference.
  • the amplified electrical signal then passes from the measuring amplifier 3 via the connecting line 4 to an electronic evaluation unit 13 located on board the rail vehicle 1.
  • the connecting line 4 supplies the energy for the measuring transducer 2 and the measuring amplifier 3 on the one hand, and the signal line to the evaluation unit 13 on the other.
  • the external unit is a digital computer.
  • a comparison is made with a trigger threshold value that depends on the vehicle speed. If the processed measurement signal exceeds a predetermined threshold value, a safety loop 15 is opened directly and emergency braking of the rail vehicle 1 is initiated. If the processed measurement signal remains below a predetermined threshold value, a message is sent to the driver via an internal vehicle bus 16.
  • the threshold value is specified by the evaluation unit depending on the speed and, if necessary, other driving parameters, for example acceleration and impacts.
  • the advantage of the invention is that a collision is not only considered as a threshold value, as is usual up to now. is not only monitored, but an obstacle can be detected in a differentiated manner.
  • the trigger threshold can be set depending on the severity of the collision and the vehicle speed. This means that undesirable braking occurs less frequently.
  • the mounting bracket made of spring steel is mechanically robust and easy to manufacture. Commercially available components can be used as strain-voltage converters. A piezo or strain measuring strip can be attached to the leaf spring in a simple and cost-effective manner using an adhesive connection. Overall, the manufacturing costs of the suspension of the track clearing beam, which is designed as a force sensor, are comparatively low.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)

Claims (4)

  1. Dispositif pour la détection d'obstacles pour un véhicule ferroviaire (1), avec une poutre de déblayage (6), laquelle est maintenue au moyen d'un support de montage (7) devant le premier essieu de roues (11) dans le sens de la marche au niveau du châssis de bogie (5) du véhicule ferroviaire (1), dans lequel le support de montage (7) est formé par deux éléments élastiques (8) disposés verticalement, dans lequel chaque élément élastique (8) est conçu sous la forme d'un ressort à lame et est fixé au niveau d'une extrémité supérieure (9) au châssis de bogie (5) et au niveau d'une extrémité inférieure (10) à la poutre de déblayage (6), dans lequel chaque ressort à lame (8) est sollicité en flexion dans le cas d'une collision, dans lequel chaque élément élastique (8) comprend un convertisseur contrainte-tension (2), lequel est disposé entre l'extrémité supérieure (9) et l'extrémité inférieure (10) sur une surface large (12) d'un élément élastique (8), et dans lequel chaque convertisseur contrainte-tension (2) est relié par l'intermédiaire d'une liaison de transmission de signaux (13) à une unité d'évaluation embarquée (13), dans lequel le support de montage (7) est formé par les deux ressorts à lame, lesquels sont espacés l'un de l'autre d'une distance (17) qui correspond à la largeur du châssis de bogie (5), dans lequel chaque ressort à lame agit comme une poutre encastrée qui est sollicitée en flexion dans le cas d'un télescopage, et simultanément en tant que capteur de force qui envoie un signal de force dépendant du temps à l'unité d'évaluation (13), dans lequel l'unité d'évaluation (13) est configurée pour une comparaison d'un signal de mesure à une valeur de seuil dépendante d'une vitesse de véhicule d'après une analyse technique du point de vue du signal, après laquelle une ouverture directe d'une boucle de sécurité (15) a lieu et un freinage d'urgence est engagé lorsque le signal de mesure dépasse la valeur de seuil, ou après laquelle une notification est effectuée par l'intermédiaire d'un bus de véhicule interne (16) à un conducteur de véhicule lorsque le signal de mesure demeure au-dessous de la valeur de seuil, dans lequel le convertisseur contrainte-tension (2) est conçu sous la forme d'une jauge de contrainte, et dans lequel l'unité d'évaluation (13) est connectée à la boucle de sécurité (15) et au bus de véhicule électronique (16).
  2. Dispositif selon la revendication 1, dans lequel la liaison de transmission de signaux (13) passe par un amplificateur de mesure (3) associé au convertisseur contrainte-tension (2), dans lequel le convertisseur contrainte-tension (2) et l'amplificateur de mesure (3) associé sont disposés conjointement sur la surface large (12) du ressort à lame (8).
  3. Dispositif selon la revendication 2, dans lequel le convertisseur contrainte-tension (2) est un transducteur de mesure piézoélectrique.
  4. Dispositif selon la revendication 1, dans lequel un signal de vitesse (14) du véhicule ferroviaire (1) est fourni à l'unité d'évaluation (13), lequel signal est pris en compte lors du déclenchement d'un processus de freinage.
EP15708153.0A 2014-03-12 2015-02-25 Dispositif de detection d'obstacles pour véhicules ferroviaires Active EP3116762B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50180/2014A AT515578B1 (de) 2014-03-12 2014-03-12 Vorrichtung zur Hinderniserkennung bei Schienenfahrzeugen
PCT/EP2015/053928 WO2015135752A1 (fr) 2014-03-12 2015-02-25 Dispositif de détection d'obstacles de véhicules ferroviaires

Publications (2)

Publication Number Publication Date
EP3116762A1 EP3116762A1 (fr) 2017-01-18
EP3116762B1 true EP3116762B1 (fr) 2024-04-17

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EP15708153.0A Active EP3116762B1 (fr) 2014-03-12 2015-02-25 Dispositif de detection d'obstacles pour véhicules ferroviaires

Country Status (7)

Country Link
US (1) US10286936B2 (fr)
EP (1) EP3116762B1 (fr)
CN (1) CN106103235B (fr)
AT (1) AT515578B1 (fr)
MY (1) MY190942A (fr)
RU (1) RU2647094C1 (fr)
WO (1) WO2015135752A1 (fr)

Families Citing this family (7)

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CN107709132B (zh) * 2015-07-23 2020-11-06 川崎重工业株式会社 铁道车辆的排障装置
AT518142B1 (de) * 2015-12-16 2021-04-15 Siemens Mobility Austria Gmbh Bahnräumer für ein Schienenfahrzeug
DE102016221513B3 (de) * 2016-11-03 2018-01-11 Bombardier Transportation Gmbh Schienenfahrzeug mit Schienenräumer und Schienenräumer für ein Schienenfahrzeug
DE102016221512B3 (de) * 2016-11-03 2018-01-11 Bombardier Transportation Gmbh Schienenfahrzeug mit einer Schutzeinrichtung und Schutzeinrichtung für ein Schienenfahrzeug
CN107628066A (zh) * 2017-09-22 2018-01-26 江苏必得科技股份有限公司 用于轨道车辆的障碍物和脱轨监测装置
CN109305177B (zh) * 2018-10-26 2020-02-14 中车南京浦镇车辆有限公司 一种地铁车辆障碍物探测装置防脱结构
CN110254479A (zh) * 2019-06-18 2019-09-20 江苏必得科技股份有限公司 障碍物与脱轨检测装置

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WO2008122547A1 (fr) * 2007-04-04 2008-10-16 Bombardier Transportation Gmbh Identification d'états compromettant la sécurité des passagers d'un véhicule ferroviaire
US20120192757A1 (en) * 2009-09-23 2012-08-02 Siemens Ag Brake system having smart actuator for braking a rail-guided vehicle
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Also Published As

Publication number Publication date
CN106103235A (zh) 2016-11-09
MY190942A (en) 2022-05-23
AT515578B1 (de) 2015-12-15
US20170015335A1 (en) 2017-01-19
EP3116762A1 (fr) 2017-01-18
WO2015135752A1 (fr) 2015-09-17
AT515578A1 (de) 2015-10-15
CN106103235B (zh) 2018-12-18
RU2647094C1 (ru) 2018-03-13
US10286936B2 (en) 2019-05-14

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