EP3374246B1 - Method and device for comparison-controlled detection of derailing - Google Patents

Method and device for comparison-controlled detection of derailing Download PDF

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Publication number
EP3374246B1
EP3374246B1 EP16798665.2A EP16798665A EP3374246B1 EP 3374246 B1 EP3374246 B1 EP 3374246B1 EP 16798665 A EP16798665 A EP 16798665A EP 3374246 B1 EP3374246 B1 EP 3374246B1
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Prior art keywords
measurement data
bogies
wheelsets
rail vehicle
bogie
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German (de)
French (fr)
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EP3374246A1 (en
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Ulf Friesen
Frank GÜNTHER
Reinhold Mayer
Stefan Schneider
Andrea ETZBACH
Marc-Oliver Herden
Stefan Sedlmair
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Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
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Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
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    • 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

Definitions

  • the present invention relates to a device and a method for detecting a derailment of a rail vehicle with a large number of individual wheelsets or bogies.
  • the invention also relates to a computer program with code means for executing the steps of the aforementioned method on a computer system, and a computer-readable storage medium on which a program code with the code means of the computer program is stored.
  • the derailment of a wheelset or a bogie of a rail vehicle often cannot be recognized by the train driver, especially in the case of long trains.
  • the derailed wheelset then goes unnoticed and is dragged along, and the derailed wagon runs the risk of colliding with a tunnel, bridge or oncoming train.
  • a derailment In order to keep this risk low, a derailment must be detected as early as possible so that the train driver or the brake controller of the rail vehicle can take appropriate countermeasures, such as emergency braking.
  • systems are in use that measure and process accelerations on the wagon, eg on the axle bearing or bogie.
  • a derailed wheelset is subject to accelerations caused by the derailment, it is known to monitor the acceleration of the wheelset, preferably the vertical acceleration, directly on the wheel by means of an acceleration sensor.
  • a derailed wheelset rolls or jumps over the superstructure of the traveled lane, causing strong impacts and thus high accelerations in the wheelset.
  • the acceleration signal output by the acceleration sensor can then be evaluated by an evaluation device in order to determine the status of the wheelset, whether it has derailed or not.
  • the acceleration of the bogie can also be monitored, but this is damped. For example, acceleration signals on the axle bearings of a wagon are evaluated for detection and a derailment is recognized when a derailed wheel set drives over sleepers.
  • the systems for derailment detection currently used in practice are either limited in their application to a specific speed and/or require a specific superstructure of the track body so that a derailment can be detected.
  • the systems currently used in practice for detecting derailments can only be used to a limited extent or not at all.
  • the disadvantage of this method is that it "only” detects the actual derailment process. If, for any reason, e.g. due to external influences such as track position, cornering, higher speeds, etc., the behavior differs from the expected acceleration curve, the derailment will not be recognized.
  • the pamphlet JP 2000 006807 A discloses a railway vehicle provided with means for detecting abnormalities during running and a method thereof.
  • there are acceleration detection means on a plurality of bogies are present, the acceleration signals of which are respectively compared, and when any one of the acceleration signals assumes a value exceeding a specified value compared with other signals, an abnormality is detected.
  • the invention is based on the object of providing a detection mechanism that enables detection both in all speed ranges (especially at higher speeds) and independently of the type of roadway (humps, solid roadway, . . . ).
  • the invention relates to a computer-readable storage medium on which is stored a program code that can be executed on a computer system and that generates or implements the steps of the aforementioned method.
  • the invention relates to a computer program with code means which, when executed on a computer system, generate or implement the steps of the aforementioned method.
  • a derailment of a rail vehicle is detected by collecting and comparing measurement data from a large number of wheel sets (10-1 to 10-n) or bogies of the rail vehicle that characterize the driving operation, with a derailment being determined when the measurement data of at least one wheel set or bogie deviate by at least a predetermined extent from the measurement data of the other wheelsets or bogies.
  • the basic idea of the invention is therefore to differentiate between the states “not derailed” and "derailed” at several measuring points on the train or bogie or the axles, in that the measured data indicate the vibrations, preferably in the vertical direction, and the wheel speed and the measured data of several wheel sets or Individual wheels are compared.
  • other data e.g. optical data, e.g.
  • the measurement data can indicate a distance between wheel and rail on the respective wheelset or bogie.
  • a derailment can be concluded if a significant deviation of the measured distance from the other measuring points is determined at one measuring point.
  • the measurement data of a middle wheel set or a middle bogie can be compared with the measurement data of a predetermined number (e.g. one or two) of wheel sets or bogies in front and behind.
  • the received measurement data can be assigned for the comparison according to a time offset with which the respective wheel sets or bogies travel over the same location on a rail. This can ensure that the measurement data are compared with one another at the correct time and incorrect decisions are avoided.
  • the comparison of the collected measurement data is carried out on a cross-correlation or a cross-correlation spectrum.
  • a reliable evaluation can be achieved based on the similarity of the measurement data collected at different measurement points.
  • the comparison can be based, for example, on whether the maximum of the cross-correlation is shown at a time offset resulting from the traveling speed of the rail vehicle and the distance between the axles of the wheel sets or bogies compared.
  • the collected measurement data can be post-processed in order to increase the reliability of the comparison operation.
  • the post-processing can include, for example, at least one of resampling, filtering, formation of a floating effective value or a standard deviation, and formation of an average.
  • a description of advantageous exemplary embodiments follows using an exemplary rail vehicle with a number n of wheelsets with associated measuring points for obtaining measurement data characterizing the driving operation.
  • FIG. 1 shows a schematic block diagram of a system for detecting a derailment, the measurement data indicating vibrations during driving operation being obtained on n wheel sets 10-1 to 10-n by means of corresponding detectors (D) 20-1 to 20-n.
  • the measurement data or measurement signals at the output of the detectors 20-1 to 20-n can then optionally undergo post-processing in corresponding post-processing devices (N) 30-1 to 30-n.
  • Such post-processing of the measured data before the comparison can, for example, include at least one processing from resampling, filtering, moving effective value or standard deviation and moving average. This can either reduce the computing time or data transmission or increase the reliability of the algorithm.
  • the measured vibration data (preferably in the vertical direction, other data such as optical data for measuring the wheel-rail distance would also be conceivable as an alternative to vibrations) are obtained from the multiple wheel sets or individual wheels 10-1 to 10-n and, if necessary, post-processed.
  • the measured data is then compared in a comparison device (V) 40, the measured data of each wheelset 10-1 to 10-n being compared with the measured data of the wheelset in front of and behind in the direction of travel of the rail vehicle. It is assumed that driving over the same place causes comparable vibrations (or other characteristics of driving operation) in all non-derailed wheelsets, while the behavior of derailed wheelsets differs significantly.
  • the comparison device 40 determines by comparing the collected measurement data that along the rail vehicle at least one wheelset has significant differences in the measurement data (ie the measurement data by at least a predetermined extent deviate from the measurement data of the other wheel sets or bogies), a derailment is assumed and a corresponding output signal 50 is emitted.
  • the time offset with which the wheel sets 10-1 to 10-n travel over the same location on the rail can be taken into account, so that the measurement data can be compared at the correct time.
  • the comparison in the comparison device 40 can take place on the basis of a cross-correlation or a cross-power density spectrum between the measurement data of the vibrations (e.g. acceleration data or signals).
  • a comparison can be made as to whether the maximum of the correlation occurs at a time offset that results from the known driving speed and the known distance between the compared axles.
  • One advantage of the proposed comparison-controlled detection of derailments is that reliable detection of a derailment is also possible in cases in which the acceleration level of the derailed and non-derailed state differs only slightly. This is the case, for example, with a poor track section, in which high vibrations occur even when the track has not derailed, or with a slab track, which only causes low vibrations without a characteristic frequency content even when it has derailed.
  • FIG. 2 12 shows a flowchart of a derailment detection method according to a second embodiment, which can be implemented, for example, as software in a computer-controlled derailment detection device.
  • step 201 measurement data of a parameter characterizing the driving operation (e.g. vibration, acceleration, wheel-rail distance, etc.) measured at various measuring points (e.g. on the wheel sets or bogies) along the rail vehicle are collected during operation of the rail vehicle.
  • step 202 an optional post-processing of the data follows in the manner described above.
  • step 203 the measurement data are subjected to a comparison, as explained in the first exemplary embodiment, for example, and in the subsequent step 204 it is continuously checked whether the measured parameter data show a marked or significant difference at at least one of the measurement points, i.e. by at least a predetermined extent deviate from the measurement data of the other wheelsets or bogies.
  • step 204 the process jumps back to step 201 and new parameter data is read from the detectors read and collected at the measuring points.
  • step 204 the sequence moves to step 205 and derailment measures (that is to say signaling measures and/or countermeasures in the event of derailments) are initiated.
  • the method according to the second exemplary embodiment can also be used together with other methods for detecting derailments in order to increase the accuracy of their statements. Furthermore, the method can also be combined with a measurement of the wheel speed in order to derive the current wheel diameter and to compensate for the wheel diameter. Because wheel diameter changes slowly due to wear, wear and derailment can be distinguished from each other.
  • a device and a method for detecting a derailment of a rail vehicle have been described, with measurement data characterizing driving operation being collected and compared from a large number of wheel sets or bogies of the rail vehicle, and with the existence of a derailment being determined when the measurement data of at least one wheel set or bogie deviate by at least a predetermined extent from the measurement data of the other wheelsets or bogies.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Traffic Control Systems (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)

Description

Die vorliegende Erfindung betrifft eine Vorrichtung und ein Verfahren zur Erfassung einer Entgleisung eines Schienenfahrzeugs mit einer Vielzahl von individuellen Radsätzen oder Drehgestellen. Die Erfindung betrifft außerdem ein Computerprogramm mit Codemitteln zur Ausführung der Schritte des vorgenannten Verfahrens auf einem Computersystem, und ein computerlesbares Speichermedium, auf dem ein Programmcode mit den Codemitteln des Computerprogramms gespeichert ist.The present invention relates to a device and a method for detecting a derailment of a rail vehicle with a large number of individual wheelsets or bogies. The invention also relates to a computer program with code means for executing the steps of the aforementioned method on a computer system, and a computer-readable storage medium on which a program code with the code means of the computer program is stored.

Ohne technische Hilfsmittel kann eine Entgleisung eines Radsatzes oder eines Drehgestells eines Schienenfahrzeugs vom Zugführer, insbesondere bei langen Zügen, oft nicht erkannt werden. Der entgleiste Radsatz bleibt dann unbemerkt und wird mitgeschleift, und der entgleiste Wagen läuft Gefahr, mit einem Tunnel, einer Brücke oder einem entgegenkommenden Zug zu kollidieren. Um diese Gefahr gering zu halten, muss eine Entgleisung möglichst frühzeitig erkannt werden, so dass von dem Zugführer oder der Bremssteuerung des Schienenfahrzeugs entsprechende Gegenmaßnahmen wie beispielsweise eine Notbremsung eingeleitet werden können.Without technical aids, the derailment of a wheelset or a bogie of a rail vehicle often cannot be recognized by the train driver, especially in the case of long trains. The derailed wheelset then goes unnoticed and is dragged along, and the derailed wagon runs the risk of colliding with a tunnel, bridge or oncoming train. In order to keep this risk low, a derailment must be detected as early as possible so that the train driver or the brake controller of the rail vehicle can take appropriate countermeasures, such as emergency braking.

In der Praxis werden neben einfachen mechanischen Systemen (Querbalken, die bei Kontakt mit der Schiene oder Hindernissen eine Meldung/Aktion veranlassen) und pneumatischen Detektoren (FederMasse-Schwinger, der bei einer bestimmten Vibrationsschwelle ein Ventil öffnet und die Hauptluftleitung öffnet) vor allem bei Güterwagen elektronische Systeme zur Erkennung von Entgleisungen eingesetzt.In practice, in addition to simple mechanical systems (crossbars that trigger a message/action when they come into contact with the rail or obstacles) and pneumatic detectors (spring-mass oscillator that opens a valve and opens the main air line at a certain vibration threshold), this is mainly used in freight wagons electronic systems used to detect derailments.

Neben Verfahren zur induktiven Ermittlung der Gleislage sind Systeme in Gebrauch, die Beschleunigungen am Wagen, z.B. am Achslager bzw. Drehgestell messen und weiterverarbeiten. Da ein entgleister Radsatz durch die Entgleisung hervorgerufenen Beschleunigungen unterworfen ist, ist es bekannt, die Beschleunigung des Radsatzes, vorzugsweise die Vertikalbeschleunigung, direkt am Rad mittels eines Beschleunigungssensors zu überwachen. Insbesondere rollt bzw. springt ein entgleister Radsatz über den Oberbau der befahrenen Fahrspur, wodurch starke Stöße und dadurch hohe Beschleunigungen in den Radsatz eingeprägt werden. Das von dem Beschleunigungssensor ausgegebene Beschleunigungssignal kann dann von einer Auswerteeinrichtung ausgewertet werden, um den Zustand des Radsatzes, entgleist oder nicht entgleist, zu bestimmen. Grundsätzlich kann auch die Beschleunigung des Drehgestells überwacht werden, welches jedoch gedämpft ist. Bspw. werden zur Detektion Beschleunigungssignale an den Achslagern eines Wagens auswertet und eine Entgleisung erkennt, wenn ein entgleister Radsatz über Schwellen fährt.In addition to methods for inductively determining the position of the track, systems are in use that measure and process accelerations on the wagon, eg on the axle bearing or bogie. Since a derailed wheelset is subject to accelerations caused by the derailment, it is known to monitor the acceleration of the wheelset, preferably the vertical acceleration, directly on the wheel by means of an acceleration sensor. In particular, a derailed wheelset rolls or jumps over the superstructure of the traveled lane, causing strong impacts and thus high accelerations in the wheelset. The acceleration signal output by the acceleration sensor can then be evaluated by an evaluation device in order to determine the status of the wheelset, whether it has derailed or not. In principle, the acceleration of the bogie can also be monitored, but this is damped. For example, acceleration signals on the axle bearings of a wagon are evaluated for detection and a derailment is recognized when a derailed wheel set drives over sleepers.

Aus der DE 199 53 677 C1 ist ein Verfahren bekannt, bei dem das Signal des Beschleunigungssensors zweifach integriert und mit einem oberen und einem unteren Grenzwert verglichen wird, wobei bei Unterschreiten bzw. Überschreiten des jeweiligen Grenzwerts auf eine Entgleisung erkannt wird. Nachteilig hieran ist jedoch, dass eine Entgleisungsdetektion nur zum eigentlichen Entgleisungszeitpunkt möglich ist, jedoch nicht mehr danach.From the DE 199 53 677 C1 a method is known in which the signal from the acceleration sensor is integrated twice and compared with an upper and a lower limit value, with a derailment being detected if the respective limit value is exceeded or not reached. The disadvantage here, however, is that derailment detection is only possible at the actual time of the derailment, but no longer afterwards.

Ferner ist es bekannt, das Beschleunigungssignal auf eine Korrelation mit einer Schwellenfachfrequenz hin zu prüfen. Dies setzt jedoch das Vorhandensein von Schwellen im Gleisoberbau voraus, wobei noch hinzukommt, dass die Schwellen hierbei gleichmäßige Abstände aufweisen müssen und die Geschwindigkeit des Schienenfahrzeugs innerhalb eines bestimmten Bereichs liegen muss.It is also known to check the acceleration signal for correlation with a threshold bin frequency. However, this presupposes the presence of sleepers in the track superstructure, with the addition that the sleepers must be evenly spaced and the speed of the rail vehicle must be within a certain range.

Die derzeit in der Praxis eingesetzten Systeme zur Entgleisungsdetektion sind jedoch entweder in ihrer Anwendung auf eine bestimmte Geschwindigkeit limitiert und/oder setzen einen bestimmten Oberbau des Gleiskörpers voraus, damit eine Entgleisung erkannt werden kann. Für Züge mit Geschwindigkeiten über 100 km/h und für Strecken mit sogenannter "Fester Fahrbahn" sind die derzeit in der Praxis angewendeten Systeme zur Entgleisungsdetektion nur eingeschränkt oder gar nicht verwendbar. Der Nachteil dieser Verfahren ist auch, dass damit "nur" der eigentliche Entgleisungsvorgang detektiert wird. Sollte aus irgendeinen Grund z.B. durch äußere Einflüsse wie Gleislage, Kurvenfahrten, höhere Geschwindigkeiten usw. das Verhalten anders als der erwartete Beschleunigungsverlauf sein, wird die Entgleisung nicht erkannt.However, the systems for derailment detection currently used in practice are either limited in their application to a specific speed and/or require a specific superstructure of the track body so that a derailment can be detected. For trains with speeds over 100 km/h and for routes with so-called "slab track" the systems currently used in practice for detecting derailments can only be used to a limited extent or not at all. The disadvantage of this method is that it "only" detects the actual derailment process. If, for any reason, e.g. due to external influences such as track position, cornering, higher speeds, etc., the behavior differs from the expected acceleration curve, the derailment will not be recognized.

Die Druckschrift JP 2000 006807 A offenbart ein Schienenfahrzeug, das mit einem Mittel zum Erfassen von Abnormitäten während des Fahrens versehen ist, und ein Verfahren dazu. Um beispielsweise ein Entgleisen zu erkennen, sind Beschleunigungserfassungsmittel an einer Mehrzahl von Drehgestellen vorhanden, deren Beschleunigungssignale jeweils verglichen werden, und wenn eines der Beschleunigungssignale einen Wert annimmt, der, verglichen mit anderen Signalen, über einem spezifizierten Wert liegt, wird eine Abnormität erkannt.The pamphlet JP 2000 006807 A discloses a railway vehicle provided with means for detecting abnormalities during running and a method thereof. In order to detect a derailment, for example, there are acceleration detection means on a plurality of bogies are present, the acceleration signals of which are respectively compared, and when any one of the acceleration signals assumes a value exceeding a specified value compared with other signals, an abnormality is detected.

Der Erfindung liegt die Aufgabe zugrunde, einen Erkennungsmechanismus bereitzustellen, der sowohl in allen Geschwindigkeitsbereichen (vor allem bei höheren Geschwindigkeiten) als auch unabhängig vom Fahrbahntyp (Schwellen, feste Fahrbahn, ...) eine Detektion ermöglicht.The invention is based on the object of providing a detection mechanism that enables detection both in all speed ranges (especially at higher speeds) and independently of the type of roadway (humps, solid roadway, . . . ).

Diese Aufgabe wird durch die Merkmale der unabhängigen Ansprüche gelöst.This object is solved by the features of the independent claims.

Ferner betrifft die Erfindung ein computerlesbares Speichermedium, auf dem ein auf einem Computersystem ausführbarer Programmcode gespeichert ist, welcher die Schritte des vorgenannten Verfahrens erzeugt bzw. implementiert.Furthermore, the invention relates to a computer-readable storage medium on which is stored a program code that can be executed on a computer system and that generates or implements the steps of the aforementioned method.

Des Weiteren betrifft die Erfindung ein Computerprogramm mit Codemitteln, die bei deren Ausführung auf einem Computersystem die Schritte des vorgenannten Verfahrens erzeugen bzw. implementieren.Furthermore, the invention relates to a computer program with code means which, when executed on a computer system, generate or implement the steps of the aforementioned method.

Somit erfolgt die Erfassung einer Entgleisung eines Schienenfahrzeugs dadurch, dass den Fahrbetrieb charakterisierende Messdaten einer Vielzahl von Radsätzen (10-1 bis 10-n) oder Drehgestellen des Schienenfahrzeugs gesammelt und verglichen werde, wobei eine Entgleisung dann festgestellt wird, wenn die Messdaten zumindest eines Radsatzes oder Drehgestells um mindestens ein vorbestimmtes Ausmaß von den Messdaten der übrigen Radsätze oder Drehgestelle abweichen. Grundgedanke der Erfindung ist also, an mehreren Messstellen am Zug oder Drehgestell oder den Achsen zwischen den Zuständen "nicht entgleist" und "entgleist" zu unterscheiden, indem die Messdaten die Vibrationen, vorzugsweise in Vertikalrichtung, und die Raddrehzahl angeben und die Messdaten mehrerer Radsätze oder Einzelräder verglichen werden. Darüber hinaus können auch andere Dater, z.B. optische Daten bspw. zur Abstandsmessung Rad-Schiene, oder mechanische oder elektrische Messgrößen mehrerer Radsätze oder Einzelräder verglichen werden. Dabei wird davon ausgegangen, dass das Überfahren desselben Ortes in allen nicht entgleisten Radsätzen vergleichbare Vibrationen hervorruft, während das Verhalten entgleister Radsätze deutlich davon abweicht. Dieses Vorgehen ist vor allem dann vorteilhaft, wenn sich der entgleiste und nicht entgleiste Zustand im Beschleunigungsniveau nur geringfügig unterscheiden und daher nur eine relative oder vergleichsabhängige Auswertung zuverlässige Ergebnisse liefert. Die durch die Messdaten angegebene Raddrehzahl ermöglicht eine ergänzende Anwendung zum Ableiten eines Raddurchmessers zur Raddurchmesserkompensation.Thus, a derailment of a rail vehicle is detected by collecting and comparing measurement data from a large number of wheel sets (10-1 to 10-n) or bogies of the rail vehicle that characterize the driving operation, with a derailment being determined when the measurement data of at least one wheel set or bogie deviate by at least a predetermined extent from the measurement data of the other wheelsets or bogies. The basic idea of the invention is therefore to differentiate between the states "not derailed" and "derailed" at several measuring points on the train or bogie or the axles, in that the measured data indicate the vibrations, preferably in the vertical direction, and the wheel speed and the measured data of several wheel sets or Individual wheels are compared. In addition, other data, e.g. optical data, e.g. for measuring the distance between wheel and rail, or mechanical or electrical measured variables of several wheelsets or individual wheels can be compared. It is assumed that driving over the same place causes comparable vibrations in all wheelsets that have not derailed, while the behavior of derailed wheelsets differs significantly. This procedure is particularly advantageous if the derailed and non-derailed state differ only slightly in terms of the acceleration level and therefore only a relative or comparison-dependent evaluation provides reliable results. The wheel speed indicated by the measurement data enables an additional application for deriving a wheel diameter for wheel diameter compensation.

Gemäß einer vorteilhaften Weiterbildung können die Messdaten einen Abstand zwischen Rad und Schiene am jeweiligen Radsatz oder Drehgestell angeben. Somit kann durch Vergleich der Abstände an den verschiedenen Messstellen auf eine Entgleisung geschlossen werden, wenn an einer Messstelle eine signifikante Abweichung des gemessenen Abstands gegenüber den übrigen Messstellen festgestellt wird.According to an advantageous development, the measurement data can indicate a distance between wheel and rail on the respective wheelset or bogie. Thus, by comparing the distances at the various measuring points, a derailment can be concluded if a significant deviation of the measured distance from the other measuring points is determined at one measuring point.

Gemäß einer weiteren vorteilhaften Weiterbildung können die Messdaten jeweils eines mittleren Radsatzes oder ein mittleres Drehgestells mit den Messdaten einer vorbestimmte Anzahl (z.B. ein oder zwei) davor und dahinter liegender Radsätze oder Drehgestelle zu vergleichen.According to a further advantageous development, the measurement data of a middle wheel set or a middle bogie can be compared with the measurement data of a predetermined number (e.g. one or two) of wheel sets or bogies in front and behind.

Gemäß einer weiteren vorteilhaften Weiterbildung können die empfangenen Messdaten entsprechend einem zeitlichen Versatz, mit dem die jeweiligen Radsätze oder Drehgestelle denselben Ort auf einer Schiene überfahren, für den Vergleich zugeordnet werden. Dadurch kann sichergestellt werden, dass die Messdaten zeitrichtig miteinander verglichen und Fehlentscheidungen vermieden werden.According to a further advantageous development, the received measurement data can be assigned for the comparison according to a time offset with which the respective wheel sets or bogies travel over the same location on a rail. This can ensure that the measurement data are compared with one another at the correct time and incorrect decisions are avoided.

Der Vergleich der gesammelten Messdaten wird auf einer Kreuzkorrelation oder einem Kreuzkorrelationsspektrum durchgerführt. Durch diesen Vergleichsansatz kann eine zuverlässige Auswertung auf Grundlage der Ähnlichkeit der gesammelten Messdaten an verschiedenen Messstellen erzielt werden. Im Einzelnen kann der Vergleich bspw. darauf abgestellt werden, ob sich das Maximum der Kreuzkorrelation bei einem zeitlichen Versatz zeigt, der sich aus der Fahrtgeschwindigkeit des Schienenfahrzeugs und dem Abstand der Achsen der verglichenen Radsätze oder Drehgestelle ergibt.The comparison of the collected measurement data is carried out on a cross-correlation or a cross-correlation spectrum. With this comparison approach, a reliable evaluation can be achieved based on the similarity of the measurement data collected at different measurement points. Specifically, the comparison can be based, for example, on whether the maximum of the cross-correlation is shown at a time offset resulting from the traveling speed of the rail vehicle and the distance between the axles of the wheel sets or bogies compared.

Gemäß einer noch weiteren vorteilhaften Weiterbildung kann eine Nachbereitung der gesammelten Messdaten vorgenommen werde, um die Zuverlässigkeit der Vergleichsoperation zu erhöhen. Die Nachbereitung kann dabei bspw. zumindest eines aus Neuabtastung, Filterung, Bildung eines gleitenden Effektivwerts oder einer Standardabweichung, und Bildung eines Mittelwerts umfassen.According to yet another advantageous development, the collected measurement data can be post-processed in order to increase the reliability of the comparison operation. The post-processing can include, for example, at least one of resampling, filtering, formation of a floating effective value or a standard deviation, and formation of an average.

Weitere vorteilhafte Ausgestaltungen und Weiterbildungen der Erfindung ergeben sich aus den abhängigen Ansprüchen.Further advantageous configurations and developments of the invention result from the dependent claims.

Die Erfindung wird nachfolgend anhand von Ausführungsbeispielen unter Bezugnahme auf die beigefügten Zeichnungsfiguren näher erläutert. Es zeigen:

Fig. 1
ein schematisches Blockschaltbild eines Systems zur Entgleisungserfassung gemäß einem ersten Ausführungsbeispiel; und
Fig. 2
ein Flussdiagramm eines Verfahrens zur Entgleisungserfassung gemäß einem zweiten Ausführungsbeispiel.
The invention is explained in more detail below using exemplary embodiments with reference to the accompanying drawing figures. Show it:
1
a schematic block diagram of a system for derailment detection according to a first embodiment; and
2
a flowchart of a method for derailment detection according to a second embodiment.

Es folgt eine Beschreibung vorteilhafter Ausführungsbeispiele anhand eines beispielhaften Schienenfahrzeugs mit einer Anzahl n von Radsätzen mit zugehörigen Messstellen zur Gewinnung von den Fahrbetrieb charakterisierenden Messdaten.A description of advantageous exemplary embodiments follows using an exemplary rail vehicle with a number n of wheelsets with associated measuring points for obtaining measurement data characterizing the driving operation.

Fig. 1 zeigt ein schematisches Blockschaltbild eines Systems zur Erfassung einer Entgleisung, wobei die Vibrationen beim Fahrbetrieb angebende Messdaten an n Radsätzen 10-1 bis 10-n mittels entsprechender Detektoren (D) 20-1 bis 20-n gewonnen werden. Die Messdaten oder Messsignale am Ausgang der Detektoren 20-1 bis 20-n können dann optional einer Nachbereitung in entsprechenden Nachbereitungseinrichtungen (N) 30-1 bis 30-n unerzogen werden. Eine solche Nachbereitung der gemessenen Daten vor dem Vergleich kann bspw. zumindest eine Bearbeitung aus Neuabtastung, Filterung, gleitendem Effektivwert oder Standardabweichung und gleitendem Mittelwert umfassen. Dadurch kann entweder die Rechenzeit oder Datenübertragung verringert oder die Zuverlässigkeit des Algorithmus erhöht werden. 1 shows a schematic block diagram of a system for detecting a derailment, the measurement data indicating vibrations during driving operation being obtained on n wheel sets 10-1 to 10-n by means of corresponding detectors (D) 20-1 to 20-n. The measurement data or measurement signals at the output of the detectors 20-1 to 20-n can then optionally undergo post-processing in corresponding post-processing devices (N) 30-1 to 30-n. Such post-processing of the measured data before the comparison can, for example, include at least one processing from resampling, filtering, moving effective value or standard deviation and moving average. This can either reduce the computing time or data transmission or increase the reliability of the algorithm.

Die gemessenen Vibrationsdaten (vorzugsweise in Vertikalrichtung, alternativ zu Vibrationen wären auch andere Daten wie bspw. optische Daten zur Abstandsmessung Rad-Schiene denkbar) werden an den mehreren Radsätzen oder Einzelrädern 10-1 bis 10-n gewonnen und ggf. nachbereitet. Danach erfolgt ein Vergleich der Messdaten in einer Vergleichseinrichtung (V) 40, wobei z.B. die Messdaten eines jeden Radsatzes 10-1 bis 10-n mit den Messdaten des in Fahrtrichtung des Schienenfahrzeugs davor- und dahinterliegenden Radsatzes verglichen werden. Dabei wird davon ausgegangen, dass das Überfahren desselben Ortes in allen nicht entgleisten Radsätzen vergleichbare Vibrationen (oder andere den Fahrbetrieb charakterisierende Merkmale) hervorruft, während das Verhalten entgleister Radsätze deutlich davon abweicht. Falls die Vergleichseinrichtung 40 durch Vergleich der gesammelten Messdaten feststellt, dass entlang das Schienenfahrzeug zumindest ein Radsatz markante Unterschiede in den Messdaten aufweist (d.h., die Messdaten um mindestens ein vorbestimmtes Ausmaß von den Messdaten der übrigen Radsätze oder Drehgestelle abweichen), wird von einer Entgleisung ausgegangen und ein entsprechendes Ausgangssignal 50 abgegeben. Dabei kann der zeitliche Versatz berücksichtigt werden, mit dem die Radsätze 10-1 bis 10-n denselben Ort auf der Schiene überfahren, so dass die Messdaten zeitrichtig verglichen werden.The measured vibration data (preferably in the vertical direction, other data such as optical data for measuring the wheel-rail distance would also be conceivable as an alternative to vibrations) are obtained from the multiple wheel sets or individual wheels 10-1 to 10-n and, if necessary, post-processed. The measured data is then compared in a comparison device (V) 40, the measured data of each wheelset 10-1 to 10-n being compared with the measured data of the wheelset in front of and behind in the direction of travel of the rail vehicle. It is assumed that driving over the same place causes comparable vibrations (or other characteristics of driving operation) in all non-derailed wheelsets, while the behavior of derailed wheelsets differs significantly. If the comparison device 40 determines by comparing the collected measurement data that along the rail vehicle at least one wheelset has significant differences in the measurement data (ie the measurement data by at least a predetermined extent deviate from the measurement data of the other wheel sets or bogies), a derailment is assumed and a corresponding output signal 50 is emitted. The time offset with which the wheel sets 10-1 to 10-n travel over the same location on the rail can be taken into account, so that the measurement data can be compared at the correct time.

Der Vergleich in der Vergleichseinrichtung 40 kann anhand einer Kreuzkorrelation oder eines Kreuzleistungsdichtespektrums zwischen den Messdaten der Vibrationen (z.B. Beschleunigungsdaten oder - signale) erfolgen. Bei der Kreuzkorrelation kann beispielsweise verglichen werden, ob sich das Maximum der Korrelation bei einem zeitlichen Versatz zeigt, der sich aus der bekannten Fahrtgeschwindigkeit und dem bekannten Abstand der verglichenen Achsen ergibt.The comparison in the comparison device 40 can take place on the basis of a cross-correlation or a cross-power density spectrum between the measurement data of the vibrations (e.g. acceleration data or signals). In the cross-correlation, for example, a comparison can be made as to whether the maximum of the correlation occurs at a time offset that results from the known driving speed and the known distance between the compared axles.

Ein Vorteil der vorgeschlagenen vergleichsgesteuerten Entgleisungserfassung liegt darin, dass eine zuverlässige Entgleisungserkennung auch in solchen Fällen möglich ist, bei denen sich der entgleiste und der nicht entgleiste Zustand im Beschleunigungsniveau nur geringfügig unterscheiden. Dies ist bspw. bei einem schlechten Schienenabschnitt der Fall, bei dem auch im nicht entgleisten Zustand hohe Vibrationen auftreten, oder bei einer festen Fahrbahn, die auch im entgleisten Zustand lediglich niedrige Vibrationen ohne charakteristischen Frequenzgehalt hervorruft.One advantage of the proposed comparison-controlled detection of derailments is that reliable detection of a derailment is also possible in cases in which the acceleration level of the derailed and non-derailed state differs only slightly. This is the case, for example, with a poor track section, in which high vibrations occur even when the track has not derailed, or with a slab track, which only causes low vibrations without a characteristic frequency content even when it has derailed.

Fig. 2 zeigt ein Flussdiagramm eines Entgleisungserfassungsverfahrens gemäß einem zweiten Ausführungsbeispiel, das beispielsweise als Software in einer computergesteuerten Entgleisungserfassungvorrichtung implementiert werden kann. 2 12 shows a flowchart of a derailment detection method according to a second embodiment, which can be implemented, for example, as software in a computer-controlled derailment detection device.

Nach dem Programmstart werden im Schritt 201 zunächst Messdaten eines an verschiedenen Messstellen (z.B. an den Radsätzen oder Drehgestellen) entlang des Schienenfahrzeugs gemessenen, den Fahrbetrieb charakterisierenden Parameters (z.B. Vibration, Beschleunigung, Abstand Rad-Schiene, etc.) im Fahrbetrieb des Schienenfahrzeugs gesammelt. Es folgt im Schritt 202 eine optionale Nachbereitung der Daten in oben beschriebener Weise. Danach werden die Messdaten im Schritt 203 einem Vergleich unterzogen, wie bspw. im ersten Ausführungsbeispiel erläutert, und im anschließenden Schritt 204 wird fortlaufend geprüft, ob die gemessenen Parameterdaten an zumindest einer der Messstellen eine markante oder signifikante Unterschied zeigen, also um mindestens ein vorbestimmtes Ausmaß von den Messdaten der übrigen Radsätze oder Drehgestelle abweichen. Solange dies nicht der Fall ist, springt der Ablauf zurück zum Schritt 201 und neue Parameterdaten werden von den Detektoren an den Messstellen eingelesen und gesammelt. Sobald jedoch im Schritt 204 ein markanter oder signifikanter Unterschied festgestellt wird, schreitet der Ablauf zum Schritt 205 und Entgleisungsmaßnahmen (also Signalisierungsmaßnahmen und/oder Gegenmaßnahmen bei Entgleisungen) werden eingeleitet.After the start of the program, in step 201, measurement data of a parameter characterizing the driving operation (e.g. vibration, acceleration, wheel-rail distance, etc.) measured at various measuring points (e.g. on the wheel sets or bogies) along the rail vehicle are collected during operation of the rail vehicle. In step 202, an optional post-processing of the data follows in the manner described above. Then, in step 203, the measurement data are subjected to a comparison, as explained in the first exemplary embodiment, for example, and in the subsequent step 204 it is continuously checked whether the measured parameter data show a marked or significant difference at at least one of the measurement points, i.e. by at least a predetermined extent deviate from the measurement data of the other wheelsets or bogies. As long as this is not the case, the process jumps back to step 201 and new parameter data is read from the detectors read and collected at the measuring points. However, as soon as a marked or significant difference is determined in step 204, the sequence moves to step 205 and derailment measures (that is to say signaling measures and/or countermeasures in the event of derailments) are initiated.

Das Verfahren gemäß dem zweiten Ausführungsbeispiel kann auch gemeinsam mit anderen Verfahren zur Entgleisungsdetektion eingesetzt werden, um deren Aussagegenauigkeit zu erhöhen. Des Weiteren kann das Verfahren auch mit einer Messung der Raddrehzahl kombiniert werden, um den aktuellen Raddurchmesser abzuleiten und eine Kompensation des Raddurchmessers durchzuführen. Da sich der Raddurchmesser aufgrund von Verschleiß nur langsam ändert, können Verschleiß und Entgleisung voneinander unterschieden werden.The method according to the second exemplary embodiment can also be used together with other methods for detecting derailments in order to increase the accuracy of their statements. Furthermore, the method can also be combined with a measurement of the wheel speed in order to derive the current wheel diameter and to compensate for the wheel diameter. Because wheel diameter changes slowly due to wear, wear and derailment can be distinguished from each other.

Zusammenfassend wurden eine Vorrichtung und ein Verfahren zum Erfassen einer Entgleisung eines Schienenfahrzeugs beschrieben, wobei einen Fahrbetrieb charakterisierende Messdaten von einer Vielzahl von Radsätzen oder Drehgestellen des Schienenfahrzeugs gesammelt und verglichen werden, und wobei das Vorliegen einer Entgleisung dann festgestellt wird, wenn die Messdaten zumindest eines Radsatzes oder Drehgestells um mindestens ein vorbestimmtes Ausmaß von den Messdaten der übrigen Radsätze oder Drehgestelle abweichen.In summary, a device and a method for detecting a derailment of a rail vehicle have been described, with measurement data characterizing driving operation being collected and compared from a large number of wheel sets or bogies of the rail vehicle, and with the existence of a derailment being determined when the measurement data of at least one wheel set or bogie deviate by at least a predetermined extent from the measurement data of the other wheelsets or bogies.

Es wird angemerkt, dass bei den vorstehend beschriebenen Ausführungsbeispielen alternative oder zusätzliche geeignete, den Fahrbetrieb charakterisierende optische, mechanische, elektrische und/oder akustische Parameter für den Vergleich der Radsätze oder Drehgestelle herangezogen werden können.It is noted that in the exemplary embodiments described above, alternative or additional suitable optical, mechanical, electrical and/or acoustic parameters characterizing the driving operation can be used for the comparison of the wheelsets or bogies.

Claims (12)

  1. Device (40) for detecting derailing of a rail vehicle, wherein the device (40) is designed for receiving measurement data characterizing a driving mode from a multiplicity of wheelsets (10-1 to 10-n) or bogies of the rail vehicle, for comparing the measurement data from the multiplicity of wheelsets (10-1 to 10-n) or bogies of the rail vehicle, and for detecting the occurrence of derailing if the measurement data of at least one wheelset or bogie differ by at least a predetermined degree from the measurement data of the other wheelsets or bogies, wherein the measurement data indicate vibrations, in particular vibrations in the vertical direction, of the respective wheelset or bogie, characterized in that
    the measurement data indicate a wheel speed as a supplementary application of the detection of derailing of a rail vehicle and the device (40) is designed for deducing a wheel diameter and for carrying out a wheel diameter compensation.
  2. Device (40) according to Claim 1, wherein the measurement data indicate a distance between the wheel and the rail at the respective wheelset or bogie.
  3. Device (40) according to one of the preceding claims, wherein the device (40) is designed to compare the measurement data in each case of a middle wheelset or a middle bogie with the measurement data of a predetermined number of wheelsets or bogies lying in front and behind.
  4. Device according to one of the preceding claims, wherein the device (40) is designed to assign the received measurement data in accordance with a time offset with which the respective wheelsets or bogies pass over the same location on a rail for the comparison.
  5. Device (40) according to one of the preceding claims, wherein the device (40) is designed to carry out the comparison on the basis of a cross-correlation or a cross-correlation spectrum.
  6. Device (40) according to one of the preceding claims, wherein the device (40) is designed to base the comparison on whether the maximum of the cross-correlation is evident with a time offset that is obtained from the travelling speed of the rail vehicle and the spacing of the axles of the compared wheelsets or bogies.
  7. Device (40) according to one of the preceding claims, wherein the device (40) is designed to subject the measurement data to a post-processing before the comparison.
  8. Device (40) according to Claim 7, wherein the post-processing comprises at least one of the following: resampling, filtering, forming a moving root mean square value or a standard deviation, and forming an average value.
  9. System for detecting derailing of a rail vehicle, with a device (40) according to one of Claims 1 to 8 and a multiplicity of detectors (20-1 to 20-n) for detecting the measurement data characterizing a driving mode from a multiplicity of wheelsets (10-1 to 10-n) or bogies of the rail vehicle.
  10. Method for detecting derailing of a rail vehicle with a device (40) according to one of Claims 1 to 8, wherein the method comprises:
    - receiving the measurement data characterizing a driving mode from a multiplicity of wheelsets (10-1 to 10-n) or bogies of the rail vehicle, wherein the measurement data indicate vibrations, in particular vibrations in the vertical direction, of the respective wheelset or bogie,
    - comparing the measurement data from the multiplicity of wheelsets (10-1 to 10-n) or bogies of the rail vehicle,
    - measuring a wheel speed from the measurement data,
    - deducing a wheel diameter from the measurement data,
    - carrying out a wheel diameter compensation,
    and
    - detecting the occurrence of derailing if the measurement data of at least one wheelset or bogie differ by at least a predetermined degree from the measurement data of the other wheelsets or bogies.
  11. Computer-readable storage medium, stored on which is a program code which can be performed on a computer system and which, when performed, produces the steps of method claim 10.
  12. Computer program with coding means which, when performed on a computer system, produce the steps of method claim 10.
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