EP3374246B1 - Procédé et dispositif de détection de déraillement commandée par comparaison - Google Patents

Procédé et dispositif de détection de déraillement commandée par comparaison 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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EP16798665.2A
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German (de)
English (en)
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EP3374246A1 (fr
Inventor
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)

Claims (12)

  1. Dispositif (40) de détection du déraillement d'un véhicule ferroviaire, dans lequel le dispositif (40) est conformé pour recevoir des données de mesure, caractérisant un fonctionnement de circulation, d'une pluralité d'essieux (10-1 à 10-n) ou de bogies du véhicule ferroviaire, pour la comparaison des données de mesure de la pluralité d'essieux (10-1 à 10-n) ou de bogies du véhicule ferroviaire et pour constater la présence d'un déraillement, si les données de mesure d'au moins un essieu ou un bogie s'écartent, au moins dans une mesure définie à l'avance, des données de mesure des autres essieux ou bogies, les données de mesure indiquant des vibrations, notamment des vibrations dans la direction verticale, de l'essieu ou du bogie respectif, caractérisé en ce que
    les données de mesure indiquent, comme application en complément de la détection d'un déraillement d'un véhicule ferroviaire, une vitesse de rotation de roue et le dispositif (40) est conformé pour déduire un diamètre de roue et pour effectuer une compensation de diamètre de roue.
  2. Dispositif (40) suivant la revendication 1, dans lequel les données de mesure indiquent une distance entre roue et rail à l'essieu ou au bogie respectif.
  3. Dispositif (40) suivant l'une des revendications précédentes, dans lequel le dispositif (40) est conformé pour comparer les données de mesure respectivement d'un essieu médian ou d'un bogie médian aux données de mesure d'un nombre défini à l'avance d'essieux ou de bogies se trouvant en avant et en arrière.
  4. Dispositif suivant l'une des revendications précédentes, dans lequel le dispositif (40) est conformé pour associer, pour la comparaison, les données de mesure reçues, conformément à un décalage dans le temps, suivant lequel les essieux ou les bogies respectifs passent au même endroit sur un rail.
  5. Dispositif (40) suivant l'une des revendications précédentes, dans lequel le dispositif (40) est conformé pour effectuer la comparaison sur la base d'une corrélation mutuelle ou d'un spectre de corrélation mutuelle.
  6. Dispositif (40) suivant l'une des revendications précédentes, dans lequel le dispositif (40) est conformé pour étayer la comparaison sur le point de savoir si le maximum de la corrélation mutuelle se manifeste pour un décalage dans le temps, qui provient de la vitesse de circulation du véhicule ferroviaire et de la distance entre les axes des essieux ou des bogies comparés.
  7. Dispositif (40) suivant l'une des revendications précédentes, dans lequel le dispositif (40) est conformé pour soumettre des données de mesure à un traitement ultérieur avant la comparaison.
  8. Dispositif (40) suivant la revendication 7, dans lequel le traitement ultérieur comprend au moins l'un d'un nouvel échantillonnage, d'un filtrage, de la formation d'une valeur efficace mobile ou d'un écart-type et de la formation d'une valeur moyenne.
  9. Système de détection d'un déraillement d'un véhicule ferroviaire, comprenant un dispositif (40) suivant l'une des revendications 1 à 8 et une pluralité de détecteurs (20-1 à 20-n) de détection de données de mesure, caractérisant le fonctionnement de circulation, de la pluralité d'essieux (10-1 à 10-n) ou de bogies du véhicule ferroviaire.
  10. Procédé de détection d'un déraillement d'un véhicule ferroviaire par un dispositif (40) suivant l'une des revendications 1 à 8, dans lequel le procédé comprend :
    - réception des données de mesure, caractérisant un fonctionnement de circulation, d'une pluralités d'essieux (10-1 à 10-n) ou de bogies du véhicule ferroviaire, les données de mesure indiquant des vibrations, notamment dans la direction verticale, de l'essieu ou du bogie respectif,
    - comparaison des données de mesure de la pluralité d'essieux (10-1 à 10-n) ou de bogies du véhicule ferroviaire,
    - mesure d'une vitesse de rotation de roue à partir des données de mesure,
    - déduction d'un diamètre de roue à partir des données de mesure,
    - mise en œuvre d'une compensation de diamètre de roue, et
    - constatation de la présence d'un déraillement, si les données de mesure d'au moins un essieu ou un bogie s'écartent, d'au moins une mesure définie à l'avance, des données de mesure des autres essieux ou bogies.
  11. Support de mémoire, déchiffrable par ordinateur, sur lequel est mis en mémoire un code de programme pouvant être réalisé sur un système d'ordinateur, qui produit, lors de sa réalisation, les stades de la revendication 10 de procédé.
  12. Programme d'ordinateur ayant des moyens de code qui, lors de la réalisation sur un système d'ordinateur, produisent les stades de la revendication 10 de procédé.
EP16798665.2A 2015-11-11 2016-11-10 Procédé et dispositif de détection de déraillement commandée par comparaison Active EP3374246B1 (fr)

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DE102015119392.2A DE102015119392A1 (de) 2015-11-11 2015-11-11 Verfahren und Vorrichtung zur vergleichsgesteuerten Entgleisungserfassung
PCT/EP2016/077260 WO2017081146A1 (fr) 2015-11-11 2016-11-10 Procédé et dispositif de détection de déraillement commandée par comparaison

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EP3374246A1 EP3374246A1 (fr) 2018-09-19
EP3374246B1 true EP3374246B1 (fr) 2022-07-06

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CN (1) CN108290585B (fr)
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DE (1) DE102015119392A1 (fr)
WO (1) WO2017081146A1 (fr)

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DE102018204481A1 (de) * 2018-03-23 2019-09-26 Siemens Aktiengesellschaft Messanordnung und Verfahren zum Erkennen eines Entgleisens
CN109142524A (zh) * 2018-08-14 2019-01-04 唐智科技湖南发展有限公司 一种轨道损伤检测方法、装置及设备
CN110803198B (zh) * 2019-11-29 2021-05-07 中车南京浦镇车辆有限公司 一种基于转向架轮廓线的轨道车辆脱轨检测方法
CN110849288B (zh) * 2019-11-29 2021-03-26 中车南京浦镇车辆有限公司 一种基于车体轮廓线的轨道车辆脱轨检测方法
CN113758449B (zh) * 2021-09-03 2023-06-27 武汉一冶钢结构有限责任公司 一种用于轨道上行车的防脱轨检测系统与检测方法

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DE102015119392A1 (de) 2017-05-11
BR112018009450A2 (pt) 2018-12-04
CN108290585B (zh) 2021-06-08
EP3374246A1 (fr) 2018-09-19
WO2017081146A1 (fr) 2017-05-18
CN108290585A (zh) 2018-07-17

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