EP3630575A1

EP3630575A1 - Method for detecting derailment of a rail vehicle

Info

Publication number: EP3630575A1
Application number: EP18727249.7A
Authority: EP
Inventors: Fabrice Roche; Andreas MONARTH; Guillermo PEREZ GOMEZ
Original assignee: Bombardier Transportation GmbH
Current assignee: Alstom Holdings SA
Priority date: 2017-05-23
Filing date: 2018-05-23
Publication date: 2020-04-08
Anticipated expiration: 2038-05-23
Also published as: AU2018272924A1; WO2018215538A1; CA3064653A1; DE102017208760A1; PL3630575T3; CN110662686A; ES2939939T3; US20200231189A1; EP3630575B1; CN110662686B; US11459003B2; AU2018272924B2

Abstract

A method for detecting derailment of a rail vehicle (1), wherein the rail vehicle has two or more rail vehicle components (2, 3, 4, 5, 6) and one or more joints (10, 11, 12, 13) via which adjacent rail vehicle components are connected in a rotatable fashion with respect to one another, and wherein the method comprises: a) determining a rotational angle (α, β, γ, δ; Θ) between adjacent rail vehicle components and/or a variable (α'_t, β'_t, γ'_t, δ'_t; Θ'_t) derived from the rotational angle, or a plurality of rotational angles (α, β, γ, δ; Θ) or a plurality of variables (α'_t, β'_t, γ'_t, δ'_t; Θ'_t) derived from the rotational angles between different adjacent rail vehicle components, b) comparing the rotational angle (α, β, γ, δ; Θ) or the derived variable (α'_t, β'_t, γ'_t, δ'_t; Θ'_t) from a-1), or a plurality of rotational angles or derived variables from a-2), with at least one reference value or limiting value (U), or with at least one reference value range or limiting value range (-U to U) and/or a plurality of rotational angles (α, β, γ, δ; Θ) or the plurality of variables (α'_t, β'_t, γ'_t, δ'_t; Θ'_t) derived from the rotational angles from a-2) in relation to one another, and/or a status value (| α(t₀) | - | β(t₀) |), which is determined from a plurality of rotational angles (α, β, γ, δ) or a plurality of variables (α'_t, β'_t, γ'_t, δ'_t) from a-2) derived from a plurality of rotational angles with at least one reference value or limiting value (U), or with at least one reference value range or limiting value range (-U to U), wherein a checking criterion as to whether derailing occurs or not is defined on the basis of the reference value/limiting value (U), of the reference value range (-U to U), and/or of the limiting value range in b-1) or b-3), and/or a setpoint relation (α * ß < 0) of a plurality of rotational angles and/or a setpoint relation of the plurality of variables (α'_t * β'_t < 0) derived from the rotational angles from b-2) with respect to one another c) determining whether the checking criterion is satisfied or not satisfied and whether derailing occurs/has occurred or does not occur/has not occurred.

Description

Method for detecting a derailment of a rail vehicle

The present invention relates to a method for detecting a derailment of a rail vehicle and a rail vehicle, that for carrying out this

Procedure is set up.

In public transport, a derailment of a rail vehicle, such as a tram, on the one hand dangerous for passengers and other road users and on the other hand can damage the vehicle. A derailment can have different reasons, such as a collision with a means of transport, a fault in the track, a switch, etc. Therefore, it makes sense to implement a system in the vehicle that can detect derailment. WO 2012/140073 A1 proposes a method for derailment monitoring 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 signal representative of a derailment situation of the at least one wheel

Derailment situation signal is generated. In a first step, a current speed signal representative of a current speed of the at least one wheel is determined. 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, the current speed signal is compared with the expected speed signal in a speed signal comparison and in a fourth step, the derailment situation signal is generated in dependence on the result of the speed signal comparison.

EP 0 697 320 A1 discloses a device for detecting a derailment of one or more wagons traveling on rails, in particular railway wagons of a railway train composition with a railcar. At least one sensor is arranged on the carriage at least in the region of a wheeled axle, with which the position of the wheels and the axle relative to the rails can be determined, and if this position deviates beyond a predetermined tolerance value the sensor emits a signal which is transmitted by transmission means can be transferred to a central location. EP 1 236 633 A2 discloses a method for detecting defied states of wheels of a rail vehicle by determining at least one for one

Derailment characteristic characteristic value, with at least one

predetermined reference value is compared, wherein when a predefinable deviation of the characteristic value from the desired value a reference signal and / or a

Emergency braking is triggered. In the region of an axle bearing of at least one wheel, at least one acceleration signal is generated, and / or the respective longitudinal acceleration is continuously determined at at least two points of a bogie frame and detected as longitudinal acceleration signal and / or at least one wheel axle, a rotational frequency signal is generated, wherein at least one, in the region of an axle bearing generated acceleration signal and / or the

Longitudinal acceleration signals and / or from the at least one rotational frequency signal of the at least one, characteristic of a derailment characteristic characteristic value is determined.

DE 2 517 267 A1 discloses a device for indicating derailment of a rail vehicle, wherein on the rail vehicle a radio transmitter is arranged, which contains responsive to vertical acceleration due to the derailment of the vehicle responsive means, which cause the transmitter to emit a radio signal in a receiver can be seen, which has an alarm or warning device actuated upon receipt of these radio signals.

There are different boundary conditions for the derailment detection

consider:

Different scenarios during a trip must be recognized

Driving conditions (driving speed, dynamic effects of suspensions etc. must be taken into account

False-positive results should be avoided

Possibility of software implementation

The object of the invention is to specify a method for detecting a derailment that reliably indicates a derailment and preferably fulfills one or more of the abovementioned criteria. According to a basic idea of the invention, angles between mutually rotatable rail vehicle parts are analyzed and it is determined whether a derailment exists.

The invention is particularly applicable to trams, but not limited thereto. In the case of a tram, the rail vehicle parts are preferably modules of a tram. The tram is preferably a multi-gyro vehicle. The derailment detection concept according to the invention uses in particular joint angle sensors to determine the position of the vehicle and the position of the vehicle

Rail vehicle parts to recognize each other. This can at a

Multigehnksfahrzeug be recognized whether a derailment may be present or not. It is possible to measure angles between the rail vehicle parts. The sensors are mounted, for example, in or at the joints of the rail vehicle and measure the angles, movements and the temporal change of the angles

(Rotation speed). The measured values or combination of these values allow conclusions to be drawn as to whether there is a derailment.

In particular, the following factors may be analyzed, without limitation:

Angle of rotation between the rail vehicle parts, in particular joint angle, rotational angular velocity between the rail vehicle parts, in particular in a joint, also referred to as rotational speed,

Rotational angular acceleration between the rail vehicle parts, in particular in a joint, also referred to as rotational acceleration,

Comparison between different, in particular two or more successive joints, in particular comparison of angles of rotation or

Rotational angular velocities or rotational angular accelerations

Comparison between all joints, in particular comparison of angles of rotation or

Rotational angular velocities or rotational angular accelerations,

Comparison with data from a reference run (calibration run)

The invention may include the redundancy of the above-mentioned factors, or other factors based on one or more rotation angles or data derived therefrom be used to reliably detect a derailment. The more parameters that warn of a potential derailment, the more likely a derailment is. As a result of the recognition, a message can be issued to the driver or an automatic braking can be activated.

The proposed derailment detection concept has one or more of the following advantages:

- Easy to implement as it is a software evaluation of sensor values

Sensors can be used that are already present on the vehicle.

This results in a cost effective solution, because it does not need additional

Sensors are mounted on the chassis or car body and regularly calibrated

- Increased reliability through the redundancy of criteria

Adaptable to different vehicle configurations (different number of vehicle parts, length, width ...)

Specified by the invention in particular a method according to claim 1, that is, a method for detecting a derailment of a rail vehicle, wherein the

A rail vehicle comprising two or more rail vehicle parts and one or more joints via which adjacent rail vehicle parts are rotatably connected to each other, and wherein the method comprises:

a) Determine

a-1) of a rotational angle between adjacent rail vehicle parts, and / or derived from the angle of rotation size, or a-2) a plurality of rotational angles between different, in particular between adjacent, rail vehicle parts or more of the

Rotation angles of derived quantities,

b) Compare

b-1) of the rotation angle or the derived quantity from a-1), or several rotation angles or derived quantities from a-2) with at least one reference value or limit value, or at least one reference value range or limit value range and / or b-2) of a plurality of angles of rotation or of a plurality of variables derived from the angles of rotation from a-2) relative to one another, and / or

b-3) of a state value, which is determined from a plurality of rotation angles or a plurality of variables derived from the rotation angles from a-2), with at least one reference value or limit value, or with at least one reference value range or limit value range, wherein a check criterion whether a derailment is present or not , is defined by

the reference value, limit value, reference value range, and / or the limit range in b-1) or b-3), and / or

a desired relation of several rotation angles or the more of the

Rotation angles derived variables from b-2) to each other, c) determining whether the test criterion is met or not met and whether a

Derailment occurs / has occurred, or has not occurred / has occurred.

The method may be performed while the rail vehicle is running or at a standstill. Although a derailment occurs during a journey, it can also be checked at standstill whether a derailment has previously occurred during a journey or not.

Determining a rotation angle or a variable derived therefrom means, in particular, the determination of a value thereof.

The angle of rotation can be anywhere on the rail vehicle or from

Rail vehicle parts determined, in particular measured. The angle of rotation can be a rotation angle of a joint, also referred to as a joint angle. The angle of rotation or angles of rotation can be determined on or in a joint itself, at the joint or elsewhere of the rail vehicle. The term "various adjacent rail vehicle parts," means that for the consideration of several of the rotation angle is not used in each case the same rail vehicle parts, or the same pair of rail vehicle parts, but

different rail vehicle parts or different pairs

Rail car parts. Ie. Thus, that for determining a first angle of rotation, a first pair of rail vehicle parts is used and for determining a second Rotation angle a second pair of rail vehicle parts is used. It can be provided that the first pair of rail vehicle parts and the second pair of rail vehicle parts has a rail vehicle part in common. Several angles of rotation between different adjacent rail vehicle parts or a plurality of variables derived from these angles of rotation may occur on or at different, preferably successive (and of a rail vehicle part

broken joints). The angle of rotation can be determined with a rotation angle measuring device. In a special variant, an angle sensor is provided for this purpose. The use of

Angle sensors for determining joint angles in rail vehicles is known from WO 2013/124429 A1. There are also different types of angle sensors

described.

An angle sensor is a sensor that can detect different angles in a certain angular range, which depends on the specification of the sensor. An exemplary and non-limiting angle range is 0 ° to +/- 40 ^0th Thus, within the measuring range of the sensor, an angle which the rail vehicles or rail vehicle parts adopt relative to one another can be detected. Within the

Angle range, the sensor can preferably detect continuous angle. However, it is also possible with another type of angle sensor that the sensor can detect discrete angle values within a certain increment within the angular range. In other words, the sensor (s) or sensor arrangement (s) is / are arranged to continuously determine the angle or to detect discrete angle values in a certain step size.

Angle sensors are known from the prior art and with a variety of characteristics, such as measurable angle range, resolution, type of output (current, voltage, bus signal, frequency), repeatability, linearity available.

The sensor may be e.g. around a potentiometric sensor, a

Magnetoresistive sensor, a Hall sensor that operates according to the electromagnetic Hall effect, an optical sensor, a sensor that works according to the piezoelectric effect, a capacitive sensor, an inductive sensor, a act for the distance and / or relative position measurement eddy current sensor or act on a sensor that operates in accordance with at least one of said modes of operation and / or at least one not mentioned function. In particular, magnetoresistive sensors and Hall sensors may also be arranged to several on a common carrier, for. B. a microcarrier, similar to a microchip. For example, optical sensors detect one of a plurality of markings formed on the hinge as the marker moves past as viewed by the sensor. In another type of optical sensors, for example, a laser triangulation is performed and / or performed as in an interferometer, a comparison with a comparison light beam. In another type of optical sensors, projected patterns are detected at a location of the joint.

Angle sensors are e.g. in the article by William J. Fleming, "Overview of Automotive Sensors", IEEE Sensors Journal, Vol. 4, pages 296-308, section C, pages 302/303.

The sensor can have an absolute angle between rail vehicles or

Measure rail vehicle parts or the sensor can measure an angle change and put them to a reference angle, for example, the zero position, in relation, so that the angle between rail vehicle parts can be determined.

The sensor may be configured to generate a signal sequence. With a

Signal sequence is particularly meant that the sensor outputs a signal after changing the angle by a constant amount (angle increment), so that after changing by an angle increment a signal is generated, after change by two

Angle increments two signals, etc. One thus obtains a signal sequence, from which one can determine the number of angle increments and from this in turn an entire angle change. The term "signal" thus also includes a signal sequence in the present invention.

The angle sensor may be a non-contact angle sensor. The term

"Contactless" in one of its meaning forms means that the sensor is attached to a first hinge part and does not touch a second hinge part that is rotatable relative to the first hinge part. For example, a magnetic sensor may be attached to the first hinge part and a magnet to which the magnetic sensor is responsive, may be attached to the second hinge part. In a further meaning, the term "non-contact" means that the sensor has a first and a second element, wherein the first element is attached to a first hinge part and the second element is attached to a second hinge part, wherein the first and the second Do not touch element of the sensor and be the first and the second

Joint part, and the first and the second element of the sensor, are rotatable relative to each other. This means that by a relative rotation of the joint parts, the sensor elements mounted thereon are rotatable relative to each other. Preferred examples of non-contact angle sensors are magnetic sensors, optical sensors and inductive sensors. The term "magnetic sensors" refers to sensors that react to the change of a magnetic field in their environment, in particular the change of a magnetic flux density, or alternatively they can be referred to as "magnetic field-sensitive sensors". Preferred examples of magnetic sensors are Hall sensors and magnetoresistive sensors. Non-contact magnetic sensors are described, for example, in US Pat. No. 5,880,586.

The signal from the sensor is, for example, a voltage output by the sensor or a current. The signal can be processed in an analog signal processing device. The signal from the sensor may alternatively, or additionally, be passed to an analog-to-digital converter and as a digital signal to the subsequent

Signal processing device are forwarded. The signal processing device is also referred to as a computing unit. The signal processing device executes an algorithm so that the desired output signal (s) are available at the output of the signal processing device. In the example of an angle sensor is from the signal processing means a

Angular information provided as an analog or digital signal. The

An angle signal can be fed to an interface that provides signal output to external ports or performs further processing of an angle signal.

The signal processing device can be designed as a digital signal processor (DSP). In the case of an angle sensor, this is also referred to as CORDIC (Coordinate Rotational Digital Computer). One possible algorithm is described in the article by Cheng-Shing Wu et al. "Modified vector rotational CORDIC (MVR-CORDIC) algorithm and architecture ", IEEE Transactions on Circuits and Systems II: Analog and Digital Signal Processing, Vol. 48, No. 6, June 2001, pages 548 to 561.

The signal from the sensor can be amplified in a preamplifier and then routed to the analog-to-digital converter. Optionally, digital filtering may be performed at the output of the analog-to-digital converter before the digitized signal is processed in the signal processing device. Such a procedure and a special Hall sensor are described in US 2007/0279044 A. A signal processing device can be arranged at various locations, for example as a separate structural unit between the sensor and

Downstream components, such as a signal transmission bus, a

Vehicle control, a vehicle and train control. When the signal of the sensor is digitized, the A / D converter is connected between the sensor and the signal processing device.

The signal processing device is preferably a component of a

Vehicle control unit (abbreviated vehicle control unit VCU) or a vehicle and train control unit (abbreviated VTCU, vehicle and train control unit), wherein the

Vehicle control, as well as a vehicle and train control, preferably from several, connected via bus systems or cables control devices, converters,

Sensors, actuators and possibly other components.

The following is an explanation of the angles of rotation:

The rotation angle may be a rotation angle of rotation about an X-axis as a rotation axis, a rotation angle about a Y-axis as a rotation axis, or a rotation angle about a Z-axis as a rotation axis. In the invention, these rotation angles can be determined in combination. Preferably, at least rotational angle and the Z-axis is determined, which describes the rotation when cornering.

The longitudinal axis of a rail vehicle or rail vehicle part is also referred to as X-axis. A Y-axis of a rail vehicle or rail vehicle part is transverse to the rail vehicle or rail vehicle part and perpendicular to the X and Z axis of the rail vehicle / rail vehicle part. The Z-axis is perpendicular the X and Y axis, and is vertical when the rail vehicle is on a straight flat track.

The angle of rotation of a rotation about the Z-axis as a rotation axis can be defined as an angle between the longitudinal axes (X-axes) of two adjacent ones

Rail car parts. When the longitudinal axes of two adjacent, articulated

connected rail vehicle parts are on an escape, for example, on a straight, curve-free route, then the angle between the longitudinal axes of the rail vehicles or rail vehicle parts by definition is 0 °, referred to as zero position. A sign of the rotational angle of rotation about the Z-axis may be positively defined when a front rail vehicle part rotates to the right in the direction of travel relative to the rear rail vehicle part articulated to the front rail vehicle part and negative when the front one

Rail vehicle part rotates in the direction of travel relative to the rear rail vehicle part to the left, or vice versa. In an analogous manner, rotational angular velocities can be assigned direction-dependent signs.

The hinge is designed so that at least the rotation about the Z-axis is possible. The joint may be designed so that a rail vehicle or rail vehicle part can also be rotated about its X axis relative to the adjacent rail vehicle part (rolling motion). The joint can also be designed such that a rail vehicle part can also be rotated about its Y axis relative to the adjacent rail vehicle part (pitch movement). Movements around the X, Y and Z axes may be possible.

The joint preferably has two relatively pivotable joint parts. The one hinge part is connected for example to a first rail vehicle part and a second hinge part is connected to a second rail vehicle part. The term "hinge part" refers to any part of the hinge, which part may not necessarily be required for the actual hinge function, for example, a hinge part may be only a part for attaching a sensor or magnet The type of hinge is not particularly limited . A reference value or limit value can be assumed or determined by a measurement. In a preferred variant, a reference value may be a measured value from a homing run. A reference value range or threshold range indicates a range between an upper reference value / limit value and a lower reference value / limit value. An area may include the area boundaries.

In the invention, in the comparison, in particular, it may be determined whether a reference value or limit value is undershot, reached or exceeded, or whether a rotation angle or a derived quantity or a state value is in the range or not. Whether the test criterion is met or not depends on how it is defined by the limit, reference value or range thereof. Ie. the

For example, the test criterion may be satisfied if a reference value / limit value is either exceeded or reached or not exceeded, or if a value is within a reference value limit value range or not. This depends on which limit or reference value or range it is based on, whether the

Rotation angle or a derived quantity is used, or which derived quantity is used, or which state value is used.

In the method, a rotation angle between adjacent rail vehicle parts can be determined repeatedly or repeatedly, in particular at a time interval. The "determination of a rotation angle between adjacent rail vehicle parts" can thus be understood as the "determining at least one angle of rotation between

The same can also apply when determining a plurality of rotation angles or variables derived therebetween between different adjacent rail vehicle parts, ie, with respect to two adjacent rail vehicle parts, in each case at least one rotation angle, or precisely several angles of rotation, in particular in temporal Distance, between these

Rail vehicle parts can be determined / can.

The term "derived quantity" is not meant to be narrow in the sense of a differential quotient, but means any quantity obtained from the angle of rotation, for example by any arithmetic operation The derived quantity is thus derived from the determined angle of rotation identified Rotation angles and derived variables. In the specific case, a derived variable can be a variable in the sense of a differential quotient. In one embodiment, the derived quantity is a rotation angular velocity (1st derivative of rotation angle with respect to time) or a rotation angle acceleration (2nd derivative of rotation angle with respect to time and 1st derivative of rotation angle velocity with time, respectively).

Depending on whether a rotation angle, a derived quantity, or a state value is used in the method for comparison, another limit value or

Reference value. Different reference values or limit values can thus be used in the method, and can also be used simultaneously. For example, a first reference value / limit value for the rotational angle, a second reference value / limit value (range) for the rotational angular velocity, a third

Reference value / limit value (range) for rotational angular acceleration and / or a fourth reference value / limit value (range) for the state value. These reference value limits (ranges) may be used in any combination, depending on which combination of angle of rotation, rotational angular velocity, rotational angular acceleration and / or state value is used in the method.

A state value describes a state of the rail vehicle or parts thereof, which is derived, in particular calculated, from a plurality of rotation angles or variables derived therefrom. Arbitrary arithmetic operations may be applied, such as subtraction, addition, multiplication or division. A specific example of a state value is a difference in angles of rotation

successive joints, obtained by subtraction, from which a statement about the position of rail vehicle parts relative to each other is available. The position of rail vehicle parts relative to each other in this example describes a state of the rail vehicle. By a multiplication of angles of rotation or

Rotation speeds can be a statement whether they have the same or a different sign, which in turn a state of

Rail vehicle describes, for example, if it can be seen by different signs that different joints are deflected in different directions. In an analogous manner, states with respect to rotational angular velocities or rotational angular accelerations between rail vehicle parts can be expressed by state values. In an embodiment, the reference value, the limit, the reference value range or the threshold range are or are derived from a reference run of the reference

Rail vehicle on the same or the same route. The

Reference travel can be a journey that takes place or should take place during regular driving, in particular at the same speeds and accelerations.

A desired relation, also: desired relationship or desired relationship, expresses a relationship of a plurality of rotation angles or a plurality of variables derived from the rotation angles relative to one another, which can be arbitrarily defined. In the special case can thus a relative direction (for example, a rotational angular velocity or

Rotation angular acceleration), a relative sign (for example, a rotation angle), a size ratio, or the like, which examples are for illustration only and are not intended to be exhaustive. The method may further include one or more, in any selection, of the following steps when it is determined that a derailment has occurred / occurred:

Generating a derailment situation signal when it has been determined that a derailment has occurred.

- an output of a warning or an emergency signal about a derailment, - a transmission of a message about the derailment to a control center or a

Emergency room,

- Emergency braking or other braking of the rail vehicle.

In the following special process variants are described which can be used individually or in any combination:

In one embodiment, the threshold, in particular in step b-1), is a rotation angle matching a minimum curve radius, and the test criterion is defined such that the rotation angle is smaller than this limit value. Here it is assumed that a normal drive is present when the angle of rotation is smaller than an angle matching the smallest radius in the track network. This angle can be geometric

Track data and determined therefrom curve radii are determined.

In a further embodiment, the test criterion is defined, in particular in method variant b-1), such that the angle of rotation, or the variable derived therefrom, becomes smaller is considered the reference value or the limit. In this case, the derived variable is, in particular, a rotational angular velocity, ie an angle change. It is assumed that a normal ride is present when the angle or the

Angle change over time is less than the measured value of a homing run or a limit value. This embodiment can in an advantageous variant with a

Embodiment are combined, in which the shape of a link is determined and described below. It can be checked whether one or more joints which are located in a section of a certain shape preferably have all the joints in such a section, a deflection which is below a reference value, limit value or tolerance value. In this case, the reference value, limit value or tolerance value can be adapted to the shape of the route section (according to a further embodiment described below). In particular, if the stretch of a straight

Track section is, the reference value, limit or tolerance value can be chosen very small, since in the case of a straight section of section is assumed that the joints therein have no deflection, ie a rotation angle of zero, or no rotational angular velocity, in each case a smaller Tolerance value can be based. In yet another embodiment, value limits of the reference value range are defined as follows:

- an upper reference value, one at the homing of the

Rail vehicle value of a rotation angle, or a quantity derived therefrom, plus a tolerance value,

a lower reference value corresponding to the value, determined during the reference run of the rail vehicle, of a rotation angle, or a quantity derived therefrom, minus a tolerance value,

and the test criterion is defined such that the determined angle of rotation, or the quantity derived from the determined angle of rotation, is within the reference value range. The reference range may include the upper and lower reference values.

The latter embodiment is particularly applicable to process variant b-1). The variant is in particular on the rotation angle or the

Rotational angular velocity applied. It is assumed that a normal ride is present when comparing the current readings with the results Homing remains within a tolerance. The tolerance can take into account the effect of speed as well as static and dynamic deviations.

In a specific variant of the aforementioned embodiment, the method is carried out in a spatially resolved manner along the route. It is thus determined at different locations on the route, which may be close to each other, whether the

Test criterion is met or not. The angle of rotation or the derived quantity can be determined in arbitrarily short time intervals or continuously during a journey. In a further embodiment of the invention, the state value is a difference between at least two angles of rotation, or between at least two quantities derived therefrom, at successive or non-consecutive joints. The difference can be a difference in amount. The difference itself can again be determined as an amount. The difference can take into account the sign, ie the direction, the angle of rotation or the derived quantities. The test criterion may be defined such that the difference mentioned is less than the reference value or limit value. It is assumed here that a normal ride exists when the difference between at least two consecutive turning angles is always smaller than that

Reference value or limit. The reference value can be recorded during a homing run. The limit value can alternatively be assumed. This embodiment can be combined in an advantageous variant with an embodiment in which the shape of a route section is determined and which is described below. It can be checked whether angles of rotation (or magnitudes derived therefrom) in joints located in a section of a certain shape, preferably in all joints in one

Section, there is a difference below a reference value, limit value or tolerance value. In this case, the reference value, limit value or tolerance value can be adapted to the shape of the route section (according to a further embodiment described below). In particular, if the route section is an arcuate route section, the reference value, limit value or tolerance value can be selected to be very small. For it can be assumed in the case of such a section of track that the joints therein have the same deflection in the same direction, ie the same angle of rotation, thus the difference is zero, whereby a small tolerance value can be used. In a curved track section are preferably between each of the joints located in the arcuate section, pairwise differences or values derived therefrom are formed, in particular between adjacent joints. In a further embodiment of the invention, value limits of

Limit range, in particular in b-1), defined as follows:

an upper limit value, which is a value of a rotation angle, or one thereof, determined during the journey of the rail vehicle at a route location

derived size, plus a tolerance value, corresponding to a first joint,

a lower limit corresponding to a value of the angle of rotation, or a quantity derived therefrom, minus a tolerance value at the first joint when the rail vehicle is driven at the line location,

wherein the test criterion is defined such that the determined angle of rotation, or the quantity derived therefrom, at a second joint following the first joint, and preferably the next following joint, is within the threshold range when the second joint is in travel of the rail vehicle reaches this route. In the above-mentioned embodiment, it is considered that a normal travel exists when, in a subsequent joint, if it deflects at the same position as the previous joint, the deflection is as large as the deflection of the preceding joint, taking into account

Tolerance value. The time at which the subsequent joint has reached the same position on the track, and thus the time for determining the angle of rotation or the derived quantity at the second joint, can with the known

Information driving speed and distance between the joints can be determined. In this embodiment, the derived variable is in particular the

Rotation angle speed used.

In yet another embodiment of the method, when comparing a plurality of rotation angles or a plurality of quantities derived from the rotation angles relative to one another, it is determined whether the rotation angles or the derived variables have the same sign or a different sign. This embodiment can be applied in particular when the joints at which the angles of rotation or derived Sizes are found in a curve or in an S-curve. In an S curve, there are two joints, in particular in front of and behind the inflection point of the S curve. Then there is a normal ride, if in such two joints, which are deflected opposite, the two hinge angle (magnitude values) at

Continue driving through the S-curve does not become larger at the same time. This is due to the fact that two modules, starting from a position in front of and behind the

Turning point, can not rotate in the opposite direction when driving through the S-curve.

In an embodiment, the method further comprises the step of:

- Determining the shape of a section of track in which the vehicle or one or more consecutive joints are, in particular whether the vehicle, or one or more consecutive joints on a straight

Track section, in a regular curve or in an S-curve

is / are.

In a variant thereof, the reference value, limit value or tolerance value, or a corresponding range, can be adapted to the shape of the current route section. There can be a dynamic adjustment while driving.

For example, an embodiment has been described above in which the test criterion is defined such that the rotation angle, or the quantity derived therefrom, is smaller than the reference value or the limit value. It is assumed, for example, that there is normal travel when the angle change over time is less than the reference travel reading or threshold. For a straight line it is true that no angle change occurs per se, whereby a change up to a limit value or in a limit value range should be possible. But this limit or

Threshold range is set narrower than in a non-straight line. Route information thus flows into the limit value (area) setting. Analogously, an example of the angle of rotation can be formulated. In a normal ride on a straight track, all joints should have no deflection, whereby a narrow set limit or range limits are possible.

As another example of the variant, the above-mentioned embodiment

are used, where as a state value, a difference between two angles of rotation, is used at successive joints and the test criterion is defined so that said difference is smaller than the reference value or limit value. In the case a constant arc is assumed to be a normal ride when all joints have the same deflection, ie the same angle of rotation, in the same direction, so ideally the difference should be zero, with a small difference tolerable and a corresponding narrower one Limit value is set.

There are different variants for determining the shape of the route section. On the one hand, it is possible, via a distance measurement and a set zero point, for example a start of the route, to determine in which route section or between which distances the rail vehicle or joints thereof are located. Since the shape of the entire route is known, over the

Distance measurement to determine the shape of the route section. The

Distance measurement can be determined by a number of wheel revolutions. In a further variant, it is possible to determine via a GPS signal in which

Section of the railway vehicle or a part thereof or joints thereof are located. In yet another variant, it is possible to determine via sensors next to the track in which section the rail vehicle is located.

In a further embodiment of the method, it is provided that the

Reference value, limit or tolerance value, or a range thereof, to which

Driving speed to be adjusted. As the speed increases, for example, these values or ranges can be set higher or narrower. At higher driving speeds, it can be assumed that, for example, the rotational speed becomes greater and this is also normal. Accordingly, limit / reference values (ranges) can be set higher.

In a further aspect, the present invention relates to a rail vehicle, comprising an analysis device which is set up, in particular programmed, for carrying out the method as described above. The

Analysis device may include a computer program or program instructions, which effect the implementation of method steps according to the invention, at least from step b) and c). The analysis device may be a control device, in particular a vehicle control, or a part thereof, or in a

Control device, in particular vehicle control, be integrated. Examples of rail vehicles include, without limitation, locomotives, wagons, railcars, trams, modules. Rail vehicle parts are in particular modules that are assembled to form a rail vehicle. In particular, the rail vehicle parts are modules of a tram. For example

Rail vehicle parts connected to each other via a flexible structure, in particular a hinged bellows. The joint between the rail vehicle parts is located in particular in the region of the floor, preferably below the floor. Joints between cars or rail vehicle parts may additionally be arranged in the region of the roof.

The invention will be described below with reference to exemplary embodiments. Show it:

Fig. 1: a rail vehicle in the curve position;

2: a rail vehicle in straight ahead position;

3 shows a rail vehicle in an S-curve; 4 shows a procedure;

Sizes and reference numbers mentioned in the following examples can be found in the list of reference numerals listed at the end. Fig. 1 shows the rail vehicle 1 with the rail vehicle parts 2, 3, 4, 5, 6. The modules 2 and 6 are end modules of a tram, which in this case the

Rail vehicle represents. Bogies or chassis are designated by the reference numeral 7. The rail vehicle 1 travels on the rails 8 between the rail vehicle parts 2, 3, 4, 5, 6, the joints 10, 1 1, 12, 13 are arranged. At the joints in each case a joint angle α, ß, γ, δ is set.

Figs. 2 and 3 show the same reference numerals as Fig. 1, wherein the angular position is changed in the joints. Hereinafter, the method of the present invention will be explained by way of exemplary criteria. The system recognizes "Normal Ride" and "Derailment" based on the criteria A, B, C, D, E, F, G, H, I, J below, which can be supplemented as needed.

A derailment can also be detected if one or more of these criteria no longer apply. The criteria may be general criteria or journey-specific criteria. The general criteria A to E can always be valid. The additional criteria F to J may be specific to the driving scenarios described below.

Criterion A:

A normal (i.e., derailment-free) ride occurs when the hinge angle is less than the angle U matching the smallest radius in the track mesh (based on geometric stretch data: radius of the curve)

| Θ | <| 9 _max | + T

9 _max can be recorded during a test drive or calculated or measured from the radius and vehicle dimensions.

Criterion B:

Normal travel occurs when the change in angle over time is less than the reference travel or limit reading. A Dirac-shaped angle change is not possible in normal driving.

| ΘΊ | <D (D realistic Dirac value for example D = 7 7s)

Criterion C:

A normal ride is when the comparison of the current readings with the

Results of homing within a tolerance remains. The tolerance

takes into account the effect of speed, static and dynamic

Deviations ...). θ = Θ _Ρ ± T

ΘΊ = θ ^' _{ι Ρ} ± Τ

Criterion D:

Normal driving is when the difference between two successive joint angles is always less than a limit U. The limit may be recorded during a reference run or conservatively assumed. e.g.

15 °)

-U <| a (t ₀ ) | - 1 ß (t ₀ ) | <UV t ₀ Criterion E: A normal ride is when a subsequent joint deflects at the same position in the rail network as the previous joint (over speed and

Vehicle dimensions can be calculated)

«- ^{τ <} ^ ⁺ k>^{<a (to) + T} Criterion F:

A normal ride is when the angular changes over time of successive joints at the same position in the rail network are the same

ff

a't (t ₀ ) -T <ß't (t ₀ + -) <a ^' , (to) + T

v i.t O

The above-mentioned general criteria, which can always be set as valid in any combination or subcombination, can be supplemented by the following travel-specific criteria.

The following criteria are driving-specific criteria: Scenario 1: straight route (with reference to FIG. 2): A derailment to a straight line exists if one or more of the following criteria are not met: Criterion G:

A normal ride is when all joints have no deflection

| 9 (t) | <T (e.g., T = 4 °) Criterion H:

A normal ride is when there is no angular velocity in the joint Scenario 2: constant arc (with reference to FIG. 1)

Additional driving-specific recognition criterion:

Criteria I:

Normal travel is when all joints have the same deflection in the same direction (within a given tolerance): α = β ± Τ, β = γ ± Τ, γ = δ ± Τ (e.g., T = ± 4 °)

Scenario 3: S-curve (with reference to FIG. 3): Additional trip-specific recognition criterion: criterion J:

The joint 1 1 is located in the direction of travel F behind the inflection point W of the S-curve (so has the inflection point W already happened) while the joint 12 is still before the inflection point W. The successive joints 1 1, 12 are oppositely deflected (positive and negative). A normal travel occurs when the two joint angles (absolute value eg | α | and | β I) do not increase at the same time (ie 2 modules can not rotate in the opposite direction in a normal S-curve).

The following algorithm can be used, for example:

IF (a ^* ß <0) AND (a't * ß ^' _t <0) THEN ... Criterion J not fulfilled (ie derailment detected)

4, a process flow is shown. The examination of the criteria A -F is carried out independently of the route form. It is not necessary to check all criteria A-F as shown here, but it is also possible to check any selection from one or more of these criteria. If the criterion is fulfilled, in this example a normal d. H. derailment-free ride ahead. If the criterion is not met, there is a derailment. If several criteria are checked, a redundant check takes place and the yes / no result can be confirmed. In the above-described criteria G, H, I and J is in a further step still checked whether the vehicle or considered joints are on a straight line (criteria G and H), whether they are in a constant arc, or whether these are located in an S-curve. The test of the track form takes place here by the criterion C. So it is with measured values of the rotation angle or the

Rotation angle velocity from a reference run on the same route compared, preferably at all joints, from which the current track shape can be determined. The determination of the route form does not have to be made with the criterion C but can also be done differently, as previously stated in the general description. LIST OF REFERENCE NUMBERS

track vehicle

2,3,4,5,6 rail vehicle part

bogie

rails

10,1,1,12,13 joints

direction of travel

W Turning point S-curve α, β, γ, δ Joint angle (depending on the number of modules) Θ Joint angle in each joint, general name for α, β, γ, δ .. -when the conditions for each joint angle are valid at the same time

Angular velocities;

0 (t0 + ε) - θ (βθ ^' )

where ε in the above expression ε corresponds to the time sampling of the sensor.

U reference limit

T tolerance t Time t ₀ Reference Time d Distance between the joints (module lengths) v (t ₀ ) Current speed of the vehicle

F index. Means that the value was determined during a homing run

(eg a _F , 9 ^' _tF ...)

Claims

claims

A method of detecting a derailment of a rail vehicle (1), the rail vehicle having two or more rail vehicle parts (2,3,4,5,6) and one or more joints (10, 11, 12, 13) over which (s ) adjacent rail vehicle parts are rotatably connected to each other, and,

the method comprising:

a) Determine

a-1) of a rotation angle (α, β, γ, δ; Θ) between adjacent ones

Rail vehicle parts, and / or derived from the angle of rotation size (a ^' _t , ß ^' _t , γΊ, ö ^' _t ; 9 ^' _t ), or

a-2) a plurality of rotary angle (α, β, γ, δ, Θ) or more derived from the rotational angles sizes (a ^_'t, ^ß' _t, γΊ, ö ^_'t; ^9' _t) between different adjacent rail vehicle parts,

b) Compare

b-1) of the angle of rotation (α, β, γ, δ; Θ) or the derived quantity (a ^' _t , ß ^' _t , γΊ, ö ^' _t ; 9't) from a-1), or several angles of rotation or derived quantities from a-2) with at least one reference value or limit value (U), or with at least one reference value range or limit value range (-U to U) and / or

b-2) a plurality of rotation angles (α, β, γ, δ; Θ) or the plurality of the

Rotation angles derived values (a ^_'t, ^ß' _t, γΊ, ö ^_'t; ^9' _t) from a-2) relative to each other, and / or

b-3) of a state value (| a (t ₀ ) | - 1 β (t ₀ ) |), which consists of a plurality of rotational angles (α, β, γ, δ) or a plurality of magnitudes derived from the rotational angles (a ^' _t , β 't, Y t, δΊ) from a-2), with at least one reference value or limit value (U), or with at least one reference value range or limit value range (-U to U),

where a test criterion, whether a derailment exists or not, is defined by

the reference value / limit value (U), the reference value range (-U to U), and / or the limit value range in b-1) or b-3), and / or a desired ratio (α ^* ß <0) of a plurality of rotational angles and / or a desired relation of the plurality of variables derived from the rotation angles (a ^' _t ^* ß' t <0) from b-2) to one another, (c) determine whether the test criterion is met or not met and whether a test criterion is met or not

Derailment occurs / has occurred, or has not occurred / has occurred.

2. The method of claim 1, wherein the derived quantity (a ^_'t, ^ß' _t, v ^_'t, ^ö' _t) is a rotational angular velocity and / or a rotation angular acceleration.

3. The method of claim 1 or 2, further comprising one or more of the steps when it is determined that a derailment has occurred / occurred:

Generating a derailment situation signal when it has been determined that a derailment has occurred / occurred,

Issuing a warning or an emergency signal about a derailment,

- sending a message about the derailment to a control center or rescue center,

- Emergency braking or other braking of the rail vehicle.

4. The method according to any one of the preceding claims, wherein

a plurality of rotary angle (α, β, γ, δ) has a plurality of these angles of rotation quantities or derived (a ^_'t, ^ß' _t, v ^_'t, ^ö' _t) at different, preferably consecutive, are determined joints.

5. The method according to any one of the preceding claims, wherein the reference value or limit value (U), the reference value range or the limit value range (-U to U) are determined from a reference run of the rail vehicle on the same or the same route or are.

6. Method according to one of the preceding claims, wherein the limit value is a rotation angle (| 9 _max | + T) suitable for a minimum curve radius and the test criterion is defined such that the rotation angle (| θ |) is smaller than this

Limit.

7. The method according to any one of the preceding claims, wherein the test criterion is defined so that the rotation angle (| ΘΊ |), or the quantity derived therefrom is smaller than the reference value or the limit value (D).

8. The method according to any one of claims 5-7, wherein value limits of the reference value range are defined as follows:

an upper reference value (9 _F + T; 9 ^' _t = 9 ^' _{t F} + T), which corresponds to a value of a rotation angle (9 _F ) or a quantity derived therefrom (9 ^' _{t F} ) during reference travel of the rail vehicle, plus a tolerance value (T),

a lower reference value (9 _F - T; 9 ^' _t = 9 ^' _{t F} - T) corresponding to the value of a rotation angle (9 _F ), or a quantity derived therefrom (9 ^' _{t F} ), during the reference run of the rail vehicle, minus a tolerance value, corresponds,

and wherein the test criterion is defined such that the determined angle of rotation (9), or the quantity (9 ^' _t ) derived from the determined angle of rotation, is within the

Reference value range.

9. The method according to any one of the preceding claims, wherein the method

is carried out spatially resolved along the route.

10. The method according to any one of the preceding claims, wherein the state value of a difference (| a (t ₀ ) | - 1 ß (t ₀ ) |) between at least two angles of rotation (α, β), or between at least two variables derived therefrom consecutive or non-consecutive joints.

1 1. Method according to one of the preceding claims, wherein value limits of the threshold range are defined as follows:

an upper limit (a (t ₀ ) + T; a ^' _t (t ₀ ) + T), which corresponds to one in the course of the cruise

Rail vehicle's value of a rotational angle (a (t ₀ )), or of a quantity derived therefrom (a ^' _t (t ₀ )), plus a tolerance value (T), at a first joint, corresponds to

a lower limit (a (t ₀ ) -T; a ^' _t (t ₀ ) -T) corresponding to one at the cruise of the

Railway vehicle at the location of the track determined value of the angle of rotation (a (t ₀ )), or derived therefrom size (a ^' _t (t ₀ )), minus a tolerance value (T), at the first joint,

d wherein the test criterion is defined such that the determined rotation angle (β (t ₀ + ^t0 ))), d

or the variable derived therefrom (ß ^_'t (t ₀ + ^l' ^(t0>)) at a second joint, which follows the first joint, is within the threshold value range when the second joint reaches the route point in the journey of the rail vehicle.

12. The method according to any one of the preceding claims, wherein in the comparison of a plurality of rotation angle or the plurality of angles derived from the rotation angles relative to each other is determined whether the rotation angle (a, ß) or the derived quantities (a ^' _t , ß' t) the have the same sign or a different sign.

13. The method according to any one of the preceding claims, further comprising

- Determining the shape of a section of track in which the vehicle or one or more consecutive joints are, in particular whether the vehicle, or one or more consecutive joints is on a straight stretch, in a smooth arc or in an S-curve /are located.

14. The method according to claim 13, wherein the reference value, limit value (U) or

Tolerance value (T), or a range thereof, to be adapted to the shape of the route section.

15. The method according to any one of the preceding claims, wherein the reference value, limit value (U) or tolerance value (T), or a range thereof, to the

Driving speed to be adjusted.

16. Rail vehicle, comprising an analysis device, which is set up for carrying out the method according to one of the preceding claims.