EP3630575B1 - Verfahren zur erkennung einer entgleisung eines schienenfahrzeugs - Google Patents

Verfahren zur erkennung einer entgleisung eines schienenfahrzeugs Download PDF

Info

Publication number
EP3630575B1
EP3630575B1 EP18727249.7A EP18727249A EP3630575B1 EP 3630575 B1 EP3630575 B1 EP 3630575B1 EP 18727249 A EP18727249 A EP 18727249A EP 3630575 B1 EP3630575 B1 EP 3630575B1
Authority
EP
European Patent Office
Prior art keywords
rotation
rail vehicle
value
limit value
angle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP18727249.7A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP3630575A1 (de
Inventor
Fabrice Roche
Andreas MONARTH
Guillermo PEREZ GOMEZ
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Holdings SA
Original Assignee
Bombardier Transportation GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP3630575A1 publication Critical patent/EP3630575A1/de
Application granted granted Critical
Publication of EP3630575B1 publication Critical patent/EP3630575B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F9/00—Rail vehicles characterised by means for preventing derailing, e.g. by use of guide wheels
    • B61F9/005—Rail vehicles characterised by means for preventing derailing, e.g. by use of guide wheels by use of non-mechanical means, e.g. acoustic or electromagnetic devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D13/00—Tramway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0081—On-board diagnosis or maintenance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates

Definitions

  • the present invention relates to a method for detecting a derailment of a rail vehicle and a rail vehicle that is set up to carry out this method.
  • a derailment of a rail vehicle for example a tram
  • a derailment can have different reasons, for example a collision with a means of transport, a disruption in the track, a switch, etc. It therefore makes sense to implement a system in the vehicle that can detect a derailment.
  • WO 2012/140073 A1 proposes a method for monitoring the derailment of at least one wheel of a running gear of a rail vehicle, in which, depending on the result of a comparison of signals available in the rail vehicle, a derailment situation signal representative of a derailment situation of the at least one wheel is generated.
  • a current speed signal that is representative of a current speed of the at least one wheel is determined.
  • an expected speed signal representative of a currently expected speed of the at least one wheel is determined from at least one signal available in the rail vehicle and representative of the current driving state of the rail vehicle.
  • the current speed signal is compared with the expected speed signal in a speed signal comparison, and in a fourth step the derailment situation signal is generated as a function of the result of the speed signal comparison.
  • EP 0 697 320 A1 discloses a device for detecting a derailment of one or more carriages traveling on rails, in particular railway carriages of a railway train composition with a railcar. At least one sensor is arranged on the carriage at least in the area of an axle provided with wheels, with which the position of the wheels and the axle in relation to the rails can be determined and that if this position deviates from 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 derailed states of wheels of a rail vehicle by determining at least one characteristic value for a derailment state, which is compared with at least one specifiable target value, with a warning signal and/or emergency braking being triggered if a specifiable deviation of the characteristic value from the target value is exceeded .
  • At least one acceleration signal is generated in the area of an axle bearing of at least one wheel, and/or the respective longitudinal acceleration is continuously determined at at least two points of a bogie frame and recorded as a longitudinal acceleration signal and/or a rotary frequency signal is generated at at least one wheel axle, with the at least one acceleration signal generated in the area of an axle bearing and/or the longitudinal acceleration signals and/or the at least one characteristic value that is characteristic of a derailment condition is determined from the at least one rotational frequency signal.
  • DE 2 517 267 A1 discloses a device for indicating derailments of a rail vehicle, a radio transmitter being arranged on the rail vehicle, which contains means responsive to vertical acceleration as a result of the derailment of the vehicle, causing the transmitter to emit a radio signal which can be detected in a receiver which is located at the Reception of these radio signals has an alarm or warning device operating means.
  • the object of the invention is to specify a method for detecting a derailment that reliably displays a derailment and preferably fulfills one or more of the criteria mentioned above.
  • angles between rail vehicle parts that can be rotated relative to one another are analyzed and, from this, it is determined whether a derailment has occurred.
  • the invention is particularly applicable to, but not limited to, trams.
  • the rail vehicle parts are preferably modules of a tram.
  • the tram is preferably a multi-articulated vehicle.
  • derailment detection uses joint angle sensors in particular to detect the position of the vehicle and the position of the rail vehicle parts relative to one another. In the case of a multi-articulated vehicle, it can thus be recognized whether or not there may be a derailment.
  • Angles between the rail vehicle parts can be measured.
  • the sensors are installed, for example, in or near the joints of the rail vehicle and measure the angles, movements and the change in the angles over time (rotational speed). The measured values or a combination of these values allow conclusions to be drawn as to whether a derailment has occurred.
  • the invention can use the redundancy of the above factors, or other factors, based on one or more angles of rotation or data derived therefrom are determined to reliably detect a derailment. The more parameters warn of a potential derailment, the more likely a derailment has occurred.
  • a message can be issued to the driver or automatic braking can be activated.
  • the method can be carried out while the rail vehicle is traveling or when it is stationary. Although a derailment occurs during a journey, it is also possible to check at a standstill whether a derailment previously occurred during a journey or not.
  • Determining an angle of rotation or a variable derived therefrom means in particular determining a value thereof.
  • the angle of rotation can be determined, in particular measured, at any point on the rail vehicle or parts of the rail vehicle.
  • the rotation angle can be a rotation angle of a joint, also referred to as a joint angle.
  • the angle of rotation or the angles of rotation can be determined at or in a joint itself, at the joint or at another point on the rail vehicle.
  • first pair of rail vehicle parts is used to determine a first angle of rotation and a second one is used to determine it Angle of rotation, a second pair of rail vehicle parts is used. Provision can be made here for the first pair of rail vehicle parts and the second pair of rail vehicle parts to have one rail vehicle part in common.
  • a plurality of angles of rotation between different adjacent rail vehicle parts or a plurality of variables derived from these angles of rotation can be determined at or near different, preferably consecutive (and interrupted by a rail vehicle part) joints.
  • the rotation angle can be determined with a rotation angle measuring device.
  • an angle sensor is provided for this.
  • the use of angle sensors to determine joint angles in rail vehicles is known from WO 2013/124429 A1 .
  • Various types of angle sensors are also described there.
  • An angle sensor is a sensor that can detect different angles in a certain angle range, which depends on the specification of the sensor.
  • An exemplary and non-limiting angular range is 0° to +/-40°.
  • the sensor can preferably detect continuous angles within the angle range.
  • the sensor(s) or the sensor arrangement(s) is/are set up for the continuous determination of the angle or for the detection of discrete angle values in a specific increment.
  • Angle sensors are known from the prior art and are available with a wide variety of characteristics, for example measurable angle range, resolution, type of output (current, voltage, bus signal, frequency), repeatability, linearity.
  • the sensor can be, for example, a potentiometric sensor, a magnetoresistive sensor, a Hall sensor that works 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 eddy current sensor configured for distance and/or relative position measurement or a sensor that operates according to at least one of the functions mentioned and/or at least one function that is not mentioned.
  • magnetoresistive sensors and Hall sensors can also be arranged in groups on a common carrier, e.g. B. a microcarrier, similar to a microchip.
  • optical sensors detect one of a plurality of markers formed on the joint as the marker is viewed by the sensor as it moves past.
  • laser triangulation is carried out and/or a comparison with a comparison light beam is carried out, as in the case of an interferometer.
  • Another type of optical sensor detects patterns projected at a location on the joint.
  • Angle sensors are given, for example, in the article by William J. Fleming, "Overview of Automotive Sensors", IEEE Sensors Journal, Vol. 4, pp. 296-308 , Section C, pages 302/303.
  • the sensor can measure an absolute angle between rail vehicles or rail vehicle parts, or the sensor can measure a change in angle and relate this to a reference angle, for example the zero position, so that the angle between rail vehicle parts can be determined.
  • the sensor can be designed in such a way that it generates a signal sequence.
  • a signal sequence means in particular that the sensor emits a signal after the angle changes by a constant amount (angle increment), so that after a change of one angle increment, one signal is generated, after a change of two angle increments, two signals are generated, and so on Signal sequence from which one can determine the number of angle increments and from this, in turn, a total angle change.
  • the term “signal” thus also includes a signal sequence in the present invention.
  • the angle sensor can be a non-contact angle sensor.
  • non-contact in one of its forms of meaning means that the sensor is attached to a first joint part and does not touch a second joint part which is rotatable relative to the first joint part.
  • a magnetic sensor can be attached to the first joint part and a magnet to which the magnetic sensor reacts may be attached to the second hinge part.
  • non-contact means that the sensor has a first and a second element, the first element being attached to a first joint part and the second element being attached to a second joint part, the first and second Element of the sensor do not touch and wherein 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 the sensor elements attached thereto can be rotated relative to one another by a relative rotation of the joint parts.
  • Non-contact angle sensors are magnetic sensors, optical sensors and inductive sensors.
  • the term “magnetic sensors” refers to sensors that react to changes in a magnetic field in their environment, in particular to changes in a magnetic flux density. Alternatively, they can also be referred to as “magnetic field-sensitive sensors”.
  • Preferred examples of magnetic sensors are Hall sensors and magnetoresistive sensors.
  • Non-contact magnetic sensors are, for example, in US 5,880,586A described.
  • the signal from the sensor is, for example, a voltage or a current output by the sensor.
  • the signal can be processed in an analogue signal processing device.
  • the signal from the sensor can be routed to an analog/digital converter and forwarded as a digital signal to the subsequent signal processing device.
  • 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 or signals are available at the output of the signal processing device.
  • the signal processing device makes angle information available as an analog or digital signal.
  • the angle signal can be fed to an interface that provides signal output to external terminals or performs further processing of an angle signal.
  • the signal processing device can be in the form of a digital signal processor (DSP).
  • DSP digital signal processor
  • this is also referred to as a CORDIC (Coordinate Rotational Digital Computer).
  • CORDIC Coordinat Rotational Digital Computer
  • a possible algorithm is 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 , described.
  • the signal from the sensor can be amplified in a pre-amplifier and then sent to the analog-to-digital converter. If necessary, digital filtering can take place at the output of the analog/digital converter before the digitized signal is processed in the signal processing device.
  • a pre-amplifier can be amplified in a pre-amplifier and then sent to the analog-to-digital converter.
  • digital filtering can take place at the output of the analog/digital converter before the digitized signal is processed in the signal processing device.
  • Such a process and a special Hall sensor are described in US 2007/0279044 A .
  • a signal processing device can be arranged at various points, for example as an independent structural unit between the sensor and downstream components, such as a signal transmission bus, a vehicle controller, a vehicle and train controller. If the signal from the sensor is digitized, the A/D converter is connected between the sensor and the signal processing device.
  • the signal processing device is preferably part of a vehicle control unit (VCU, vehicle control unit) or a vehicle and train control unit (VTCU, vehicle and train control unit). Bus systems or cables connected control devices, converters, sensors, actuators and possibly other components.
  • VCU vehicle control unit
  • VTCU vehicle and train control unit
  • Bus systems or cables connected control devices, converters, sensors, actuators and possibly other components.
  • the rotation angle may be a rotation angle of rotation around an X axis as a rotation axis, a rotation angle around a Y axis as a rotation axis, or a rotation angle around a Z axis as a rotation axis.
  • these angles of rotation can also be determined in combination.
  • at least the angle of rotation and the Z-axis are determined, which describes the rotation when cornering.
  • the longitudinal axis of a rail vehicle or part of a rail vehicle is also referred to as the 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 axes of the rail vehicle/rail vehicle part.
  • the Z axis is vertical the X and Y axes, and is vertical when the rail vehicle is on a straight, level track.
  • the angle of rotation of a rotation about the Z-axis as the axis of rotation can be defined as the angle between the longitudinal axes (X-axes) of two adjacent rail vehicle parts. If the longitudinal axes of two adjacent, articulated rail vehicle parts are aligned, for example on a straight, curve-free stretch, then the angle between the longitudinal axes of the rail vehicles or rail vehicle parts is by definition 0°, referred to as the zero position.
  • a sign of the rotation angle of a rotation about the Z-axis can 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, which is articulated to the front rail vehicle part, and negatively defined if the front rail vehicle part rotates to the left in the direction of travel relative to the rear rail vehicle part, or vice versa.
  • Direction-dependent signs can be assigned to rotational angular velocities in an analogous manner.
  • the joint is designed in such a way that at least rotation about the Z-axis is made possible.
  • the joint can be designed in such a way that a rail vehicle or rail vehicle part can also be rotated about its X-axis relative to the adjacent rail vehicle part (rolling movement).
  • the joint can also be designed in such a way that a rail vehicle part can also be rotated about its Y-axis relative to the adjacent rail vehicle part (pitching movement). Movements around the X, Y and Z axes may be possible.
  • the joint preferably has two joint parts which can be rotated relative to one another.
  • One joint part is connected, for example, to a first rail vehicle part and a second joint part is connected to a second rail vehicle part.
  • joint part denotes any part of the joint, whereby the part is not absolutely necessary for the actual joint function.
  • a joint part can, for example, only be a part that is used to attach a sensor or magnet.
  • the type of joint is not particularly limited,
  • a reference value or limit value can be assumed or determined by a measurement.
  • a reference value can be a measured value from a reference run.
  • a reference value range or limit value range designates a range between an upper reference value/limit value and a lower reference value/limit value.
  • a range can include the range boundaries.
  • test criterion it can be determined during the comparison in particular whether a reference value or limit value is undershot, reached or exceeded, or whether a rotation angle or a derived variable or a state value is in the range or not. Whether the test criterion is met or not depends on how it is defined using the limit value, reference value or a range thereof. i.e. the test criterion can be met, for example, if a reference value/limit value is either exceeded, reached or not exceeded, or whether a value is within a reference value/limit value range or not. This depends on which limit or reference value or range is used, whether the angle of rotation or a derived quantity is used, or which derived quantity is used, or which state value is used.
  • an angle of rotation between adjacent parts of the rail vehicle can be determined several times or repeatedly, in particular at a time interval.
  • the “determination of an angle of rotation between adjacent parts of the rail vehicle” can therefore be understood as “determining at least one angle of rotation between adjacent parts of the rail vehicle”.
  • the same can apply to a derived quantity.
  • the same can also apply when determining a plurality of angles of rotation or variables derived therefrom between different adjacent rail vehicle parts. This means that at least one angle of rotation, or more than one angle of rotation, can be determined between these rail vehicle parts in relation to two adjacent rail vehicle parts, in particular at a time interval.
  • derived quantity is not to be understood narrowly in the sense of a differential quotient, but means any quantity that is obtained from the angle of rotation, for example by any arithmetic operation.
  • the derived variable is thus derived from the determined angle of rotation. This also applies to several identified Angles of rotation and quantities derived from them.
  • a derived variable can be a variable in the sense of a differential quotient.
  • the derived variable is a rotational angular velocity (1st derivative of the rotational angle over time) or a rotational angular acceleration (2nd derivative of the rotational angle over time or 1st derivative of the rotational angle speed over time).
  • a different limit value or reference value can be taken as a basis.
  • Different reference values or limit values can thus be used in the method, and can also be used simultaneously.
  • a first reference value/limit value for the rotation angle a second reference value/limit value (range) for the rotation angle velocity
  • a third reference value/limit value for the rotation angle acceleration
  • a fourth reference value/limit value for the state value can be set or be defined.
  • These reference values/limit value (ranges) can be used in any combination, depending on which combination of rotation angle, rotation angle speed, rotation angle 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 angles of rotation or variables derived therefrom. Any arithmetic operations can be applied, such as subtraction, addition, multiplication or division.
  • a specific example of a state value is a difference in rotation angles on consecutive joints, obtained by subtraction, from which a statement about the position of rail vehicle parts relative to one another can be obtained. In this example, the position of rail vehicle parts relative to one another describes a state of the rail vehicle.
  • the reference value, the limit value, the reference value range or the limit value range are or have been determined from a reference run by the rail vehicle on the same or the same route.
  • the reference run can be a run that takes place or should take place in regular driving operation, in particular with the same speeds and accelerations.
  • a target relation also: target relationship or target ratio, expresses a relationship of several angles of rotation or several variables derived from the angles of rotation relative to one another, which can be defined arbitrarily. In a special case, this can mean a relative direction (e.g. of an angular velocity or angular acceleration), a relative sign (e.g. of an angle of rotation), a size ratio or the like, with these examples only being used for illustration and should not be understood as conclusive.
  • a relative direction e.g. of an angular velocity or angular acceleration
  • a relative sign e.g. of an angle of rotation
  • size ratio or the like
  • the limit value in particular in step b-1
  • the test criterion is defined such that the turning angle is smaller than this limit value.
  • normal travel occurs when the angle of rotation is smaller than an angle that fits the smallest radius in the track network. This angle can be determined from geometric route data and curve radii determined therefrom.
  • the test criterion is defined in such a way, in particular in method variant b-1), that the angle of rotation or the variable derived therefrom is smaller is than the reference value or the limit value.
  • the derived variable is, in particular, a rotational angular velocity, ie a change in angle. It is assumed that a normal run occurs when the angle or the change in angle over time is smaller than the measured value of a reference run or a limit value.
  • this embodiment can be combined with an embodiment in which the shape of a route section is determined and which is described below.
  • the reference value, limit value or tolerance value can be adapted to the shape of the route section (according to a further embodiment described in more detail below).
  • the reference value, limit value or tolerance value can be chosen to be very low, since in the case of a straight route section it is assumed that the joints located therein have no deflection, i.e. a rotational angle of zero, or no rotational angular velocity , whereby a small tolerance value can be taken as a basis here.
  • the latter embodiment is particularly applicable to process variant b-1).
  • the variant is applied in particular to the angle of rotation or the angular velocity of rotation. It is assumed that a normal journey is present when the comparison of the current measured values with the results a reference run remains within a tolerance.
  • the tolerance can take into account the effect of speed as well as static and dynamic variations.
  • the method is carried out in a spatially resolved manner along the route. It is thus determined at various locations along the route, which can be as close together as desired, as to whether the test criterion is met or not.
  • the angle of rotation or the derived variable can be determined at any short time intervals or continuously during a trip.
  • the state value is a difference between at least two angles of rotation, or between at least two variables derived therefrom, on consecutive or non-consecutive joints.
  • the difference can be an amount difference.
  • the difference itself can in turn be determined as an amount.
  • the difference can take into account the sign, i.e. the direction, the angle of rotation or the derived variables.
  • the test criterion can be defined in such a way that the stated difference is smaller than the reference value or limit value. It is assumed here that normal driving occurs when the difference between at least two consecutive angles of rotation is always smaller than the reference value or limit value.
  • the reference value can be recorded during a reference run. Alternatively, the limit value can be accepted.
  • this embodiment can be combined with an embodiment in which the shape of a route section is determined and which is described below. It can be checked whether there is a difference between rotation angles (or quantities derived from them) in joints located in a section of a certain shape, preferably in all joints in such a section, which is below a reference value, limit value or tolerance value.
  • the reference value, limit value or tolerance value can be adapted to the shape of the route section (according to a further embodiment described in more detail below).
  • the reference value, limit value or tolerance value can be selected to be very low, particularly if the route section is a curved route section.
  • the angles of rotation or the variables derived when comparing a plurality of angles of rotation or a plurality of variables derived from the angles of rotation relative to one another, it is determined whether the angles of rotation or the variables derived have the same sign or a different sign.
  • This embodiment can be used in particular when the joints where the angle of rotation or derived Sizes are determined, are in a curve or in an S-curve.
  • an S-curve there are two joints in front of and behind the inflection point of the S-curve. Normal travel is then present when the two joints that are deflected in opposite directions do not increase at the same time as the two joint angles (absolute values) continue to travel through the S-curve. This is due to the fact that two modules, starting from a position in front of and behind the turning point, cannot rotate in opposite directions when continuing through the S-curve.
  • the reference value, limit value or tolerance value, or a corresponding range can be adapted to the shape of the current route section.
  • a dynamic adjustment can take place while driving.
  • the test criterion is defined in such a way that the angle of rotation or the variable derived therefrom is smaller than the reference value or the limit value. It is assumed, for example, that normal travel occurs when the change in angle over time is less than the measured value of a reference travel or a limit value. For a straight stretch, there is no change in angle, although a change up to a limit value or in a limit value range should be possible. But this limit or limit range is set more narrowly than in the case of a non-straight line.
  • So route information is included in the setting of the (area) limit value.
  • An example for the angle of rotation can be formulated analogously. When driving normally on a straight stretch, none of the joints should have any deflection, with a narrower set limit value or limit value range being possible.
  • the embodiment mentioned above can be used as a further example of the variant, where a difference between two angles of rotation on consecutive joints is used as the status value and the test criterion is defined such that the said difference is smaller than the reference value or limit value.
  • a constant arc it can be assumed that normal travel occurs when all joints have the same deflection, i.e. the same angle of rotation, in the same direction, so that the difference should ideally be zero, with a small difference being tolerable and correspondingly a narrower one limit is set.
  • determining the shape of the route section There are different variants for determining the shape of the route section.
  • a distance measurement and a set zero point for example the beginning of the route, to determine in which route section or between which route meters the rail vehicle or joints thereof are currently located. Since the shape of the entire route is known, the shape of the route section can be determined by measuring the distance. The distance measurement can be determined over a number of wheel revolutions.
  • a GPS signal it is possible to use a GPS signal to determine in which route section the rail vehicle or a part of it or joints thereof is located.
  • sensors next to the route to determine the section in which the rail vehicle is located.
  • a further embodiment of the method provides for the reference value, limit value or tolerance value, or a range thereof, to be adapted to the driving speed.
  • these values or ranges can be set higher or set narrower.
  • limit/reference values ranges can be set higher.
  • the present invention relates to a rail vehicle having an analysis device which is set up, in particular programmed, to carry out the method as described above.
  • the analysis device can contain a computer program or program instructions that cause method steps according to the invention to be carried out, at least step b) and c).
  • the analysis device can be a control device, in particular a vehicle control, or a part thereof, or can be integrated into a control device, in particular a vehicle control.
  • Rail vehicle parts are in particular modules that are assembled into a rail vehicle.
  • the rail vehicle parts are modules of a tram.
  • rail vehicle parts are connected to one another via a flexible structure, in particular an articulated bellows.
  • the joint between the rail vehicle parts is located in particular in the area of the floor, preferably below the floor. Joints between wagons or rail vehicle parts can also be arranged in the area of the roof.
  • the 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 represents the rail vehicle.
  • Bogies or running gear are denoted by the reference number 7 .
  • the rail vehicle 1 runs on the rails 8
  • a joint angle ⁇ , ⁇ , ⁇ , ⁇ is set on each of the joints.
  • the 2 and 3 show the same reference numerals as 1 , whereby the angular position in the joints is changed.
  • the method of the present invention is explained below using exemplary criteria.
  • the system recognizes "normal driving” and “derailment” based on the criteria A, B, C, D, E, F, G, H, I, J listed below, which can be supplemented as required.
  • a derailment can also be recognized if one or more of these criteria no longer apply.
  • the criteria can be general criteria or trip-specific criteria.
  • the general criteria A to E can always be valid.
  • the additional criteria F through J may be specific to the driving scenarios described below.
  • a normal (i.e. derailment-free) journey occurs when the joint angle is smaller than the angle U that matches the smallest radius in the track network (based on geometric stretching data: radius of the curve) ⁇ ⁇ ⁇ Max + T ⁇ max can be recorded during a test drive or calculated or measured from the radius and vehicle dimensions.
  • a normal run occurs when the change in angle over time is less than the measured value of a reference run or a limit value.
  • a Dirac-shaped angle change is not possible in normal driving.
  • a normal run is when the comparison of the current measured values with the results of a reference run remains within a tolerance.
  • the tolerance takes into account the effect of speed, static and dynamic deviations
  • a normal run is present when the difference between two consecutive joint angles is always smaller than a limit value U.
  • the limit value can be recorded during a reference run or can be assumed conservatively. eg 15°) ⁇ u ⁇ a t 0 ⁇ ⁇ t 0 ⁇ u ⁇ t 0
  • a normal journey is when a subsequent joint deflects at the same position in the track network as the previous joint (calculated via speed and vehicle dimensions)
  • a normal run is when the angular changes over time of consecutive joints at the same position in the track network are equal
  • Scenario 1 straight line (with reference to Fig. 2):
  • a derailment on a straight line occurs when one or more of the following criteria are not met:
  • Scenario 3 S-curve (with reference to Fig. 3):
  • the joint 11 is located in the direction of travel F behind the inflection point W of the S-curve (ie has already passed the inflection point W), while the joint 12 is still in front of the inflection point W.
  • the successive joints 11, 12 are deflected in opposite directions (positive and negative).
  • a normal ride is when the two joint angles (absolute value e.g.
  • Criteria A -F are checked independently of the route shape. Not all criteria AF have to be checked, as shown here, but it is also possible to check any selection from one or more of these criteria. If the criterion is met, in this example a normal, ie derailment-free, trip is present. 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 substantiated.
  • a further step is to check whether the vehicle or the joints under consideration are on a straight line (criteria G and H), whether they are in a constant curve, or whether these are in an S-curve.
  • Criterion C is used to check the shape of the route. It is therefore compared with measured values of the rotation angle or the rotation angle speed from a reference run on the same route, preferably at all joints, from which the current route shape can be determined.
  • the route shape does not have to be determined using criterion C, but can also be determined differently, as indicated above in the general description.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Acoustics & Sound (AREA)
  • General Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • Physics & Mathematics (AREA)
  • Health & Medical Sciences (AREA)
  • Electromagnetism (AREA)
  • Transportation (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Geophysics And Detection Of Objects (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP18727249.7A 2017-05-23 2018-05-23 Verfahren zur erkennung einer entgleisung eines schienenfahrzeugs Active EP3630575B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017208760.9A DE102017208760A1 (de) 2017-05-23 2017-05-23 Verfahren zur Erkennung einer Entgleisung eines Schienenfahrzeugs
PCT/EP2018/063502 WO2018215538A1 (de) 2017-05-23 2018-05-23 Verfahren zur erkennung einer entgleisung eines schienenfahrzeugs

Publications (2)

Publication Number Publication Date
EP3630575A1 EP3630575A1 (de) 2020-04-08
EP3630575B1 true EP3630575B1 (de) 2023-01-11

Family

ID=62245287

Family Applications (1)

Application Number Title Priority Date Filing Date
EP18727249.7A Active EP3630575B1 (de) 2017-05-23 2018-05-23 Verfahren zur erkennung einer entgleisung eines schienenfahrzeugs

Country Status (9)

Country Link
US (1) US11459003B2 (es)
EP (1) EP3630575B1 (es)
CN (1) CN110662686B (es)
AU (1) AU2018272924B2 (es)
CA (1) CA3064653A1 (es)
DE (1) DE102017208760A1 (es)
ES (1) ES2939939T3 (es)
PL (1) PL3630575T3 (es)
WO (1) WO2018215538A1 (es)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018204481A1 (de) * 2018-03-23 2019-09-26 Siemens Aktiengesellschaft Messanordnung und Verfahren zum Erkennen eines Entgleisens
CN112231834B (zh) * 2020-10-16 2022-05-13 湖北文理学院 基于铁轨的防脱轨方法、装置、铁轨汽车及存储介质
DE102021205040A1 (de) 2021-05-18 2022-11-24 Bombardier Transportation Gmbh Verfahren und Vorrichtung zum Erkennen einer Entgleisung eines Schienenfahrzeugs sowie Schienenfahrzeug

Family Cites Families (22)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1452189A (en) 1974-04-18 1976-10-13 Ml Eng Plymouth Railway vehicle derailment detection system
DE2500041A1 (de) 1975-01-02 1976-07-08 Heller Fred Harald Geraet zur sicherung gegen entgleisung von schienenfahrzeugen
CH690032A5 (fr) * 1994-07-13 2000-03-31 Vevey Technologies Sa Procédé de réglage de l'orientation des dispositifs de roulement à roues orientables d'un ensemble roulant sur rail et ensemble roulant utilisant ce procédé.
EP0697320A1 (de) 1994-08-19 1996-02-21 Sintro Electronics AG Einrichtung zum Feststellen einer Entgleisung von auf Schienen fahrenden Wagen
DE19543564A1 (de) 1994-11-22 1996-05-23 Bosch Gmbh Robert Anordnung zur berührungslosen Drehwinkelerfassung eines drehbaren Elements
DE19645982A1 (de) 1995-12-15 1997-06-19 Knorr Bremse Systeme Schienentriebzug mit wenigstens zwei Wagenteilen
DE19837476A1 (de) 1998-08-11 2000-02-17 Siemens Ag Verfahren zum vorbeugenden Überwachen des Fahrverhaltens von Schienenfahrzeugen
DE19919604B4 (de) 1999-04-29 2009-08-13 Olaf Unbehaun Verfahren und Vorrichtung zur Ermittlung von im Betrieb autretenden Fehlern an Rädern von Eisenbahnfahrzeugen
AT413372B (de) 2001-02-28 2006-02-15 Siemens Sgp Verkehrstech Gmbh Verfahren zur allgemeinen entgleisungsdetektion
AU2002310780A1 (en) * 2002-06-03 2003-12-19 Ferrocarriles De Via Estrecha Feve Automatic, derailment detection-actuated train braking system
DE102004010613B4 (de) 2004-03-02 2015-04-02 Austriamicrosystems Ag Magnetfeldsensor und Verfahren zu seinem Betrieb
DE102007004522A1 (de) 2007-01-24 2008-07-31 Bombardier Transportation Gmbh Mehrgliedriges Fahrzeug
DE102007044575A1 (de) 2007-09-19 2009-04-16 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren zur Anpassung wenigstens eines Parameters in einem gesteuerten oder geregelten System eines Fahrzeugs
DE102007054861A1 (de) 2007-11-16 2009-05-28 Siemens Ag Verfahren zum Begrenzen des Winkels zwischen den Längsachsen miteinander verbundener Wagenkästen
JP5468016B2 (ja) * 2008-12-05 2014-04-09 西日本旅客鉄道株式会社 脱線予兆の検知方法および脱線再現装置
CN101531202B (zh) * 2009-03-06 2011-01-19 北京世纪东方国铁科技股份有限公司 车辆脱轨自动预警方法和预警系统
DE102009014866A1 (de) * 2009-03-30 2010-10-28 Bombardier Transportation Gmbh Fahrzeug mit Wankkompensation
DE102011001978A1 (de) 2011-04-12 2012-10-18 Bombardier Transportation Gmbh Schienenfahrzeug mit einer Entgleisungsüberwachung
DE102012202838A1 (de) 2012-02-24 2013-08-29 Bombardier Transportation Gmbh Gelenk für Schienenfahrzeuge oder Schienenfahrzeugteile mit Winkelsensor
CN203806973U (zh) * 2013-11-29 2014-09-03 重庆起重机厂有限责任公司 一种轨道式起重机及其台车的装配结构
CN104554325B (zh) * 2014-11-26 2016-11-30 中国铁路总公司 防止轨道交通车辆因脱轨导致侧翻的主动支撑装置
DE102015203297B4 (de) 2015-02-24 2024-04-11 Bombardier Transportation Gmbh Verfahren zur Steuerung eines elektrisch ansteuerbaren Systems in einem Verbund aus Fahrzeugen oder Fahrzeugteilen

Also Published As

Publication number Publication date
ES2939939T3 (es) 2023-04-28
AU2018272924A1 (en) 2019-12-12
EP3630575A1 (de) 2020-04-08
CA3064653A1 (en) 2018-11-29
US20200231189A1 (en) 2020-07-23
WO2018215538A1 (de) 2018-11-29
CN110662686A (zh) 2020-01-07
DE102017208760A1 (de) 2018-11-29
CN110662686B (zh) 2021-08-03
PL3630575T3 (pl) 2023-05-02
US11459003B2 (en) 2022-10-04
AU2018272924B2 (en) 2023-12-14

Similar Documents

Publication Publication Date Title
EP1692026B1 (de) Verfahren und anordnung zur überwachung einer in einem radfahrzeug angeordneten messeinrichtung
EP3746346B1 (de) Schienenfahrzeug und verfahren zum vermessen einer gleisstrecke
EP3630575B1 (de) Verfahren zur erkennung einer entgleisung eines schienenfahrzeugs
EP2152560B2 (de) Fahrwerk eines schienenfahrzeugs mit einer vorrichtung zur fehlerüberwachnung von fahrwerkskomponenten
DE4228414B4 (de) Verfahren und Vorrichtung zur Aufbereitung von Sensorsignalen
EP2331381B1 (de) Verfahren zum bestimmen einer eigenschaft eines fahrweglageparameters
EP3676138B1 (de) Verfahren und einrichtung zur ermittlung von bremsungsrelevanten ist-werten eines schienenfahrzeuges für die durchführung einer verzögerungsgeregelten bremsung mit zentraler sensorik
DE102018118661B4 (de) Verfahren zur Ermittlung des Abstands zweier Züge oder zweier Zugteile eines Zuges
DE102013210361A1 (de) Verfahren zur Ermittlung zumindest einer Geschwindigkeit bei einem Schienenfahrzeug
WO2005056358A1 (de) Bestimmung von dynamischen achsfasten und/oder radlasten ei­nes radfahrzeuges
DD265594A5 (de) Messverfahren zur dynamischen zustandsbeurteilung von eisenbahnlinien
EP2817192B2 (de) Gelenk für schienenfahrzeuge oder schienenfahrzeugteile mit winkelsensor
EP3847074B1 (de) Verfahren und vorrichtung zur detektion eines entgleisungszustands eines schienenfahrzeugs
DE112015006908T5 (de) Fahrzeugbewegungsdetektionseinrichtung
DE102008049224A1 (de) Verfahren und Vorrichtung zum Überprüfen mindestens eines Laufwerks eines auf einem Gleis fahrbaren Schienenfahrzeugs auf einen Defekt
WO2018114474A2 (de) Verfahren zur entgleisungsdetektion anhand von raddrehzahlsignalen
EP4186775B1 (de) Verfahren und vorrichtung zum erkennen von eigenschaften eines fahrzeugs
WO2018104040A1 (de) Verfahren und vorrichtung zur weichendiagnose unter last
DE69824940T2 (de) Verfahren zur Abschätzung der Geschwindigkeit eines Fahrzeuges oder mehrerer miteinander verbundener Fahrzeuge
DE19910795C1 (de) Verfahren und Vorrichtung zur Kollisionswarnung
DE10140052C1 (de) Vorrichtung zur externen Zuglängenmessung
DE102018203203A1 (de) Steuerung eines Kraftfahrzeug-Gespanns
EP3736195A1 (de) Verfahren und vorrichtung zur bestimmung fahrtechnischer parameter bei fahrzeugen
EP4079595A1 (de) Sensoranordnung und verfahren zur positionsbestimmung für ein schienenfahrzeug
DE19812070C1 (de) Verfahren und Vorrichtung zur näherungsweisen Geschwindigkeitsbestimmung bei einem spurgeführten Fahrzeug

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20191216

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20220805

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502018011414

Country of ref document: DE

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 1543271

Country of ref document: AT

Kind code of ref document: T

Effective date: 20230215

REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2939939

Country of ref document: ES

Kind code of ref document: T3

Effective date: 20230428

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG9D

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20230111

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230111

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230111

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230511

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230411

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230111

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230111

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230111

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20230526

Year of fee payment: 6

Ref country code: DE

Payment date: 20230519

Year of fee payment: 6

Ref country code: CZ

Payment date: 20230515

Year of fee payment: 6

Ref country code: CH

Payment date: 20230602

Year of fee payment: 6

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230111

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230511

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230412

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230111

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: PL

Payment date: 20230512

Year of fee payment: 6

Ref country code: AT

Payment date: 20230522

Year of fee payment: 6

RAP2 Party data changed (patent owner data changed or rights of a patent transferred)

Owner name: ALSTOM HOLDINGS

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: BE

Payment date: 20230519

Year of fee payment: 6

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502018011414

Country of ref document: DE

Ref country code: DE

Ref legal event code: R081

Ref document number: 502018011414

Country of ref document: DE

Owner name: ALSTOM HOLDINGS, FR

Free format text: FORMER OWNER: BOMBARDIER TRANSPORTATION GMBH, 10785 BERLIN, DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230111

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230111

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230111

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230111

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: ES

Payment date: 20230727

Year of fee payment: 6

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

P01 Opt-out of the competence of the unified patent court (upc) registered

Effective date: 20231025

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230111

26N No opposition filed

Effective date: 20231012

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230111

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20230523

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230111

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20230111

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230523

REG Reference to a national code

Ref country code: IE

Ref legal event code: MM4A

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230523

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230523

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20230523