EP3743322B1 - Measuring arrangement and method for detecting a derailment - Google Patents

Description

In the case of rail vehicles in railway technology, any derailment is nowadays recognized by the operating personnel, in particular the vehicle driver, who manually brakes the rail vehicle in an emergency in the event of a derailment.

From the pamphlet U.S. 2017/253228 A1 a measuring arrangement for a track-bound vehicle, in particular a rail vehicle, is known, which has an evaluation device which is set up to compare values recorded during a current journey in at least one predetermined spatial measurement orientation with locally corresponding reference values recorded during one or more previous journeys on the same route and, in the event that a deviation has a predetermined deviation characteristic, to generate a derailment warning signal.

From the pamphlet CN 203 496 924 U a derailment detection device for an electric locomotive is known which has detectors, for example proximity switches. If one of the detectors determines that the distance between the locomotive body or respective wheel and the track is greater than a predetermined value, then a control unit can determine that the electric locomotive has derailed.

The pamphlet DE 10 2015 119392 A1 discloses a measurement data correlation to detect a derailment of a rail vehicle.

Due to the increasing automation, in particular with regard to driverless driving of rail vehicles, there is the problem of being able to reliably detect a derailment in an automated manner.

The invention is therefore based on the object of specifying a measuring arrangement which can reliably detect a derailment of a rail-bound vehicle.

According to the invention, this object is achieved by a measuring arrangement with the features according to patent claim 1 . Advantageous refinements of the method according to the invention are specified in the dependent claims.

• eine Abstandsmesseinrichtung eingerichtet ist, in mindestens zwei vorgegebenen räumlichen Messausrichtungen, von denen eine um einen vorgegebenen Schwenkwinkel nach rechts - nachfolgend rechte Messausrichtung genannt - und die andere um denselben Schwenkwinkel nach links - nachfolgend linke Messausrichtung genannt - relativ zur Längsrichtung des Fahrzeugs ausgerichtet ist, den jeweiligen Wert als Abstand zwischen der Abstandsmesseinrichtung und - in den zwei Messausrichtungen gesehen - befindlichen Objekten in der Umgebung unter Bildung eines rechten Messwertverlaufs und eines linken Messwertverlaufs zu messen, und
• die Auswerteinrichtung eingerichtet ist, während einer aktuellen Fahrt den rechten und linken Messwertverlauf der aktuell gemessenen Abstandswerte mit korrespondierenden rechten und linken Referenzwertverläufen der örtlich korrespondierenden Referenzwerte zu vergleichen und die Erzeugung des Entgleisungswarnsignals davon abhängig zu machen, ob etwaige Abweichungen zwischen einem der Messwertverläufe und dem korrespondierenden Referenzverlauf mit Abweichungen zwischen dem anderen Messwertverlauf und dessen korrespondierenden Referenzverlauf korrelieren.

According to the invention, it is provided that

• a distance measuring device is set up, in at least two specified spatial measurement alignments, one of which is aligned by a specified pivot angle to the right - hereinafter referred to as the right measurement alignment - and the other by the same pivot angle to the left - hereinafter referred to as the left measurement alignment - relative to the longitudinal direction of the vehicle, to measure the respective value as the distance between the distance measurement device and - seen in the two measurement alignments - objects in the area, forming a right measured value curve and a left measured value curve, and
• the evaluation device is set up to compare the right and left measured value profile of the currently measured distance values with corresponding right and left reference value profiles of the locally corresponding reference values during a current journey and to make the generation of the derailment warning signal dependent on whether any deviations between one of the measured value profiles and the corresponding reference profile correlate with deviations between the other measured value profile and its corresponding reference profile.

An essential advantage of the measuring arrangement according to the invention can be seen in the fact that it can detect a derailment of a vehicle in a very simple manner, since only distance values are measured and compared with reference values. A derailment can thus be detected with a minimal outlay on components and great reliability.

A laser scanner, for example, can be used as the distance measuring device.

It is advantageous if the evaluation device generates a derailment warning signal that indicates a derailment of the vehicle offset parallel to the track if the deviations of the right and left measured value curve from the associated right and left reference curve each exceed a predetermined threshold and the deviations have different signs.

Alternatively or additionally, it can be provided that the evaluation device generates a derailment warning signal that indicates a lateral twisting of the vehicle relative to the specified lane if the right and left measured value curves over the vehicle location compared to the assigned reference curves each soften a local offset that exceeds a predetermined threshold, and the offsets have different offset directions or different signs. The measurement alignment or alignments or at least one of the measurement alignments are preferably inclined relative to the horizontal.

With regard to the distance measuring device, it is considered advantageous if this has a transmitting device that generates at least one measuring beam and emits it permanently or at least in sections over time in the specified spatial measuring alignment, and a receiving device that receives the received radiation of the measuring beam reflected or scattered on the object side and generates the distance values based on the received radiation, in particular based on the time delay between the transmission of the radiation and the reception of the received radiation.

Advantageously, it can also be provided that the distance measuring device, in particular its transmission device, emits several measuring beams simultaneously in different spatial measuring alignments.

Alternatively or additionally, it can advantageously be provided that the distance measuring device, in particular its transmitting device, changes the orientation of the measuring beam or beams over time and successively emits radiation in a plurality of spatial measuring orientations.

It is particularly advantageous if the distance measuring device allows the measuring beam or beams to rotate in a plane about an axis of rotation or each about its own axis of rotation.

The axis or axes of rotation are preferably inclined to the vertical.

The distance measuring device preferably changes the inclination of the axis of rotation(s) while driving.

The comparison of recorded distance values with the associated reference values can also be limited to selected objects on the route. In this embodiment, an object is first recognized and/or classified on the basis of the recorded distance values, with a derailment warning signal being generated, for example, only if an object has been recognized and/or classified and at the same time the recorded distance values deviate from the recorded reference values by more than a predetermined amount.

The invention also relates to a method for detecting lane departure, in particular derailment, in a track-bound vehicle, in particular a rail vehicle, in which values recorded during a current journey in at least one predetermined spatial measurement orientation are compared with locally corresponding reference values recorded during one or more previous journeys on the same route and in the event that a deviation has a predetermined deviation characteristic, a derailment warning signal is generated.

• eine Abstandsmesseinrichtung in mindestens zwei vorgegebenen räumlichen Messausrichtungen, von denen eine um einen vorgegebenen Schwenkwinkel nach rechts - nachfolgend rechte Messausrichtung genannt - und die andere um denselben Schwenkwinkel nach links - nachfolgend linke Messausrichtung genannt - relativ zur Längsrichtung des Fahrzeugs ausgerichtet ist, den jeweiligen Wert als Abstand zwischen der Abstandsmesseinrichtung und - in den zwei Messausrichtungen gesehen - befindlichen Objekten in der Umgebung unter Bildung eines rechten Messwertverlaufs und eines linken Messwertverlaufs misst, und
• die Auswerteinrichtung während einer aktuellen Fahrt den rechten und linken Messwertverlauf der aktuell gemessenen Abstandswerte mit korrespondierenden rechten und linken Referenzwertverläufen der örtlich korrespondierenden Referenzwerte vergleicht und die Erzeugung des Entgleisungswarnsignals davon abhängig macht, ob etwaige Abweichungen zwischen einem der Messwertverläufe und dem korrespondierenden Referenzverlauf mit Abweichungen zwischen dem anderen Messwertverlauf und dessen korrespondierenden Referenzverlauf korrelieren.

According to the invention, with regard to such a method, it is provided that

• a distance measuring device in at least two specified spatial measurement alignments, one of which is aligned by a specified pivot angle to the right - hereinafter referred to as the right measurement alignment - and the other by the same pivot angle to the left - hereinafter referred to as the left measurement alignment - relative to the longitudinal direction of the vehicle, measuring the respective value as the distance between the distance measurement device and - seen in the two measurement alignments - objects in the area, forming a right measured value curve and a left measured value curve, and
• the evaluation device compares the right and left measured value profile of the currently measured distance values with corresponding right and left reference value profiles of the locally corresponding reference values during a current trip and makes the generation of the derailment warning signal dependent on whether any deviations between one of the measured value profiles and the corresponding reference profile correlate with deviations between the other measured value profile and its corresponding reference profile.

With regard to the advantages of the method according to the invention, reference is made to the above statements in connection with the measuring arrangement according to the invention.

Figur 1

ein Ausführungsbeispiel für ein erfindungsgemäßes Schienenfahrzeug, das mit einem Ausführungsbeispiel für eine erfindungsgemäße Messanordnung ausgestattet ist, wobei die Figur 1 das Schienenfahrzeug im Normalbetrieb bzw. vor einem Entgleisen zeigt,

Figur 2

die Messanordnung des Schienenfahrzeugs gemäß Figur 1 näher im Detail,

Figur 3

das Schienenfahrzeug gemäß Figur 1 nach einem Entgleisen, bei dem das Schienenfahrzeug parallel zur Spur versetzt ist,

Fig. 4-5

Messwertverläufe für den in der Figur 3 gezeigten Entgleisungszustand,

Figur 6

das Schienenfahrzeug gemäß der Figur 1 im Falle eines Entgleisens, bei dem das Schienenfahrzeug gegenüber der vorgegebenen Fahrspur seitlich verdreht ist,

Fig. 7-8

Messwertverläufe für den in der Figur 6 gezeigten Entgleisungszustand,

Figur 9

ein Ausführungsbeispiel für ein erfindungsgemäßes Schienenfahrzeug, bei dem die Messanordnung einen Messstrahl in einer Ebene um eine Rotationsachse um 360° rotieren lässt, und

Figur 10

die Anordnung der Rotationsachse bei der Messanordnung gemäß Figur 9 in einer Sicht von der Seite.

The invention is explained in more detail below using exemplary embodiments; show examples

figure 1

an embodiment of a rail vehicle according to the invention, which is equipped with an embodiment of a measuring arrangement according to the invention, wherein the figure 1 the rail vehicle shows in normal operation or before a derailment,

figure 2

the measuring arrangement of the rail vehicle according to FIG. 1 in more detail,

figure 3

the rail vehicle according to figure 1 after a derailment in which the rail vehicle is offset parallel to the track,

Figures 4-5

Measurement curves for the in the figure 3 shown derailment state,

figure 6

the rail vehicle according to the figure 1 in the event of a derailment in which the rail vehicle is twisted laterally in relation to the specified lane,

Figures 7-8

Measurement curves for the in the figure 6 shown derailment state,

figure 9

an exemplary embodiment of a rail vehicle according to the invention, in which the measuring arrangement allows a measuring beam to rotate by 360° in a plane about an axis of rotation, and

figure 10

the arrangement of the axis of rotation in the measurement arrangement according to figure 9 in a side view.

For the sake of clarity, the figures always use the same reference symbols for identical or comparable components.

The figure 1 shows a rail vehicle 10 in a schematic top view, which moves on a rail system 20 along the direction of travel X. In the representation according to figure 1 it is assumed, for example, that the rail vehicle 10 is driving through a tunnel 30, which is shown in FIG 1 is denoted by reference numeral 31 on the right tunnel wall. The one in the figure 1 left tunnel wall bears the reference number 32.

The rail vehicle 10 is equipped with a measuring arrangement 40 which—simultaneously or sequentially—emits a measuring beam M1 to the right and a measuring beam M2 to the left. The right measurement beam M1 is pivoted by a pivot angle φ1 relative to the direction of travel X; the left measurement beam M2 is pivoted to the left by a pivot angle φ2 relative to the direction of travel X. Both pivot angles φ1 and φ2 are in the embodiment according to figure 1 same size.

While driving through the tunnel 30, the measuring arrangement 40 scans the right tunnel wall 31 and the left tunnel wall 32 with the two measuring beams M1 and M2 and thereby determines the respective distance to the tunnel wall. The distance values are compared with stored reference values that have been recorded during one or more previous journeys, and a derailment warning signal is generated if the deviation between the current distance values and the stored reference values exceeds a predetermined threshold.

The figure 2 shows an exemplary embodiment of the measuring arrangement 40 according to FIG figure 1 closer in detail.

The measuring arrangement 40 comprises a distance measuring device 41, a locating device 42, a memory 43 and an evaluation device 44.

The distance measuring device 41 has a transmitting device 41a, which transmits the two measuring beams M1 and M2 in accordance with figure 1 generated and sent out.

A receiving device 41b of the distance-measuring device 41 measures the reflected or scattered radiation, which—seen in the measurement alignment—from the surrounding area Objects reflected back to the distance measuring device 41 or scattered back. The receiving device 41b uses the received radiation E1 and E2 to generate distance values which are transmitted to the evaluation device 44 . The distance value generated with the measuring beam M1 is in FIG figure 2 with the reference symbol A(φ1) and the one with the in FIG figure 1 The distance value generated on the left measuring beam M2 is denoted by the reference symbol A(φ2).

The evaluation device 44 receives location information from the locating device 42 which indicates the respective location X0 of the rail vehicle 10 on the rail system 20 . The evaluation device 44 queries reference values R(X0, φ1) and R(X0, φ2) for the two measuring beams M1 and M2 stored in the memory 43 for the respective location X0. The reference values R(X0, φ1) and R(X0, φ2) are compared with the current distance values A(φ1) and A(φ2) and evaluated with a view to a possible derailment of the rail vehicle 10 .

und $$\left|\mathrm{A}\left(\mathrm{\phi }2\right)-\mathrm{R}\left(\mathrm{X}0,\mathrm{\phi }2\right)\right|<\mathrm{GW}$$

wobei GW eine vorgegebenen Schwelle bzw. einen vorgegebenen Toleranzwert bezeichnet.At the in the figure 1 The state shown is that the rail vehicle 10 is in a normal state, i.e. it has not derailed, so that the current distance values A(φ1) and A(φ2) will at least essentially match the respective reference values R(X0, φ1) and R(X0, φ2) for the respective location X0. It applies here: $$\left|\mathrm{A}\left(\mathrm{<figure-callout\; id="1"\; label="\phi "\; filenames="imgf0004.png"\; state="\{\{state\}\}">\phi </figure-callout>}1\right)-\mathrm{R}\left(\mathrm{X}0,\mathrm{<figure-callout\; id="1"\; label="\phi "\; filenames="imgf0004.png"\; state="\{\{state\}\}">\phi </figure-callout>}1\right)\right|<\mathrm{GW}$$

and $$\left|\mathrm{A}\left(\mathrm{<figure-callout\; id="2"\; label="\phi "\; filenames="imgf0006.png"\; state="\{\{state\}\}">\phi </figure-callout>}2\right)-\mathrm{R}\left(\mathrm{X}0,\mathrm{<figure-callout\; id="2"\; label="\phi "\; filenames="imgf0006.png"\; state="\{\{state\}\}">\phi </figure-callout>}2\right)\right|<\mathrm{GW}$$

where GW denotes a predetermined threshold or a predetermined tolerance value.

If the threshold is not exceeded, the measuring arrangement 40 will not generate a derailment warning signal.

The figure 3 shows the rail vehicle 10 on the rail system 20 in a state of derailment, in which the rail vehicle 10 is displaced parallel to the track of the rail system 20 is. The offset is in the figure 3 marked with the reference symbol V.

The offset V is reflected in the distance values A(ϕ1) and A(ϕ2), as exemplified in FIGS Figures 4 and 5 is shown.

The figure 4 shows the course of measured values MV1 of the distance values A(φ2), which are supplied by the left measuring beam M2. It can be seen that the distance values A(φ2) are larger by the offset V than the reference values R(X, φ2) stored in the memory 43 due to the offset derailment and the measured value curve MVl is shifted by the offset V compared to the reference curve RVl to larger distance values.

Correspondingly, the distance values A(ϕ1), which are generated by the right measuring beam M1, will be smaller than the associated reference values R(X, ϕ2), so that the right measured value profile MVr, which is generated with the right measuring beam M1, is shifted to smaller distance values compared to the corresponding right reference profile RVr.

If the evaluation device 44 detects such an opposite shift in the measured value curves MVl and MVr compared to the associated reference curves RVl and RVr, it concludes that the rail vehicle 10 has derailed parallel to the track and a corresponding derailment warning signal, which indicates a derailment of the vehicle parallel to the track, must be generated. The generated derailment warning signal contributes in the figure 2 the reference EWS.

The figure 6 shows the rail vehicle 10 according to FIGS figures 1 and 3 in the event that the rail vehicle 10 has derailed, in which case the rail vehicle 10 has twisted laterally relative to the lane of the rail system 20 . Due to the twisting of the rail vehicle 10 and due to the twisting of the measuring arrangement 40, the measuring beams M1 and M2 become the respectively assigned tunnel wall 31 or sample 32 in a temporally and spatially offset manner. For example, the one in the figure 6 with the reference numeral 33 are identified by the measuring arrangement 40 earlier in time or at an earlier location than the locally corresponding right-hand projection 34 on the right-hand tunnel wall 31.

The measured value curves and the associated reference curves are in the Figures 7 and 8 shown. It can be seen that the left measured value curve MVl is shifted to the left by a local offset −dX compared to the reference curve RVl, since—as explained—due to the lateral rotation of the rail vehicle 10—compared to the normal alignment of the measuring arrangement 40—there is premature object detection on the left.

In a corresponding manner, the right-hand measured value profile MVr is offset to the right by an offset +dX in relation to the associated right-hand reference profile RVr, as in FIG figure 8 is shown, since due to the lateral rotation of the rail vehicle 10--compared to the normal alignment of the measuring arrangement 40--there is a delayed object detection on the right.

When a corresponding opposite offset of the measured value curves MVl and MVr occurs compared to the associated reference curves RVl and RVr, the evaluation device 44 will conclude that the rail vehicle 10 is twisting to the side and generate a derailment warning signal EWS, which indicates a lateral twisting of the rail vehicle 10 relative to the specified lane.

The figure 9 shows an exemplary embodiment of a rail vehicle 10 in which the measuring arrangement 40 allows a measuring beam M to rotate in a plane about an axis of rotation 100 . The tunnel 30 is thus scanned through 360°.

The figure 10 shows the measurement arrangement 40 of the rail vehicle 10 according to FIG figure 9 in a side view. It's possible note that the axis of rotation 100 is tilted from the vertical by a tilt angle θ. The inclination of the axis of rotation 100 ensures that the measuring beam M also scans the space in front of the rail vehicle 10 during travel.

Although the invention has been illustrated and described in detail by means of preferred exemplary embodiments, the invention is not restricted by the disclosed examples and other variations can be derived therefrom by a person skilled in the art without departing from the protective scope of the claims.

Reference List

10

rail vehicle

20

rail system

30

tunnel

31

right tunnel wall

32

left tunnel wall

33

left ledge

34

right ledge

40

measuring arrangement

41

distance measuring device

41a

transmission device

41b

receiving device

42

tracking device

43

Storage

44

evaluation device

100

axis of rotation

A(ϕ1)

distance value

A(ϕ2)

distance value

E1

received radiation

E2

received radiation

EWS

derailment warning signal

M

measuring beam

M1

right measuring beam

M2

left measuring beam

MVl

left course of measured values

MVr

right course of measured values

RVl

left reference history

RVr

right reference history

R(X0, ϕ1)

reference value

R(X0, ϕ2)

reference value

V

offset

X

driving direction

X0

Location

ϕ1

swivel angle

ϕ2

swivel angle

θ

tilt angle

-dX

offset

+dX

offset

Claims (11)

1. Measurement arrangement (40) for a rail-bound vehicle, in particular rail vehicle (10),

   - wherein the measurement arrangement (40) has an evaluation facility (44), which is configured to compare values (A(ϕ1), A(ϕ2)) recorded during a current journey in at least one predefined spatial measurement orientation with spatially corresponding reference values (R(X0, ϕ1), R(X0, ϕ2)) recorded during one or more previous journeys on the same route, and in the event that a deviation has a predefined deviation characteristic, to generate a derailment warning signal (EWS),
   characterised in that

   - a distance measurement facility (41) is configured, in at least two predefined spatial measurement orientations, of which one is oriented about a predefined tilt angle (ϕ1) to the right - referred to as the right-hand measurement orientation in the following - and the other about the same tilt angle (ϕ2) to the left - referred to as the left-hand measurement orientation in the following - relative to the longitudinal direction of the vehicle, to measure the respective value (A(ϕ1), A(ϕ2)) as a distance between the distance measurement facility (41) and - when viewed in the two measurement orientations - objects situated in the surrounding area with the formation of a right-hand measurement value progression (MVr) and a left-hand measurement value progression (MVl), and

   - the evaluation facility (44) is configured, during a current journey, to compare the right-hand and left-hand measurement value progression (MVr, MVl) of the currently measured distance values (A(ϕ1), A(ϕ2)) with corresponding right-hand and left-hand reference value progressions (RVr, RVl) of the spatially corresponding reference values (R(X0, ϕ1), R(X0, ϕ2)), and to make the generation of the derailment warning signal (EWS) dependent upon whether any deviations between one of the measurement value progressions (MVr, MVl) and the corresponding reference progression (RVr, RVl) correlate with deviations between the other measurement value progression (MVr, MVl) and the corresponding reference progression (RVr, RVl) thereof.
2. Measurement arrangement (40) according to claim 1,
   characterised in that
   the evaluation facility (44) generates a derailment warning signal (EWS), which indicates a derailment of the vehicle offset in parallel with the track, when the deviations of the right-hand and left-hand measurement value progression (MVr, MVl) from the assigned right-hand and left-hand reference progression (RVr, RVl) in each case exceed a predefined threshold and the deviations have different signs.
3. Measurement arrangement (40) according to one of the preceding claims,
   characterised in that
   the evaluation facility (44) generates a derailment warning signal (EWS), which indicates a lateral skewing of the vehicle relative to the predefined travel lane, when the right-hand and left-hand measurement value progressions (MVr, MVl) about the vehicle location (XO) in each case deviate by a spatial offset (V) in relation to the assigned reference progressions (RVr, RVl) which exceeds a predefined threshold, and the offsets (V) have different offset directions or different signs.
4. Measurement arrangement (40) according to one of the preceding claims,
   characterised in that
   the at least one predefined spatial measurement orientation or the at least one of the measurement orientations is inclined relative to the horizontal.
5. Measurement arrangement (40) according to one of the preceding claims,
   characterised in that

   - the distance measurement facility (41) has a transmit facility (41a), which generates at least one measurement beam (M, M1, M2) and emits it, on a permanent basis or at least for some periods of time, in the predefined spatial measurement orientation, and

   - the distance measurement facility (41) has a receive facility (41b), which receives receive radiation (E1, E2) of the measurement beam (M, M1, M2) reflected or scattered on the object side and, on the basis of the receive radiation (E1, E2), in particular on the basis of the time delay between the transmission of the radiation and the receipt of the receive radiation (E1, E2), generates the distance values (A(ϕ1), A(ϕ2)).
6. Measurement arrangement (40) according to one of the preceding claims,
   characterised in that
   the distance measurement facility (41) transmits a plurality of measurement beams (M, M1, M2) at the same time in different spatial measurement orientations.
7. Measurement arrangement (40) according to one of the preceding claims,
   characterised in that
   the distance measurement facility (41) alters the orientation of the measurement beam or measurement beams (M, M1, M2) over time and transmits radiation in succession in a plurality of spatial measurement orientations.
8. Measurement arrangement (40) according to one of the preceding claims,
   characterised in that
   the distance measurement facility (41) allows the measurement beam or measurement beams (M, M1, M2) to rotate in a plane about an axis of rotation (100).
9. Measurement arrangement (40) according to claim 8,
   characterised in that
   the axis of rotation (100) is inclined in relation to the vertical.
10. Measurement arrangement (40) according to one of the preceding claims 8 to 9,
    characterised in that
    the distance measurement facility (41) alters the inclination of the axis of rotation (100) during the journey.
11. Method for identifying a departure from a track, in particular derailment, in a rail-bound vehicle, in particular rail vehicle (10),

    - values (A(ϕ1), A(ϕ2)) recorded during a current journey in at least one predefined spatial measurement orientation are compared with spatially corresponding reference values (R(X0, ϕ1), R(X0, ϕ2)) recorded during one or more previous journeys on the same route, and in the event that a deviation has a predefined deviation characteristic, a derailment warning signal (EWS) is generated, characterised in that

    - a distance measurement facility (41), in at least two predefined spatial measurement orientations, of which one is oriented about a predefined tilt angle (ϕ1) to the right - referred to as the right-hand measurement orientation in the following - and the other about the same tilt angle (ϕ2) to the left - referred to as the left-hand measurement orientation in the following - relative to the longitudinal direction of the vehicle, measures the respective value (A(ϕ1), A(ϕ2)) as a distance between the distance measurement facility (41) and - when viewed in the two measurement orientations - objects situated in the surrounding area with the formation of a right-hand measurement value progression (MVr) and a left-hand measurement value progression (MVl), and

    - the evaluation facility (44), during a current journey, compares the right-hand and left-hand measurement value progression (MVr, MVl) of the currently measured distance values (A(ϕ1), A(ϕ2)) with corresponding right-hand and left-hand reference value progressions (RVr, RVl) of the spatially corresponding reference values (R(X0, ϕ1), R(X0, ϕ2)), and makes the generation of the derailment warning signal (EWS) dependent upon whether any deviations between one of the measurement value progressions (MVr, MVl) and the corresponding reference progression (RVr, RVl) correlate with deviations between the other measurement value progression (MVr, MVl) and the corresponding reference progression (RVr, RVl) thereof.

Images