EP3782868A2 - Procédé d'étalonnage d'un capteur de vitesse d'un véhicule ferroviaire - Google Patents

Procédé d'étalonnage d'un capteur de vitesse d'un véhicule ferroviaire Download PDF

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Publication number
EP3782868A2
EP3782868A2 EP20187088.8A EP20187088A EP3782868A2 EP 3782868 A2 EP3782868 A2 EP 3782868A2 EP 20187088 A EP20187088 A EP 20187088A EP 3782868 A2 EP3782868 A2 EP 3782868A2
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EP
European Patent Office
Prior art keywords
rail vehicle
speed
sensor
wheel
determined
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.)
Withdrawn
Application number
EP20187088.8A
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German (de)
English (en)
Other versions
EP3782868A3 (fr
Inventor
Steven Alexander Calder
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.)
Siemens Mobility GmbH
Original Assignee
Siemens Mobility 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 Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Publication of EP3782868A2 publication Critical patent/EP3782868A2/fr
Publication of EP3782868A3 publication Critical patent/EP3782868A3/fr
Withdrawn legal-status Critical Current

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    • 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 vehicle trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
    • B61L25/021—Measuring and recording of train speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or vehicle train, e.g. pedals
    • B61L1/16—Devices for counting axles; Devices for counting vehicles

Definitions

  • a method for calibrating a speed sensor of a rail vehicle, a corresponding rail vehicle, a method for operating an axle counting system for a rail vehicle, a corresponding axle counting system and a method for operating a rail vehicle are specified.
  • Rail vehicles and other vehicles often include a variety of sensors for estimating a speed of the moving vehicle.
  • some kind of calibration of the individual sensors is typically required.
  • This calibration can be designed differently for each sensor.
  • an important parameter in the calibration is the circumference of the vehicle wheel, which changes over time. Up to now, this has required a trained technician who precisely measures the diameter of the vehicle wheel.
  • document DE 27 41 883 A1 describes a distance and speed measuring device that uses a correction device in the vehicle.
  • the correction device consists of a dividing circuit, a multiplying circuit and a Low pass filter.
  • the dividing circuit divides the number of distance pulses supplied by a wheel-independent measuring system by the number of distance pulses supplied by a wheel-dependent measuring system. The division result is smoothed with the low-pass filter and then multiplied by a distance increment in the multiplication circuit.
  • a method for controlling a vehicle system in Document US 2014 0277 883 A1 comprises determining a vehicle reference speed using an off-board-based input speed and an on-board-based input speed.
  • the off-board-based input speed is representative of a movement speed of the vehicle system and is determined from data received from an off-board device.
  • the onboard-based input speed is representative of the speed of movement of the vehicle system and is determined from data obtained from an onboard device.
  • An object on which the invention is based is therefore to create a method for calibrating a speed sensor of a rail vehicle, a corresponding rail vehicle, a method for operating an axle counting system for a rail vehicle and a corresponding axle counting system through which or through which to a low-cost and inexpensive calibration can be contributed inexpensively.
  • Another object on which the invention is based is to specify a method for efficiently operating a rail vehicle taking into account the aforementioned calibration.
  • the invention relates to a method for calibrating a speed sensor of a rail vehicle in normal operation.
  • the rail vehicle has a speed greater than 0 km / h in normal operation.
  • a measurement signal is received, which is provided via a transmission unit and which is representative of a speed of the rail vehicle measured externally with respect to the rail vehicle.
  • a measured value from the speed sensor is provided which is representative of a speed of the rail vehicle detected by the speed sensor.
  • a calibration coefficient is determined and assigned to the speed sensor.
  • the speed sensor is, in particular, an odometry sensor, such as a distance pulse generator or Doppler radar.
  • the transmitting unit is, in particular, a device, such as a balise, which is stationary, is arranged externally with respect to the rail vehicle and can be wirelessly coupled to a receiving unit of the rail vehicle.
  • Speed sensors can advantageously be calibrated without complex inspections by technicians and without putting the rail vehicle out of operation.
  • this type of calibration during operation of the rail vehicle is particularly advantageous in the case of sensors that are designed for higher speeds (e.g. a Doppler radar that is designed for speeds> 20 km / h) and behave differently when the rail vehicle is at a standstill.
  • calibration can be carried out at short intervals without significant additional effort, in particular several times on a single journey of the rail vehicle. In this way, delays in the operation of the rail vehicle caused by incorrectly calibrated speed sensors can advantageously be avoided.
  • the weighting factor is determined as a function of the speed of the rail vehicle.
  • the speed sensor is designed as a Doppler radar.
  • the rail vehicle has a plurality of speed sensors.
  • a calibration coefficient is determined for each speed sensor as a function of the measurement signal and the respective measurement value and assigned to the corresponding speed sensor.
  • the invention relates to a rail vehicle.
  • the rail vehicle comprises a receiving unit for receiving a measurement signal provided by a transmitting unit. Furthermore, the rail vehicle comprises at least one speed sensor which is set up to detect a speed of the rail vehicle and to provide it as a measured value. Furthermore, the rail vehicle comprises a control unit, which is signal-coupled to the receiving unit and the at least one speed sensor and is set up to carry out the method according to the first aspect.
  • the existing infrastructure of axle counting systems arranged on the rail network can be used for measuring and calibrating the speed of rail vehicles for which they were not originally intended.
  • a calibration according to the first aspect can thus advantageously be implemented at extremely low costs.
  • the invention relates to a method for operating an axle counting system for a rail vehicle.
  • the axle counting system has a transmission unit, a first wheel sensor and a second wheel sensor.
  • the first wheel sensor is arranged locally in front of the second wheel sensor at a predetermined distance in the direction of travel of the rail vehicle.
  • a first signal is provided by the first wheel sensor, which is representative of an impulse that is generated when a wheel of the rail vehicle passes the first wheel sensor.
  • a second signal is provided by the second wheel sensor, which is representative of an impulse which is produced when the wheel passes the second wheel sensor.
  • a time difference between the two pulses is determined as a function of the first signal and the second signal.
  • a speed of the rail vehicle is determined and transmitted as a measurement signal to a receiving unit of the rail vehicle by means of the transmitting unit.
  • the invention relates to an axle counting system for a rail vehicle.
  • the axle counting system comprises a transmitting unit for transmitting a measurement signal to a receiving unit of the rail vehicle.
  • the axle counting system also includes a first wheel sensor for providing a first signal that is representative of an impulse that is generated when a wheel of the rail vehicle passes the first wheel sensor, and a second wheel sensor for providing a second signal that is representative of an impulse caused when the wheel passes the second wheel sensor.
  • the first wheel sensor is arranged locally in front of the second wheel sensor at a predetermined distance in the direction of travel of the rail vehicle.
  • the axle counting system further comprises a control device which is signal-technically coupled to the transmission unit, the first wheel sensor and the second wheel sensor and is set up to carry out the method according to the third aspect.
  • the first wheel sensor and / or the second wheel sensor is or are designed as a double-sided sensor.
  • the invention relates to a method for operating a rail vehicle according to the second aspect with an axle counting system according to the fourth aspect.
  • the rail vehicle has a speed greater than 0 km / h.
  • a wheel of the rail vehicle passes a first wheel sensor, a pulse being generated and a first signal being provided by the first wheel sensor to a control device of the axle counting system.
  • a second wheel sensor is passed with the wheel of the rail vehicle, a pulse being generated and a second signal being provided by the second wheel sensor of the control device.
  • a time difference between the two pulses is determined by the control device and depending on a predetermined distance between the first wheel sensor and the second wheel sensor in the direction of travel of the rail vehicle and the determined time difference, a speed of the rail vehicle is determined by the control device.
  • the transmitting unit the determined speed is transmitted as a measurement signal to a receiving unit of the rail vehicle.
  • the measurement signal is received by the receiving unit and provided to a control unit of the rail vehicle.
  • a speed is recorded by a speed sensor of the rail vehicle and made available as a measured value to the control unit.
  • a calibration coefficient is now determined by the control unit and assigned to the speed sensor.
  • a calibrated speed of the rail vehicle is finally determined as a function of the calibration coefficient and the measured value.
  • the rail vehicle has a plurality of speed sensors.
  • a calibration coefficient is determined for each speed sensor as a function of the measurement signal and the respective measurement value and assigned to the corresponding speed sensor.
  • a respective calibrated speed of the rail vehicle is determined as a function of the respective calibration coefficient and the respective measured value.
  • the speed of the rail vehicle is finally estimated as a function of all the calibrated speeds.
  • FIG. 1 a system 100 for operating a rail vehicle 10 with an axle counting system 20 is shown.
  • the rail vehicle 10 is operating as intended, in which it has a speed v > 0 km / h in the direction of travel (indicated here by the arrow).
  • the rail vehicle 10 comprises a control unit 11, an antenna as a receiving unit 12 for signaling coupling with a stationary transmitting unit 22 and several speed sensors 15, 16.
  • the speed sensors 15, 16 can each be assigned to a wheel 13 of the rail vehicle 10, for example.
  • the axle counting system 20 is set up, for example, to determine status information about free or occupied track sections.
  • the axle counting system 20 has a first wheel sensor 23, which is designed to detect a passage through a wheel and also as a counting head.
  • wheel detection equipment (WDE)" can be designated.
  • WDE wheel detection equipment
  • it is a wheel sensor that uses double-sided technology with two sensors, such as the "Clearguard ZP D 43" model from Siemens, which is already in considerable numbers (> 50,000) along the German rail network.
  • This model includes a "DEK 43" unit as a double-sided sensor and uses an electromagnetic wheel detection process with a generator frequency of 43 kHz.
  • the control device 21 is preferably arranged in the immediate vicinity of the first wheel sensor 23.
  • the control device 21 can, however, also be arranged at a distance of up to 21 km from the first wheel sensor 23.
  • the control device 21 can also be referred to as an evaluation device.
  • the control device 21 is in particular a computer or an electrical circuit which is set up to receive signals, perform a calculation and send the result of the calculation in the form of an information packet.
  • the axle counting system 20 also has a second wheel sensor 24, which is located at a predetermined distance d in the direction of travel of the rail vehicle 10 is arranged to the first wheel sensor 23.
  • the second wheel sensor 24 corresponds structurally and functionally in particular to the first wheel sensor 23.
  • the axle counting system 20 usually includes the second wheel sensor 24 in order to be able to determine a direction of travel of a passing rail vehicle.
  • the specified distance d of already installed wheel sensors of existing axle counting systems in this context is mostly between 20 cm and 80 cm inclusive (for slower or faster rail vehicles). Notwithstanding this, however, a different distance d is also conceivable.
  • a transmission unit 22 is also assigned to the axle counting system 20, which is connected to the control device 21 in terms of signaling and is set up for wireless communication with the receiving unit 12 of the rail vehicle 10.
  • This is a balise or other device that is set up to transmit information to a rail vehicle driving over or passing nearby.
  • the transmission unit 22 is an active or controllable balise.
  • An active balise is, for example, connected to a so-called “lineside electronic unit", LEU.
  • the LEU can, for example, be integrated into a signaling system, which in turn is integrated into a signal box in which the evaluation device is located.
  • the invention makes use of the knowledge that a large number of such axle counting systems are already installed along the rail network. In an advantageous manner, no or only minor structural changes are therefore required in order to implement the method described below.
  • axle counting system 20 can be used to carry out a continuous calibration of speed sensors 15, 16 of the rail vehicle 10 during normal operation without having to rely on specially trained specialists or temporarily shut down the rail vehicle 10.
  • control unit 11 and the control device 21 are each assigned a data and program memory, in each of which a program for the cooperative implementation of a method for operating the rail vehicle 10 is stored, which is based on the flowchart of FIG Figure 2 is explained in more detail below.
  • the sequence of the individual program steps is only to be regarded as an example and may differ from the sequence described.
  • the program starts in a step S1 when the wheel 13 of the rail vehicle 10 passes the first wheel sensor 23.
  • a first signal is provided by the first wheel sensor 23 of the control device 21, which is representative of the impulse caused when passing.
  • a first point in time t 1 which corresponds to the pulse, is determined by the control device 21 and the program is then continued in a step S2.
  • step S2 a second point in time t 2 , which corresponds to the further pulse, is determined by the control device 21 and the program is then continued in a step S3.
  • the predefined distance d in this context can be stored in the control device 21, for example, since it is constantly predefined by the arrangement of the wheel sensors 23, 24.
  • step S3 is not very computationally intensive and could therefore be implemented, for example, by a dedicated circuit and can therefore be carried out particularly quickly.
  • the calculation is carried out in the control device 21, which usually already carries out similar calculation processes to determine the direction of travel and route occupancy, so that additional components can be dispensed with.
  • step S4 the measurement signal v A is transmitted to the receiving unit 12 by means of the transmitting unit 22. Since rail vehicles are typically relatively long in comparison to a probable distance that a signal has to cover between wheel sensors 23, 24 and transmission unit 22, the measurement signal v A can be transmitted without delay, in particular without buffering.
  • step S5 in which the measurement signal v A is received by the receiving unit 12 and provided to the control unit 11 of the rail vehicle 10.
  • a measured value v S is determined by the speed sensor 15, which is representative of a measurement of the speed v of the rail vehicle 10 by the rail vehicle 10 and provided to the control unit 11.
  • the calibration coefficient k for the speed sensor 15 is determined by comparing the measured value v S with the measured signal v A.
  • k old denotes the most recently determined calibration coefficient
  • ⁇ a weighting factor which takes the learning rate into account and assumes a value between 0 and 1 inclusive, for example 0.01.
  • a small value for ⁇ in particular reduces the effect of an individual measurement signal v A on the calibration.
  • other weighting or mixing functions are also conceivable.
  • Said weighting factor ⁇ can in particular be selected such that the calibration is carried out exclusively or preferably in a range of the speed v of the rail vehicle 10 in which the corresponding speed sensor 15 operates linearly or for which the speed sensor 15 is provided.
  • the Doppler radar works non-linearly below 20 km / h, while the measurement signal v A of the axle counting system 20 is highly error-prone above 300 km / h.
  • the limits mentioned are only listed as examples and can differ greatly in practice, especially with other sensor types.
  • a malfunction in the measurement of the axle counting system 20 can in particular be taken into account, for example if the measurement signal v A deviates too much from the measurement value v S.
  • the calibration coefficient k 1.
  • Steps S1 to S4 are carried out in particular by the control device 21 of the axle counting system 20 and, for example, form a separate computer program.
  • Steps S5 to S8 are carried out in particular by the control unit 11 of the rail vehicle 10 and, for example, also form a separate computer program.
  • Steps S1 to S8 can be carried out again for each additional wheel 14 of the rail vehicle 10 detected by the axle counting system 20.
  • steps S5 to S8 can be carried out for each further speed sensor 16 of the rail vehicle 10 based on the single measurement signal v A and the respective measurement value v S.
  • only one control unit 11 is assigned to the rail vehicle 10. Notwithstanding this, it is also conceivable to carry out steps S5 to S8 for each speed sensor 15, 16 on a separate control unit 11.
  • the odometry system 19 has a fusion unit 18 which is composed of several measured values v S1 - v S3 of the individual speed sensors 15, 16, 17 determine the estimated speed v est of the rail vehicle 10. Because the speed sensors 15, 16, 17 are not calibrated or are incorrectly calibrated, the speed v est estimated by this odometry system 19 typically has an error between 2-4% of the actual speed v , which, among other things, can lead to delays in the operation of the rail vehicle 10.
  • the proposed system 100 can supply calibrated speeds v S, k 1 -v S, k 3 to the fusion unit 18, so that a more precise estimated speed v est of the rail vehicle 10 is contributed.
  • the control unit 11 in a structural unit with the fusion unit 18.
EP20187088.8A 2019-08-22 2020-07-22 Procédé d'étalonnage d'un capteur de vitesse d'un véhicule ferroviaire Withdrawn EP3782868A3 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102019212555.7A DE102019212555A1 (de) 2019-08-22 2019-08-22 Verfahren zur Kalibrierung eines Geschwindigkeitssensors eines Schienenfahrzeugs

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EP3782868A2 true EP3782868A2 (fr) 2021-02-24
EP3782868A3 EP3782868A3 (fr) 2021-06-16

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2741883A1 (de) 1977-09-17 1979-03-22 Standard Elektrik Lorenz Ag Einrichtung zur gesicherten weg- und geschwindigkeitsmessung bei automatisch gesteuerten spurgebundenen verkehrsmitteln
US20140277883A1 (en) 2013-03-15 2014-09-18 General Electric Company System and method of vehicle system control

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19736711C1 (de) * 1997-08-18 1998-11-12 Siemens Ag Meßverfahren zum Bestimmen der Achsengeschwindigkeit einer Wagenachse

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2741883A1 (de) 1977-09-17 1979-03-22 Standard Elektrik Lorenz Ag Einrichtung zur gesicherten weg- und geschwindigkeitsmessung bei automatisch gesteuerten spurgebundenen verkehrsmitteln
US20140277883A1 (en) 2013-03-15 2014-09-18 General Electric Company System and method of vehicle system control

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DE102019212555A1 (de) 2021-02-25
EP3782868A3 (fr) 2021-06-16

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