EP3984855A2 - Dispositif et système de détection de freins bloqués et/ou de boîtes chaudes dans les véhicules ferroviaires, ainsi que procédé de surveillance des roues, des roulements de roues et/ou des systèmes de freinage des véhicules ferroviaires - Google Patents

Dispositif et système de détection de freins bloqués et/ou de boîtes chaudes dans les véhicules ferroviaires, ainsi que procédé de surveillance des roues, des roulements de roues et/ou des systèmes de freinage des véhicules ferroviaires Download PDF

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Publication number
EP3984855A2
EP3984855A2 EP21201725.5A EP21201725A EP3984855A2 EP 3984855 A2 EP3984855 A2 EP 3984855A2 EP 21201725 A EP21201725 A EP 21201725A EP 3984855 A2 EP3984855 A2 EP 3984855A2
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EP
European Patent Office
Prior art keywords
housing
sleeper
measurement
acceleration
wheels
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.)
Pending
Application number
EP21201725.5A
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German (de)
English (en)
Other versions
EP3984855A3 (fr
Inventor
Benedikt Neuroth
Niklas Neuroth
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.)
Ben Innova Systemtechnik GmbH
Original Assignee
Ben Innova Systemtechnik 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 Ben Innova Systemtechnik GmbH filed Critical Ben Innova Systemtechnik GmbH
Publication of EP3984855A2 publication Critical patent/EP3984855A2/fr
Publication of EP3984855A3 publication Critical patent/EP3984855A3/fr
Pending legal-status Critical Current

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    • 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
    • B61K9/04—Detectors for indicating the overheating of axle bearings and the like, e.g. associated with the brake system for applying the brakes in case of a fault
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
    • B61L27/57—Trackside diagnosis or maintenance, e.g. software upgrades for vehicles or trains, e.g. trackside supervision of train conditions

Definitions

  • the present invention relates to a device and a system for detecting locked brakes and/or hot box in rail vehicles. It also relates to a method for monitoring wheels, wheelset bearings and/or braking systems on rail vehicles, in which such a device can be used.
  • Such devices are, for example, from DE 100 60 380 A1 as well as from the DE 10 2010 009 754 A1 famous. They typically include a hollow measuring sleeper made of steel, which is inserted into the track bed instead of a conventional concrete, wooden, steel or plastic rail and which is partly designed as a housing to accommodate infrared sensors in particular for measuring the temperature of wheel set bearings and brakes as well as an evaluation unit for evaluating the sensor signals.
  • Measuring ties of this type designed as a hollow tie have the disadvantage that replacing the conventional tie with the measuring tie is relatively time-consuming, since the ballast typically has to be plugged again after the time-consuming replacement.
  • housings with infrared temperature sensors are mounted between the sills using a bracket that can be attached to the tops of two adjacent sills.
  • This variant has the disadvantage that the brackets, together with the devices for detecting locked brakes and/or hot boxes, must be removed each time before the ballast is mechanically tamped.
  • the present invention is therefore based on the object of specifying a device for detecting stuck brakes and/or hot-boxes in rail vehicles, which can be installed particularly quickly and easily and does not impede maintenance and servicing work on the track bed.
  • a device for detecting locked brakes and/or hot box in rail vehicles is specified with a housing that can be mounted on the top of a solid sleeper and below the top edge of the rail, with at least one infrared temperature sensor in the housing and one for evaluating measurement data on the at least one Infrared temperature sensor connected evaluation unit is arranged.
  • a solid threshold is understood here and in the following to mean a threshold that is conventionally made of solid wood, concrete, steel, plastic or another material and has no cavity for accommodating components of a system for detecting locked brakes and/or hot box in rail vehicles having.
  • the device is therefore Mounted on top of a conventional sleeper and does not protrude into the sleeper.
  • the housing does not protrude beyond the upper edge of the rail, in particular an overall height of the at least one housing does not exceed 159 mm, in particular it does not exceed 140 mm.
  • the housing has a base surface facing the upper side of the sill, which does not protrude substantially beyond the sill at the side. This is understood here and below to mean that the base area does not project laterally beyond the threshold by more than 2 cm, preferably not more than 1 cm, in particular not at all. A slight overhang of 1-2 cm can be tolerated because the housing does not get in the way when the ballast is stuffed.
  • an evaluation of measurement data is also already understood as a pre-evaluation or data preparation.
  • the measurement data is typically not evaluated exclusively by the device installed in the track bed, but to a certain extent in an external device which can have the task of combining measurement data from various devices and evaluating them in relation to the entire train.
  • the evaluation unit of the device can in particular have the task of temporarily storing and/or amplifying and/or processing the measured values of the sensor and/or making them available to an external unit.
  • the measured values can be compared with limit values and data can be reduced and compressed in the evaluation unit arranged in the housing.
  • the data processed in this way is then available to an external unit, which is part of the system for detecting locked brakes and/or hot box and receives data from a number of devices and evaluates it in summary form, and which is also referred to here and below as the central storage and processing unit.
  • the external unit is also placed on top of a solid sleeper or further away in or beside the track bed, but not in a hollow sleeper. Accordingly, the device does not protrude through the bottom of the housing into the sill leading cable to the external unit, but through cables laid on the sleeper and in the track bed or a wireless connection.
  • the external unit can have the tasks of assigning the measured values to individual wagons, checking the measured values logically, checking alarm values logically and, for example, not outputting them if parts of the system are identified as defective, storing measured data, summarizing all measured data into train measured values, and to monitor the temperature limits, which may vary depending on the type of train.
  • all elements of a system for detecting locked brakes and/or hot-boxes in rail vehicles can be accommodated on top of one or more solid sleepers, so that there is no need to install a hollow sleeper as a measuring sleeper.
  • This has the advantage that a considerable amount of time can be saved when assembling the device, since the time-consuming and costly replacement of the conventional sleeper with a special measuring sleeper can be dispensed with.
  • the device has the advantage that the housing does not protrude significantly beyond the sleeper at the side and is therefore not in the way when the ballast is mechanically tamped and would not have to be dismantled.
  • the longitudinal direction is defined here and below as a direction parallel to the rail and thus as the direction of travel of a rail vehicle.
  • the device In a compact unit that can be mounted on the sleeper, the device thus forms part of a system for detecting stuck brakes and/or hot boxes.
  • the system for detecting locked brakes and/or hot box can include several such scanners or devices as well as a central storage and processing unit and, if necessary Devices arranged separately from the scanner for detecting the presence of a train. All elements of the system can be mounted on top of massive sleepers.
  • the desired low overall height of the device can be achieved in particular through compact components and a particularly space-saving arrangement.
  • the central components in particular the optics module, cover motor, fan and infrared reference system, can be arranged next to or behind one another on a single mounting plate instead of one above the other.
  • An electrically insulating material such as GRP can be selected for the mounting plate, so that further insulating elements or insulating layers are not required.
  • the device also comprises a device for measuring acceleration, which is mechanically connected to the housing and, in particular, undamped or with known damping.
  • the device for measuring acceleration can be used in particular to monitor the infrared sensors and/or the evaluation unit for loads caused by vibrations.
  • the housing is typically connected to the sill by means of a damper system. If the damper system is defective, the device for detecting locked brakes and/or hot box is exposed to considerable stress from acceleration forces, which can cause premature aging.
  • the housing has a ground clearance on its underside on a side close to the rails.
  • the housing has a difference h 2 between its upper side and its underside - spaced from the sleeper when assembled - while it has a difference h 1 in other areas remote from the rails, h 1 and h 2 are therefore the housing heights in the two housing sections. In particular, for a ratio of these heights h 2 /h 1 ⁇ 0.8, in particular ⁇ 0.7.
  • the housing can have a stepped housing bottom contour in cross section, which is aligned in such a way that the housing has a ground clearance on its underside near the rails.
  • the housing base is stepped in cross-section in the longitudinal direction of the threshold.
  • the housing section having the ground clearance can extend over half the base area of the housing or less, where in particular 0.125 A ⁇ A 2 ⁇ 0.5 A applies, where A is the entire housing base area and A 2 is the base area of the housing section having the ground clearance.
  • This embodiment has the advantage that the housing can be mounted relatively close to the rail. This is typically not possible without the ground clearance described, as fastening screws for fastening the rail to the sleeper would be in the way. However, the ground clearance allows the case to be pushed partially over the fastening screws.
  • the housing has at least one window for the entry of infrared radiation, the window being arranged on the side of the housing close to the rails with the ground clearance.
  • the window is provided in a housing cover located opposite the housing base.
  • This embodiment has the advantage that the construction of the device allows a temperature measurement both in the vicinity of the rail when the housing is mounted close to the rail and at a somewhat greater distance from the rail when the housing is mounted further out.
  • the device can be used flexibly with different rail and wheel systems. Since the systems used are not internationally standardized, it has hitherto been necessary to adapt the position of the infrared temperature sensors to the respective system. This ensures that the temperature can be measured vertically upwards, because an inclined temperature measurement is subject to inaccuracies due to different wheel sizes. The ground clearance of the housing thus allows the device to be used particularly flexibly.
  • the optics module of the device is advantageously designed to be particularly flat in order to be able to accommodate it in the housing part with the lower height h 2 and thus near the rails.
  • the optics module typically includes at least one infrared sensor and at least one rotating mirror, which deflects the incident infrared radiation around the infrared sensor, and a rotating mirror motor, which rotates the rotating mirror for cleaning purposes, and the control electronics of the infrared sensor.
  • a drive for opening and closing a cover is advantageously arranged next to the optics module, with "next” here denoting an arrangement in which the components are arranged next to one another in a horizontal plane of the housing, possibly offset in height because of the stepped housing base contour.
  • both the optics module and the cover motor can be arranged on the bottom of the housing, with the cover motor being able to be arranged in the housing part with the greater height h 1 .
  • An infrared reference system can also be arranged next to the optics module, but depending on the available installation space also in the housing part with the lower height h 2 .
  • an acoustic sensor unit for receiving sound signals is arranged in the housing.
  • a sensor unit makes it possible to detect and evaluate acoustic anomalies in acoustic signals emanating from wheels or wheel bearings and brake systems, which indicate damage.
  • the acoustic signals can also be used to detect wheel defects such as wheel flats, polygonization, flattening and splintering at an early stage.
  • the acoustic sensor unit can be used as a early warning system can be used. Its function can be regularly monitored by internal test acoustics.
  • An arrangement of the acoustic sensor unit within the housing has the advantage that only a compact housing has to be installed.
  • the close connection also allows a simple linking between the measurement data of the at least one infrared temperature sensor and those of the acoustic sensor system.
  • the acoustic sensor unit can be used to acoustically monitor the device itself, in particular the motor of a rotating mirror, if one is used for beam deflection, the rotating mirror itself, an infrared reference system with a magnet or stepper motor and an opening and closing movement of a lids. If the noises generated by one of these components change or if new noises occur, a corresponding technical message or alarm can be issued as a preventive warning.
  • a device for determining the position of the housing is arranged in the housing.
  • the device for determining the position of the housing can in particular have a satellite navigation device and/or an inclination sensor.
  • the embodiment has the advantage that the location or positions of the housing can be continuously monitored. If the device for determining the position of the housing has at least one inclination sensor, it can easily be concluded from the data from the inclination sensor whether the housing was tilted or removed as a result of an accident. If the device for determining the position of the housing has a satellite navigation device, then a measured value of the temperature sensor arranged in the housing can be unequivocally assigned to the right or left side of the rails or to the middle. This is particularly helpful because if the housings were mixed up during installation on the sleeper, sensor data would otherwise be assigned to the wrong wheel side of the rail vehicle and troubleshooting would be in vain or expensive.
  • the satellite navigation device can in particular be a device that uses the signals from GPS, Galileo or GLONASS satellites to determine the position.
  • a system with at least one sleeper for supporting rails for rail vehicles and at least one described device for detecting stuck brakes and/or hot boxes is specified.
  • the device is mounted on an upper side of the sleeper and therefore does not protrude into the sleeper.
  • the system can include several devices that can independently collect, process and store measurement data and make it available to a central storage and processing unit that also belongs to the system, which then, for example, aggregates the measurement data at train level, as already described.
  • the housing of the at least one device is mounted on the sleeper by means of a connector.
  • the connecting piece is in particular a separate component or a holder that is glued, clamped or screwed onto the sleeper.
  • the connecting piece can be designed as a kind of cladding for the entire threshold, on which all the housings for a number of devices can be preassembled. In this case, only the connecting piece has to be mounted on the sleeper in the track, which saves a lot of time. However, one connector can be provided for each device.
  • the connecting piece can in particular be designed in such a way that it can remain permanently on the sleeper and the device together with an associated damping system only has to be pushed in or put on and, if necessary, locked with a few fastening elements, for example screws.
  • This has the advantage that the device can only be connected to the connecting piece in a specified manner, so that incorrect assembly is avoided, for example in the event of an exchange or repair.
  • a damping system can be provided as an integral part of the device in order to protect the device from high mechanical loads caused by vibrations.
  • at least one damping element for example a rubber element or a spring, can be arranged between the housing and the connecting piece.
  • a damping element can be provided at each attachment point of the housing on the connector.
  • damping elements can be designed as an integral part of the device and thus connected to the housing before installation on the sleeper.
  • the system also has a device for measuring acceleration, comprising at least one first acceleration sensor mechanically connected to the housing and in particular undamped or with known damping and at least one second acceleration sensor connected mechanically to the threshold and in particular undamped or with known damping.
  • This embodiment has the advantage that it allows very extensive monitoring of the status of both the system and the ballast and wheels of the rail vehicles.
  • the acceleration sensors deliver unexpectedly high readings, there may be various reasons for this: there may be a flat spot on the wheel of a passing rail vehicle, there may be poorly packed ballast, or there could be a defect in the damping system of the device.
  • a flat spot can be recognized by the fact that the acceleration sensor on the rail/threshold only responds to some wheels.
  • a defective damper system can be recognized by the fact that the at least one acceleration sensor on the rail/sleeper and the acceleration sensor on the housing show very similar measured values.
  • a badly stuffed sleeper can be recognized by the fact that the Acceleration sensor on the rail/threshold measures high accelerations for all wheels and the signal shows the frequency of passing the wheels.
  • the first acceleration sensors and the at least one second acceleration sensor can have different measuring ranges. Since only small accelerations should occur in the housings with an intact damper system, the first acceleration sensors can be designed as relatively sensitive sensors. However, the second acceleration sensors connected to the threshold must also be able to measure very high accelerations.
  • the device for measuring acceleration and in particular the at least one second acceleration sensor can also be used to determine the distance - for example by integrating the measurement signal - by which the threshold moves downwards or upwards under load, i.e. the maximum deflection during the vibration oscillations caused by loads. This deflection can be used as a parameter for the state of the ballast, which can be used to determine whether the ballast needs to be stuffed.
  • an acceleration sensor connected to the sleeper also has the advantage that it can be used to detect the presence of a train.
  • the presence of a train can be detected and the measurement can be triggered by measuring sound and/or vibrations using acoustic sensors or using a remote control.
  • it can also take place in a known manner via inlet and outlet contacts provided for this purpose, which are arranged in the track bed in front of and behind the device for detecting stuck brakes and/or hot boxes.
  • the detection of the presence of a train is used to start and stop the measurement process.
  • Providing first and second acceleration sensors in a device for detecting stuck brakes and/or hot boxes is also independent of the installation of the at least one housing on top of the threshold advantageous.
  • a system with at least one sleeper for supporting rails and with a device for detecting stuck brakes and/or hot-boxes in rail vehicles is therefore advantageous, with the device having at least one housing that can be connected to a sleeper, with at least one infrared temperature sensor in the at least one housing and an evaluation unit connected to the at least one infrared temperature sensor is provided for evaluating sensor data.
  • the device includes a device for measuring acceleration with first acceleration sensors in the at least one housing, and at least one second acceleration sensor is connected to the threshold.
  • the at least one second acceleration sensor is connected to the threshold in such a way that it measures accelerations of the threshold and is therefore suitable for determining maximum deflections of the threshold under load. Accordingly, in particular no or alternatively only a well-known damping is provided between the second acceleration sensor and the threshold.
  • a method for monitoring loads on the system can be implemented, in which measured values of the first and second acceleration sensors are compared with one another.
  • the at least one housing of the device has a housing base contour that is stepped in cross section, which is aligned in such a way that the housing has a ground clearance on its underside near the rails, with the ground clearance when the housing is mounted on the sleeper Recess for arranged below the bottom of the housing mounting screws of a rail forms.
  • the housing does not protrude significantly beyond the sleeper in a longitudinal direction of the rails, the longitudinal direction of the rails being understood here and below as the direction parallel to the rail, ie the direction of travel of the rail vehicle.
  • the system also includes a reference system for checking the function of the at least one infrared temperature sensor, wherein the reference system has at least one heating element that is arranged in the housing and can be heated in a controlled manner.
  • the reference system can also have its own temperature sensor, the measured values of which are compared with those of the infrared temperature sensor.
  • at least two heating elements are provided in order to make the system redundant, as well as at least two temperature sensors. The at least one heating element can be heated to 400 degrees in a controlled manner, for example, and is therefore suitable for checking the function of the at least one infrared temperature sensor.
  • the system can also include at least two devices for detecting locked brakes and/or hot box in rail vehicles, which are arranged on the same sleeper or different solid sleepers, as well as a central storage and processing unit that is in communication with the evaluation units of the at least two devices.
  • the system can also include separate devices for checking the presence of trains, provided these are not part of the devices. All elements of the system can be arranged on solid sleepers or in the track bed, so that no hollow sleepers are required to accommodate system components.
  • a method for monitoring wheels, wheel set bearings and/or brake systems on rail vehicles comprising at least one infrared temperature measurement on the wheels, wheel set bearings and/or brake systems, with an axle damage value S A being determined and compared to a specified limit value , where the axle damage value S A depends on a measured maximum axle temperature and an axle temperature distribution value and the result of the acoustic measurement.
  • the axle temperature is determined by the infrared temperature sensors.
  • the axis distribution value can in particular be a measure of which temperature differences occur on the axis and with which spatial distances.
  • axle damage value can also depend on the current train speed and/or the outside temperature.
  • a determined axle damage value S A can in particular be compared with axle damage values S A,i that have already been determined for the rail vehicle at earlier points in time, in particular on the basis of infrared temperature measurements made on previous route sections by devices that were passed on previous route sections.
  • a method for monitoring the system described comprises an acceleration measurement by at least one first acceleration sensor connected to the at least one housing and an acceleration measurement by at least one mechanically connected to a threshold, for example one on the top of a threshold or on the side of a threshold arranged, second acceleration sensor for determining a maximum deflection of Threshold in the event of a load from a rail vehicle driving through, measured values from the first and second acceleration sensors being compared with one another in order to determine a load on the at least one device.
  • a method for monitoring wheels, wheel set bearings and/or brake systems on rail vehicles comprising at least one infrared temperature measurement on the wheels, wheel set bearings and/or brake systems and at least one acoustic measurement of the wheels, wheel set bearings and/or brake systems outgoing sound signals, with an alarm being given if both the infrared temperature measurement and the acoustic measurement result in a critical value.
  • the infrared temperature measurement is validated by the acoustic measurement. Since the acoustic measurement allows damage to be detected well in advance, it is possible to validate a critical value of the infrared temperature measurement by the acoustic measurement, so that an alarm issued has higher security.
  • a self-learning system can be implemented by documenting acoustic measurement series and linking them to infrared temperature measurements on the same component in the event of damage.
  • RFID tags on trains or components, it is possible to assign time series of acoustic signals to a component and track their development. In this way, the prediction of damage can be improved so that the replacement of damaged components can be planned more precisely and economically.
  • a method for monitoring track systems with rails resting on sleepers for rail vehicles comprising at least one acceleration measurement by at least one mechanically connected to a sleeper, for example an acceleration sensor arranged on an upper side of a sleeper or on the side of a sleeper for determining a maximum deflection of the sleeper when subjected to a load from a rail vehicle passing through.
  • figure 1 shows a cross-section through a system 1 consisting of a sleeper 2 with rails 3 resting on it for a rail vehicle and with a device 5 for detecting stuck brakes and/or hot boxes according to an embodiment of the invention.
  • the threshold 2 is a solid threshold made of concrete, steel, plastic or wood, for example.
  • a solid threshold is understood here and in the following to mean a threshold which, if it has internal cavities, for example due to production, but in contrast to one hollow measurement threshold has no cavities that are provided for accommodating measurement technology of the device 5.
  • Rails 3 running parallel to this are laid on the threshold 2 at right angles to them and fastened to the threshold 2 by means of fastening screws 11 .
  • the device 5 for detecting the locking and/or hot box is arranged by means of a connecting piece 4.
  • the connecting piece 4 is designed as a lining for the sill 2, which almost completely covers the upper side 20 of the sill.
  • the connecting piece 4 is attached to the threshold 2, for example by clamping, gluing or screwing.
  • housings 6, 6' are arranged on the connecting piece 4.
  • the housings 6, 6' can in particular be connected to the connecting piece 4 via a damping system that is not shown in detail.
  • Infrared temperature sensors 7 and associated evaluation units 8 are arranged in the housings 6, 6'.
  • further sensors can be provided in the housings 6, 6'. For example, it can be provided that the connecting lines between the infrared temperature sensors 7 and the evaluation units 8 are continuously checked for damage.
  • the housings 6 arranged on the outside accommodate infrared temperature sensors 7 for measuring the temperature on the wheel sets of a rail vehicle.
  • the target whose temperature is to be measured is located vertically above a window 9 that is permeable to infrared radiation in the housing 6, so that radiation incident in the direction of the arrow 10, possibly deflected within the housing 6 by means of a mirror (not shown), is Temperature sensor 7 is received.
  • Infrared temperature sensors 7 for measuring the temperatures at the brakes of the rail vehicle are provided in the housings 6'. Such sensors typically do not measure vertically, but diagonally upwards.
  • the housings 6′ also have windows that are transparent for this purpose, but these are not shown in the figures.
  • All the housings 6, 6' of the device 5 are arranged on the upper side 20 of the sleeper 2, specifically by means of the connecting piece 4. No elements of the device 5 protrude into the interior of the sleeper 2. This is therefore not modified compared to neighboring sleepers.
  • the housings 6, 6' do not protrude beyond the upper edge of the rail SOK. Your overall height h is therefore smaller than the difference between the upper edge of the rail SOK and the top 20 of the sleeper 2.
  • figure 2 shows the device 5 in a second assembly position. This differs from the in figure 1 position shown in that the housings 6 have moved closer to the rails 3. Such a mounting position is advantageous when the target of the temperature measurement is closer to the rails 3.
  • the window 9 is arranged almost above the fastening screws 11 of the rails 3.
  • Such a position of the housing 6 is only possible because the housing bottom contour of the housing 6 has a step, so that in the mounted state a recess 12 is formed below the window 9 into which the fastening screws 11 protrude in the second mounting position.
  • the device 5 can be mounted in the second mounting position if the rail vehicles running on the route have wheel sizes that make a temperature measurement closer to the rails 3 necessary.
  • FIG figure 3 shows a plan view of a sleeper 2 with housings 6, 6' of the device 5 arranged thereon.
  • the housings 6, 6' have a dimension b in the longitudinal direction of the rails, which is smaller than the width B of the sleeper 2.
  • b is at most 310 mm, in particular at most 300mm or even less than 290mm.
  • the housings 6, 6′ therefore do not protrude with their base area A beyond the sleeper 2 and do not get in the way during a tamping process of the gravel bed.
  • a base area A projecting laterally up to 1 cm or up to 2 cm beyond the threshold would also be possible for most applications.
  • FIG. 4 shows a section of a device 5 according to an embodiment of the invention.
  • the housing 6, 6' shown is connected to the connecting piece 4 and thus to the sleeper 2 by means of a damping system 13 shown schematically. Vibrations of the sleeper 2 are thus transmitted to the housing 6, 6' only in a damped manner.
  • a first acceleration sensor 14, which measures the acceleration of the housing 6, 6', is arranged in the housing 6, 6'.
  • the acceleration sensor 14 can also be connected to the evaluation unit 8 in order to evaluate its measurement data.
  • the acceleration sensor 14 can be used to detect the presence of a train in order to initiate and end a measurement phase of the device 5 . In addition, however, it can also be used to monitor the status of the system 1, as will be described below.
  • a second acceleration sensor 15 is connected to the threshold 2 outside the housing 6, 6'.
  • the connecting piece 4 is designed as a cladding for the threshold 2 , which is why the second acceleration sensor 15 is arranged on the connecting piece 4 .
  • the second acceleration sensor 15 can also be connected directly to the threshold 2 .
  • the second acceleration sensor 15 measures accelerations of the threshold 2. To read out the measurement data from the second acceleration sensor 15, either a separate evaluation unit is provided or the reading is carried out by the evaluation unit 8 in the housing 6, 6'.
  • the acceleration sensors 14, 15 are suitable for monitoring the state of the device 5, the ballast and for detecting flat spots on wheels of a passing rail vehicle. For this purpose, measured values of the Acceleration sensors 14, 15, in particular measured values that were recorded at the same time compared. If the measured values of the first acceleration sensor 14 are of a magnitude comparable to the measured values of the second acceleration sensor 15, the damping system 13 may not be functional. If the second acceleration sensor 15 detects accelerations on only a few wheels of the rail vehicle and the signal has a significant curve, a flat spot on the rail vehicle can be assumed. If the second acceleration sensor 15 detects accelerations on all wheels with a frequency of the passing of the wheels, badly tamped ballast may be present.
  • an acoustic sensor system 19 is arranged in the housing 6, 6', which allows the measurement of sound signals from wheels, wheelset bearings or brakes.
  • inclination sensors and/or sensors for locating by means of a satellite navigation system can also be provided in the housings 6, 6', which are not shown in the figures.
  • FIG. 5 shows a sectional view of the housing 6 of the device 5.
  • the housing 6 has a first housing section 16 with a height h 1 and a second housing section 17 with a height h 2 .
  • h 2 ⁇ h 1 applies.
  • the reduced height of the second housing section 17, which is held by rails in the assembled state, is achieved by the stepped housing base 18, so that a recess 12 is formed under the second housing section 17 when the housing 6 is assembled.
  • the step can also be designed to be less abrupt and resemble a ramp.
  • a recess 12 under the housing base 18 of the second housing section 17 can also be achieved with such a housing base contour, and such a housing base contour is also referred to as stepped.
  • the ratio of the heights h 2 /h 1 0.7.
  • figure 6 shows a view from below of the housing base 18 of the housing 6.
  • This has a total base area A, which is rectangular in the embodiment shown, but can also have deviations from a rectangle.
  • the base area of the first housing section 16 is A 1
  • that of the second housing section 17 is A 2 .
  • a 2 is less than half but more than one eighth of A, so 0.125 A ⁇ A 2 ⁇ 0.5 A.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Braking Arrangements (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
EP21201725.5A 2020-10-16 2021-10-08 Dispositif et système de détection de freins bloqués et/ou de boîtes chaudes dans les véhicules ferroviaires, ainsi que procédé de surveillance des roues, des roulements de roues et/ou des systèmes de freinage des véhicules ferroviaires Pending EP3984855A3 (fr)

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