Classifications

• • 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
  • B61L25/028—Determination of vehicle position and orientation within a train consist, e.g. serialisation
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
  • B60T17/18—Safety devices; Monitoring
  • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
  • B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
  • B60T8/18—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle weight or load, e.g. load distribution
  • B60T8/1893—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle weight or load, e.g. load distribution especially adapted for railway vehicles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
  • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
  • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
  • B60T8/3235—Systems specially adapted for rail vehicles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
  • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
  • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
  • B60T8/329—Systems characterised by their speed sensor arrangements
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
  • B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
  • B61L15/0054—Train integrity supervision, e.g. end-of-train [EOT] devices
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
  • B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
  • B61L15/0081—On-board diagnosis or maintenance
• • 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
  • 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
  • B61L25/026—Relative localisation, e.g. using odometer
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
  • G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
  • G01P3/02—Devices characterised by the use of mechanical means
  • G01P3/16—Devices characterised by the use of mechanical means by using centrifugal forces of solid masses
  • G01P3/22—Devices characterised by the use of mechanical means by using centrifugal forces of solid masses transferred to the indicator by electric or magnetic means
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
  • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
  • Y10T29/00—Metal working
  • Y10T29/49—Method of mechanical manufacture
  • Y10T29/49826—Assembling or joining

Definitions

• the present invention relates to devices and methods for measuring and / or testing devices for rail vehicles.
• Rail vehicles generally offer numerous possibilities for attaching measuring or testing devices to them. Almost all of these options require a complex adaptation of the fastening mechanisms, with different types of rail vehicles. In addition, many measuring and testing devices require unhindered access to or into the rail vehicle and away from or away from the rail vehicle, for example in order to transmit data by radio. In general, therefore, measuring and / or testing devices are attached to an upper outer region of the rail vehicle, which, however, is associated with great difficulties due to the very wide variety of and possibly changing structures on the rail vehicle. Certain mounting options, for example on the chassis, come only under additional safety checks into consideration, which makes these attachment mechanisms expensive and unattractive.
• a device is configured such that it can be coupled to the shaft of a vehicle axle of a rail vehicle.
• the coupling can be done advantageously by looping the shaft.
• the arrangement on a shaft of a rail vehicle offers particular advantages.
• the wave of rail vehicles is one of the few components of a rail vehicle that allows only slight deviations in their design. Typically, only about two diameters are used worldwide.
• This offers the possibility of devices, such as sensors, evaluation etc., particularly uncomplicated and easy Rail vehicles to arrange.
• a retrofitting of rail vehicles with such a device by arranging on the shaft of the rail vehicle is particularly simplified. A subsequent safety check can be omitted.
• the arrangement of corresponding sensors and associated electronics on one or more shafts of the rail vehicle offers amazing advantages. This will become apparent hereinafter from the description of many aspects of the invention.
• the device may be frictionally coupled to the shaft, so that no displacement relative to the shaft during operation of the rail vehicle occurs.
• the device should be coupled to the shaft so that it is carried along during a rotation of the shaft with the rotational movement of the shaft.
• the device can, for example, by means of one (or more) to the
• Wave looped tape to be attached to the shaft may have nubs.
• the side facing the shaft can also be designed in the manner of a tire profile. This results in the smallest possible contact surface on the shaft.
• the profile or nubs may be configured to promote drainage of fluid from the shaft. All this can reduce corrosion on the shaft, which can be a critical aspect of this type of attachment.
• the device can advantageously be coupled to the shaft so that no notch effect on the shaft occurs.
• the device can be coupled to the shaft in such a way that a paint layer applied to the shaft is not damaged.
• the force with which the device is coupled to the shaft must be adjusted so that it does not become too large.
• Device or fasteners may comprise a material that is softer than a lacquer layer on the shaft.
• the device or fastener eg, the band
• the device can advantageously be arranged on the shaft in such a way that it is not arranged in the center of the shaft.
• a slight shift in the axial direction of the shaft out of the center of the shaft, or out of the center of the rail vehicle, can offer advantages, in particular for mechanical reasons.
• a visual connection to the transport container or its underside can be achieved. Possibly. In this way, more space can be provided for the rotation of the device around the shaft. The assembly can be facilitated.
• the device may include electronics.
• the electronics may be configured to collect vehicle data or data or information associated with the vehicle.
• the invention also provides an apparatus and method for locating or locating a rail vehicle.
• the device may be advantageously configured to perform a radio location method.
• the radio location method may be based on the use of fixed radio reference stations (hot spots).
• the device can be configured on the shaft of the rail vehicle in order to work within the framework of a wireless radio network.
• the apparatus may be configured to implement the radio location method based on a
• the radiolocation method may in particular be based on the Galileo satellite navigation system.
• Radio positioning can also use a Global Positioning System (GPS).
• GPS Global Positioning System
• a GPS receiver can be arranged on the shaft of a rail vehicle.
• the invention also provides an apparatus and method for determining the loading condition of a rail vehicle.
• the device may have electronics that is suitable for performing a distance measurement between the shaft and the rail vehicle underside. This can then be used to determine the loading condition of the rail vehicle.
• the distance measurement between shaft and rail vehicle underside can be done by means of a wireless method, in particular with the use of radio signals.
• pulsed radio signals can be used to measure the distance between the shaft and the rail vehicle underside.
• These pulsed radio signals can advantageously be emitted by the device arranged on the shaft.
• the distance measurement between shaft and rail vehicle underside can be done by measuring backscattered pulsed radio signals.
• a corresponding detection electronics can be arranged in the device on the shaft.
• an ultrasonic transmitter and an ultrasonic receiver can be provided in the device, with which the transit time of the sound waves between the axis and a known object on the underside of the car can be measured. It may be helpful to carry out the measurement only if the acceleration sensor installed in the device has detected that the ultrasonic sensors are at a specific angle of rotation, advantageously the upper peak point of the shaft.
• the invention also provides an apparatus and method for determining the mass of a rail vehicle.
• an output signal of an acceleration sensor can be evaluated, which is arranged on a shaft of the rail vehicle.
• the mass of a freight car can be determined by swinging in a mass typical way (frequency, amplitude) after a jolt (jumble, crossing a diverter).
• the acceleration sensor on the shaft axis
• the impact in direction and strength can be determined by the same acceleration sensor or by another sensor on the chassis, the vibration can be determined.
• the vibrations generated by the impact in the axis can also be determined by a suitable structure-borne sound sensor housed in the housing of the device.
• the arrangement on the axis of an arrangement on the vehicle or hub or wheels is preferable.
• the invention also provides a method for the statistical detection of the "brake applied" driving condition in conjunction with a speed reduction for determining the brake wear, whereby at least one signal of a sensor attached to one or more shafts of a rail vehicle is evaluated This is then compared to the state of the brake (applied or not) and from where the change in speed originates, from which also the brake wear can be deduced
• the evaluation is corresponding to the determination of the wear of the brake
• the evaluation can be carried out in the device on the shaft of the rail vehicle This evaluation can also be only a partial evaluation, the For example, expresses only in an error code when the brake is pressed, for example, although the train is still accelerating, or does not slow down his ride accordingly.
• the arrangement on the shaft of the rail vehicle is particularly advantageous for these measurements.
• the device may be designed in particular to detect a braking of the rail vehicle.
• the device may advantageously contain a structure-borne sound sensor with a coupling to the shaft (axis).
• the frequency and duration of braking is a crucial measure of the wear and tear and thus the service needs of the vehicle. Due to the fixed positive connection of the wheel discs with the axis, there is a good acoustic transmission between them.
• the acoustic coupling of the sensor, which is on the shaft facing side of the device is, with the shaft via an intermediate piece, which allows a good transmission of the structure-borne sound, but does not damage the paint layer on the shaft.
• the application of the brakes generated by the strong friction in the wheel discs a significant change in structure-borne noise, which can be measured with the sensor.
• a corresponding calibration of the two states "brake released” and “brake applied” can perform the transmitter using an additional speed signal.
• the acoustic profile of a vehicle acceleration with released brake is recorded statistically and used for the comparison.
• Another improvement in the statistical detection of brake wear is the inclusion of braking energy, which can be determined with a accelerometer on the shaft. The reduction of the speed (or deceleration) during the "brake applied" driving condition thus determined can be used to determine the magnitude of the braking and to save it for later evaluation of the wear are.
• the device may also advantageously comprise a temperature sensor.
• This temperature sensor can generally be used to detect the ambient temperature.
• the temperature measurement can advantageously also be used to determine a hot run the axle bearings of the rail vehicle.
• the temperature can be determined by means of an infrared sensor.
• a corresponding infrared sensor can then advantageously also be arranged in the device on the shaft.
• the arrangement of a (two) temperature sensor (s), in particular an infrared sensor within the device facing the inside of the wheel can be used advantageously to detect so-called hot runners, since the bearing is located exactly on the other side of the wheel. Again, the arrangement on the shaft proves to be particularly advantageous.
• a device which is advantageously arranged on the shaft of a rail vehicle, be further configured to determine the position of the rail vehicle to perform a spatial filter procedure.
• the spatial filter method can be based on the comparison of previously georeferenced recorded local patterns by the device of detectable measured variables and / or signatures.
• the device may advantageously have radio receivers and corresponding antennas with which electromagnetic waves of different frequency ranges can be received.
• the thus detected patterns of acceleration values and electromagnetic waves can be assigned to specific sections geo-referenced records can in this way a localization or positioning of the rail vehicle even without satellite navigation
• the device may be configured to receive electromagnetic waves in a frequency range below 100 MHz and to determine local patterns therefrom.
• the apparatus may be configured to receive electromagnetic waves in a frequency range below 1 MHz and to determine local patterns therefrom.
• the apparatus may be configured to receive electromagnetic waves in a frequency range above 100 MHz and below 900 MHz from and determine local patterns therefrom.
• the apparatus may be configured to receive electromagnetic waves in a frequency range above 2.4 GHz and to determine local patterns therefrom.
• Positioning may advantageously be a combination of satellite navigation methods and devices and spatial filtering techniques.
• the spatial filtering method may also be based on the detection of curves.
• the use of acceleration sensors comes into consideration.
• an acceleration sensor can then be arranged in the device on the shaft.
• the location filtering method may also be based on the detection of acceleration values.
• certain specific patterns or signatures may appear due to the wheels rolling certain sections are generated, to be evaluated for detecting the position of the rail vehicle.
• the spatial filter method can also be based on acoustic signals.
• the device on the shaft of a rail vehicle then also have an acoustic sensor, such as a microphone or a structure-borne sound sensor or the like.
• the acoustic signals can then be used, for example, to detect a braking activity of the rail vehicle.
• track sections, points, curves, etc. can be evaluated by means of acceleration values and / or in an acoustic manner.
• a device according to the invention can determine the position or the relative position of the rail vehicle on a section, or transmit corresponding data which are used outside the rail vehicle for determining the position or the speed and other vehicle operating parameters.
• the apparatus according to an advantageous aspect of the invention may also be configured to base the spatial filtering method on the detection of images.
• the device may have an image or brightness sensor. This can detect point, linear or area image information, brightness or color or color differences or differences in brightness. These detection signals can then also be used to determine the position of the rail vehicle.
• Satellite navigation receivers e.g., GPS, Galileo, EGNOS, AGPS, DGPS.
• the measured data are determined with the determined
• the remaining larger part of the freight wagon fleet can then be equipped only with the low-priced sensors.
• the precise, expensive Satellite navigation receivers are not needed herein.
• the position is determined by comparing the measured data recorded with the "map" recorded in the database, and the comparison can be made in the sensor or in the database system.
• a "Digital Broadcasf method” eg DAB
• DAB Digital Broadcasf method
• the mileage sensor described below can be used to calculate precisely from a position determined in the "map" (coupling procedure) .It has been shown that track locating is possible with this procedure, especially in shunting operations and in track construction work (triggering of a rudder warning ) important.
• the small number equipped with satellite navigation
• Wagon fleet is sufficient to ensure the constant automatic updating of the "map".
• a device which is configured to determine the carriage array of a rail vehicle.
• the relative position of a carriage can be determined by means of the movement of the carriage at a certain time.
• a motion sensor can be fastened to the rail vehicle for this purpose.
• the movement sensor can advantageously be arranged on a shaft of one and / or several carriages.
• a motion sensor is located on each carriage of a rail vehicle or a train. The determination of the movement then takes place by means of the motion sensor.
• the motion sensor may be an acceleration sensor arranged on the shaft of the rail vehicle.
• a wagon master must manually check that the train composition and the order of the wagons are correct.
• Invention are the cars of a train or rail vehicle with
• Equipped devices according to the aspect of the invention.
• Especially Devices are arranged on the shafts of rail vehicles in accordance with the invention.
• each device on a shaft when starting up, stores the time when it started up.
• the wave sends the measured start time and its current time to neighboring waves or telematics units to collect all the data.
• the transmission of the current time is used to synchronize the clocks so that the data receiver can determine the differences in the travel times of the waves very accurately.
• Due to the high elasticity of the bumper and the usual today hook connections trains in the longitudinal direction have a significant spring action. A compression of the train takes place in particular when maneuvering and braking the train by the locomotive. In a subsequent tightening of the train thus delaying the timing of the movement absorption of each individual car.
• a method of determining the wagon rank of a rail vehicle i.e., a railcar with multiple wagons, ie, a train.
• the time of a first movement of a car of the rail vehicle is evaluated with a time of a first movement of another car of the rail vehicle for determining the relative position of the two cars.
• the movement is advantageously a forward or backward movement of the carriage. This can be determined by mounting a motion sensor that detects a motion value that is filtered and evaluated to mask out simple vibrations or interference.
• This aspect of the invention is based on the recognition that the carriages of a rail vehicle move at different times during startup.
• the method according to the invention is based, among others, on the principle of determining the movement and the time of movement and of using it to determine the row of wagons.
• the arrangement of sensors on the shafts of the car is particularly fault tolerant and cheap.
• This aspect of the invention is based on the recognition that all carriages of a train in motion will pass a location with a special property (eg unevenness) in a finite time.
• the turnout is registered by all cars and provided with a timestamp of the clocks running synchronously in all devices.
• the current speed of the car can advantageously be stored in the event. This must be almost the same for all events of the car of the train in question, since all cars of a train drive at the same speed.
• the comparison of events can be made in any device within the train or at another location adjacent to the train.
• a corresponding evaluation box can also be set up in a targeted manner, which deliberately triggers such an event generation (eg switch).
• the evaluation that is to say the comparison of the times in the device, can take place on a shaft of the rail vehicle.
• the evaluation can also take place in an evaluation unit outside the rail vehicle.
• the evaluation can also take place advantageously in a portable device outside the rail vehicle, which is operated by a person who has the control of the car series for the task.
• the handset is then configured to receive and compare the times of the beginning of the movement of each car. In another embodiment, this is done in one of the devices on a shaft of a car.
• the evaluation of the times of the first movement of the car also within a car of
• Rail vehicle especially the locomotive or tractor, done.
• the times of the first movement of a sensor on a We will be sent to the next sensor on the next shaft of a next car.
• an ad hoc network can be established between the sensors on the shafts of the wagons of the rail vehicle.
• the devices on the waves of the car of the rail vehicle the data can be transmitted to the next device on a shaft, which in turn passes on the data until finally a car or a position is reached on the train at which the evaluation can take place. Therefore, in this regard, the arrangement of the device on the shaft is particularly advantageous.
• sensors may be provided in a device attached to a shaft of the rail vehicle, which are suitable for determining a rotation of the wheels.
• the shaft of a vehicle axle, to which the device is attached with the corresponding sensor rotates in accordance with a rotation of the wheels, the rotational movement of the shaft can be used to detect a rotation of the wheels and thus a relevant movement of the wagon or rail vehicle .
• a timer or a real time clock could then be provided in the device, which indicates the time of the movement recording.
• the motion capture could then be provided with an absolute (real-time clock) or relative (more generally clocked timer) timestamp.
• the time can also be obtained from a wireless network, by means of a time-based positioning system (GPS), or an external time reference (timer or real-time clock) in an evaluation unit outside the device on a shaft. Then the device on the shaft of the rail vehicle would signal or transmit only the beginning of the movement.
• GPS time-based positioning system
• an external time reference timer or real-time clock
• an ID of the shaft and / or the wagon can then be linked to the data.
• An ID of the shaft may be provided, for example, in a fixed memory (ROM, EEPROM) in the device on the shaft. The ID can then be a unique number that occurs only once. The assignment of the ID to a wave can then be unique and final for the entire life of the shaft.
• the assignment of the car ID can be advantageous in the equipment of the Car with the wheelset and its shaft at the manufacturer, or after an exchange in the service plant done.
• the ID can then be used as an indicator for the movement of a car. This is relevant when numerous cars start in succession. Then in a short period of time numerous messages can occur that the movement was recorded.
• the distinction between waves and / or cars that have started the movement can then take place within one or more evaluation units, on one or more waves or in a train car (locomotive) or also outside the train in a portable device.
• the movement detection can advantageously take place in that a signal reported by a motion sensor is compared with a threshold value. Only when the motion signal has a certain continuity above a threshold, a start of the start is signaled or detected. This can be advantageous to rule out short-term shocks and disturbances.
• the device may comprise an acceleration sensor.
• the acceleration sensor may be adapted to determine a static acceleration along at least a first axis (ie, in a direction along the axis of, for example, a Cartesian coordinate system).
• the acceleration sensor may be disposed on a rotating body of the rail vehicle that rotates in response to a travel of the vehicle so that the acceleration sensor moves in a rotational movement of the wheels of the vehicle (proportional to the vehicle speed) such that the proportion of the measured by the acceleration sensor Gravitational acceleration due to an angular change of the first axis relative to the gravitational field of the earth changes.
• the acceleration sensor can thus be located in the gravitational field of the earth and undergo a rotational movement, whereby the position of the axis in which it determines the static acceleration (for example the gravitational acceleration) can change.
• the acceleration sensor may output a signal representing the measured acceleration.
• Other aspects of the acceleration sensor will be described below. These can be advantageously combined with the determination of the car series. Likewise, all other aspects of the invention, such as location, network formation, brake performance determination, temperature measurement, etc., are advantageously to be combined with this and other aspects of the invention. In particular, for the aspects of the invention that they benefit from the arrangement of the device on a shaft of the rail vehicle.
• the invention also provides a method of determining the carriage rank of a rail vehicle.
• the rail vehicle may then comprise several cars. In this case, for example, the times of occurrence of the same external mechanical action on the car will be compared.
• signals of sensors attached to the shafts of the car are advantageously evaluated.
• the sensors may be acceleration sensors.
• the invention also provides a method for periodically checking the
• Train completeness of a rail vehicle comprising several cars ready.
• the respectively currently determined train sequence can be compared with a train sequence serving as a reference.
• the determination of the current train sequence is carried out by evaluating signals from sensors attached to one or more shafts of the cars.
• the device described above which determines the sequence of the train during external events, can advantageously also be used to check the train's completeness at any location along the route. For this purpose, only a comparison between the train sequence determined at the start of the journey and stored in an evaluation device and the currently determined train sequence is necessary.
• the evaluation can be done either in an evaluation unit located on the train, or by a stationary system, for example, is mounted next to the track. It can also be advantageous that all the data determined in the evaluation unit are forwarded to a central office via a wide-area radio connection (eg GSM), and there is a central evaluation of the train completion. The latter also offers the opportunity to initiate further actions immediately if the train is no longer complete.
• GSM wide-area radio connection
• the above-described methods for determining the train sequence can be advantageously designed to generate a list of the cars of a train.
• the evaluation of signals from sensors on the shafts or the shaft of a car or all cars of the train can be advantageously designed so that the composition of the train or the so-called car series is determined. This is known as the draft baptism. It is particularly advantageous that no precise synchronization of the clocks in the individual devices is required.
• a wireless network whose components (network nodes) are defined using devices on the waves of rail vehicles.
• network nodes may be located on the waves of wagons of a train.
• the network may preferably have properties of an ad hoc wireless network. It can be provided that the devices on the shafts of a rail vehicle spontaneously define as network nodes of a related network.
• a part of the electronics may be located on the shaft of a rail vehicle and another part of the electronics may be centrally located in a telematics unit at another location of the rail vehicle.
• the compilation of trains are no limits.
• the data transmission can then be along the network from a device on a rail vehicle, for example on a shaft) to a corresponding device on an adjacent rail vehicle (eg another car of the same train, in particular to a device on a shaft thereof or another car of the train).
• a device on a rail vehicle for example on a shaft
• a corresponding device on an adjacent rail vehicle eg another car of the same train, in particular to a device on a shaft thereof or another car of the train.
• the single device then only has to be able to send to the next cart (or shaft). This significantly saves energy.
• Authentication and authorization routines and data may be provided within a device.
• an assignment to a rail vehicle can be made.
• the devices may be programmed in one embodiment with respect to their association with a rail vehicle. As a result, improper compositions of networks of devices on rail vehicles are avoided.
• the network may then be configured to determine the train's train of wagons. Incidentally, the network may be configured in accordance with all
• the present invention also relates to a method for retrofitting a rail vehicle with a device attached to a shaft of the
• the present invention therefore has for its object, an apparatus and a method for monitoring
• Rail vehicles especially freight cars to provide, which is suitable for use in rail vehicles, and among other things, the simple
• the device may include an acceleration sensor.
• the acceleration sensor may be adapted to determine a static acceleration along at least a first axis (ie, in a direction along the axis of, for example, a Cartesian coordinate system).
• the acceleration sensor may be disposed on a rotating body of the rail vehicle that rotates in response to a travel of the vehicle so that the acceleration sensor moves in a rotational movement of the wheels of the vehicle (proportional to the vehicle speed) such that the proportion of the measured by the acceleration sensor Gravitational acceleration due to an angular change of the first axis relative to the gravitational field of the earth changes.
• the acceleration sensor can thus be located in the gravitational field of the earth and undergo a rotational movement, whereby the position of the axis in which it determines the static acceleration (for example the gravitational acceleration) can change.
• the acceleration sensor may output a signal representing the measured acceleration.
• the apparatus may include an evaluation unit configured to receive the output signal of the acceleration sensor indicative of the measured acceleration and to determine a mileage and / or a travel speed of the rail vehicle based on this output signal.
• the evaluation unit can be set up to determine from the course of the acceleration values over time at least the mileage or the driving speed.
• the evaluation unit can also be set up to detect at least one error signal from a signal of the acceleration sensor.
• several acceleration sensors can advantageously be arranged at a fixed angle to one another on the shaft of the rail vehicle.
• the rotating body could be one or more wheels of the rail vehicle itself.
• the rotating body is coupled only to the wheels and moves in unison with the rotational movement of the wheels, which is reflected in a change in the output of the acceleration sensor corresponding to the movement of the vehicle.
• From the sensor signal (change of the static acceleration) can be, for example, the mileage of the vehicle when the wheel circumference of a wheel and the relationship between the rotation of the wheel and the rotation of the acceleration sensor are known.
• the wheel circumference or diameter of the wheel is therefore advantageously stored in the evaluation unit.
• the evaluation unit can be set up to determine an instantaneous speed or acceleration of the rail vehicle from the sensor signal.
• the acceleration sensor is arranged, for example, on or on a shaft of a vehicle axle, which is coupled to the wheels, that the acceleration sensor during normal forward or reverse travel of the vehicle during a rotational movement of the wheel about a central point of the Shaft moves (eg at the same rotational speed as the wheels on the shaft).
• the resulting output signal of the acceleration sensor is fed to the evaluation unit, which is suitable for determining the mileage of the rail vehicle based on the output signal.
• the acceleration sensor With a continuous movement of the rail vehicle in one direction, the acceleration sensor will move around the shaft of a vehicle axle of the rail vehicle, and the angle of the axis in which the acceleration sensor measures the static acceleration will change from the (or in) earth gravitational field (with respect to FIG Field lines of the Earth's gravitational field). This always applies if the acceleration sensor thus rotates such in the gravitational field of the earth, or quite generally in a static gravitational field of a planet, as far as the axis in which the acceleration sensor can determine the acceleration undergoes an angular change relative to the gravitational field such that a change the measured acceleration.
• these aspects of the invention with the same acceleration sensor also allow unscheduled acceleration values to be determined and assigned to specific error groups.
• the evaluation unit is designed to determine the mileage of a complete vehicle or freight wagon axle consisting of shaft and wheels (ie not directly of the rail vehicle but of a single vehicle axle). This is especially important when the vehicle axles of the Rail vehicle to be replaced. As a result, a single vehicle axle may have a different mileage than another vehicle axle of the same rail vehicle.
• shaft refers to the shaft of a vehicle axle connecting two wheels
• the evaluation unit is mounted to the vehicle axle together with the acceleration sensor, for example in a one-piece (in a housing) compact device.
• the evaluation unit determines the mileage of the vehicle axle, to which the sensor (or the device) is attached.
• the evaluation unit can be set up to determine the mileage of the rail vehicle, ie the distance covered by the rail vehicle, from the increment (relative increase) of the running power of one or more or several vehicle axles. While the evaluation of the acceleration signals, which relate to a vehicle axle, can take place directly in the evaluation unit on the vehicle axle, the already pre-evaluated signals of several vehicle axles can be related in a central unit (described in more detail later as a telematics unit) of the rail vehicle and with others Parameters or signals are adjusted.
• Output signal of the acceleration sensor in which the acceleration measured by the acceleration sensor is reflected, can advantageously determine the mileage and / or travel speed by means of an electronic evaluation and at the same time the most important error signals can be determined.
• the output signal is a periodic signal, ideally a sinusoidal signal.
• the evaluation unit can advantageously be determined, for example, from the period or frequency of the sine signal (or also the distance of the maxima or zeros of the sinusoidal signal) the distance covered by the rail vehicle.
• the determination of the mileage or driving speed from the maxima / minima (extreme values) of the output signal of the acceleration sensor is possible. That's because, depending on the location of the axis or the axes in which the acceleration sensor measures the static acceleration, an offset (the measured acceleration values) may occur which shifts the output signal (measured acceleration) from the zero line. Zeros are therefore often less suitable than the maxima or minima of the output signal.
• An automatic evaluation of the output signal of the acceleration sensor for example in a microcontroller, can thus be advantageously configured to determine the mileage based on the maxima or minima of the output signal and to provide a corresponding output value that represents the mileage.
• the acceleration sensor can advantageously be arranged so that at least one axis in which the acceleration sensor can determine a static acceleration, is oriented so that there is no change in angle of the axis relative to the gravitational field in a blockage of the wheels.
• This can then be taken into account advantageously in the embodiment of an evaluation unit.
• This may be configured to determine a blockage of the wheels of the rail vehicle based on this output signal (or even several such output signals) of the acceleration sensor. In this case, for example, incorrect operation or malfunction of the brakes of rail vehicles can be detected, which cause damage and wear. Often brakes are not or not properly solved when maneuvering or the braking force is not properly adjusted with respect to the state of charge.
• a device according to the invention can be set up to detect these errors.
• the evaluation unit may include a real time clock, and provide the occurrence (start) of a blockage of the wheels with a time stamp and, if necessary, determine the duration of the misconduct.
• the acceleration sensor may be disposed on an outer periphery of a shaft coupled to the wheel (eg, an axle connecting two wheels of the rail vehicle).
• the acceleration sensor can also advantageously be arranged on the wheel or in or on the hub.
• the arrangement has been recognized as particularly advantageous on a shaft of a vehicle axle for the aforementioned reasons.
• the acceleration sensor may advantageously be arranged so that a first axis, in which the acceleration sensor can determine the static acceleration, on the outer circumference of the cross-sectional area of the rotating part, to which it is attached (eg the shaft of a vehicle axle) in the tangential direction has.
• Acceleration sensors typically have one, two or three orthogonal axial directions (also referred to as axes or dimensions) in which they can determine the accelerations. For each of these axial directions (axes, dimensions) an output signal can be provided by the acceleration sensor. Since the sensors can also determine a static acceleration (eg gravitational acceleration) in each of these directions, the output of the motion sensor typically provides information about the change in the acceleration value in one, two or all three directions.
• a sinusoidal output signal results at a constant rotational speed.
• the output signal also provides information about the angle of rotation or the position of the wheel during slow movements or even at a standstill.
• a favorable distance of the motion sensor to the center of the shaft of a vehicle axle is, for example, about 100 mm.
• the acceleration sensor can then move on rotation of the shaft on a circular path with a diameter of about 200 mm.
• the acceleration sensor can also be arranged so that a second axial direction in which the acceleration sensor determines the acceleration, with respect to the cross-sectional area of the shaft (or of the rotating body) from the center of the shaft in the radial direction. If a sensor with two axial directions is used and arranged according to this aspect of the invention, the acceleration in the radial and also in the tangential direction can be determined. From this it is advantageous to determine the direction of rotation of the wheel, because the output signals associated with the respective axis are in a specific phase relation to one another, depending on which direction the wheel or wheels of the vehicle are turning. An evaluation unit according to this aspect of the present invention is then advantageously designed such that it determines the phase position of the output signals and derives therefrom information about the direction of rotation of the wheel.
• the acceleration sensor can advantageously be arranged so that even a third axial direction in which the acceleration sensor can determine the acceleration, transverse to the direction of travel, for example, in the axial direction of the shaft has.
• a third axial direction in which the acceleration sensor can determine the acceleration transverse to the direction of travel, for example, in the axial direction of the shaft has.
• the acceleration sensor can thus be designed as a 1-dimensional, 2-dimensional or 3-dimensional sensor, in which the axial directions in which the acceleration is determined are in pairs perpendicular to each other. Also, several 1-, 2- or 3-dimensional sensors can be used at different locations of the axle circumference, which facilitates the evaluation because, for example, the offset caused by centrifugal force can be avoided as a disturbance variable.
• a device according to the present invention may advantageously comprise an acceleration sensor, an analog-to-digital converter, a battery for power supply, a microprocessor for pre-evaluation or for the comprehensive evaluation (according to the aforementioned aspects) of the output signals of the sensor, and a memory for storing information of the Have output signal of the acceleration sensor.
• a radio module for transmitting the at least preprocessed (eg digitized and checked for an error pattern) or stored data may be provided.
• the acceleration sensor (s), the memory, the radio module and / or the microprocessor, as well as other components can advantageously be accommodated in a common, robust housing.
• This housing (device) is advantageously attached to the vehicle axle (shaft). To avoid imbalance is ideally a counterweight, for example, to provide on the opposite side of the shaft of a vehicle axle.
• the evaluation may be initially set up to determine the
• Mileage ie to provide the mileage or the miles traveled or the distance traveled by the vehicle.
• it may also determine damage to the rotating object (e.g., bearings or tread, especially flats) based on the detection of deviations from the sinusoidal course. If deviations from the sinusoidal shape repeat periodically with the frequency of the axis at the same axis angle position, this indicates disturbances, for example, at the wheels or in the bearing.
• the evaluation unit can then be set up so that it automatically recognizes and differentiates these types of errors (specific error patterns).
• the storage and / or transmission may then be in the form of an error code u.U. done with a timestamp.
• an evaluation unit set up according to the invention which receives sensor signals from the acceleration sensor on the rail vehicle, damage to the ground (eg the rail) can be determined in the vertical direction by means of the detection of singular occurring acceleration values.
• the storage and / or transmission can then take place in the form of an error code possibly with a time stamp.
• impacts in the transverse direction (eg during loading) or impacts in the longitudinal direction (eg due to shunting impacts) are possible by evaluating changes in the acceleration in the horizontal direction.
• the evaluation unit can be set up to detect these and assign them to an error type.
• the storage and / or transmission can then take place in the form of an error code possibly with a time stamp.
• the acceleration values of the acceleration sensor along the first and the acceleration values along the second axial direction are required. Due to the prior knowledge of the arrangement of the sensor on the rotating body can be concluded from the vectorial resultant of the accelerations on the direction of the shocks. That It can be determined from the sensor signals in which direction (eg vertical or horizontal) a shock has occurred.
• Such signals can also be stored and / or transmitted with a specific error code and possibly time stamping,
• loss of the wheel-rail contact may be detected, for example, when a continuous superimposing of the sinusoidal signal with disturbances in all axes is detected partially with periodically recurring vertical-direction signature at a constant time interval (threshold bin frequency).
• the evaluation unit should therefore advantageously be designed so that it is able to determine a locomotion of the rail vehicle with and without rotation of the wheels or the shaft.
• the device on the vehicle axle have an additional vibration sensor, which determines the beginning of a vehicle movement based on an increased vehicle vibration and only then the acceleration sensor is activated. This can significantly reduce energy consumption. This can also be used advantageously for determining the carriage sequence.
• the evaluation unit can also be set up to determine or additionally verify the rotational speed of the axle by evaluating the direct component caused by the centrifugal force in the second axial direction (radial direction).
• This variable can be used to check or validate other sensor signals.
• the centrifugal force-related DC component can be avoided by using two tangential acceleration sensors which are advantageously attached at an angle of 90 ° to the shaft.
• a method for monitoring a rail vehicle is also provided. This is a static
• Acceleration values in one, two or three axial directions are then calculated as the vehicle speed or mileage, or both.
• the rotational speed of the rotational movement so.
• a rotating body eg. The wheels, shaft, a hub, etc.
• mileage e.g. The wheels, shaft, a hub, etc.
• speed e.g. The speed of the sine wave signal
• running direction from the phase position of two sinusoidal signals
• Rail vehicle can be determined from the acceleration signals.
• the present invention also sets
• an acceleration sensor which can determine a static acceleration along at least one axis, on a rotating body (eg. Advantageously, on a shaft connecting two wheels) of the rail vehicle are arranged so that the acceleration sensor during a rotational movement of the wheels of the vehicle moved (advantageously proportional to the vehicle speed) that the proportion of the acceleration due to gravity measured by the accelerometer changes due to an angular change of the axis relative to the gravitational field of the earth.
• an evaluation unit is provided directly at the acceleration sensor, ie also on the rotating body (eg shaft), somewhere on the rail vehicle itself or outside the rail vehicle.
• the evaluation includes the detection of at least one fault or a malfunction of the driving operation of the rail vehicle, such as, for example, a blockage of the wheels.
• the transmission of the already at least partially evaluated output signals of the acceleration sensor takes place wirelessly, for example in the form of a km state and / or an error code.
• the arrangement according to the invention on a shaft avoids any major interference with the rail vehicle, as is required with two-part sensor-sensor systems.
• the inevitable in two-part systems error source of a poor adjustment of encoder and sensor is avoided. All important vehicle values (mileage, speed, error, chassis diagnosis) can be determined by means of a compact sensor (device), for example on the shaft of the rail vehicle.
• the device is attached to the shaft or the shaft of a vehicle axle or goods wagon axle with a rotating steel band, which further reduces the retrofitting effort.
• advantageously materials can be used, which are the Keep corrosion between steel belt and shaft low.
• a layer of a plastic material or polymer between the shaft and the steel strip can be fed.
• the device in which a wide variety of electronics, spatial filters, brake and / or temperature sensors, infrared and / or distance sensors, motion sensor, vibration sensor, acceleration sensor and / or the evaluation electronics are arranged, can be arranged on the shaft of the vehicle axle should.
• the device can advantageously be designed such that the lowest possible torsional forces are generated on the device (eg device).
• the extension of the device (device) in the direction of the shaft (along the central axis of the shaft) may be as small as possible.
• An arrangement of the device (device) approximately in the middle of the shaft of the vehicle axle is also advantageous.
• acceleration sensor can be in the device on the shaft
• the sensor (For example, wave of a vehicle axle or goods wagon axle) a battery, a microprocessor, a data memory and a radio module can be arranged.
• the output signals of the acceleration sensor can then be evaluated according to the above description.
• the sensor consists only of a compact part which is attached to the rotating body. This part can be firmly connected to the rotating body, for example a vehicle axle (or shaft of the vehicle axle) of the vehicle, and does not have to be separated from the vehicle axle or shaft of the vehicle axle during repair work. It can then be one-piece, compact and lightweight too be mounted in order to keep the maintenance or retrofit effort low. Since no moving components are present in the sensor, the device according to the invention is virtually wear-free and does not require any intervention in the chassis.
• a device which is attached to the rotating part, for example, advantageously from a one- to three-axis (eg micromechanical or piezoelectric) acceleration sensor, a battery for power, a microprocessor for data processing and evaluation, a real-time clock, a memory for temporary storage of Data, a radio module for transmitting the data to a suitable reader or other evaluation device, and a housing.
• a one- to three-axis eg micromechanical or piezoelectric
• a counterweight to avoid imbalance.
• This can be fastened to the vehicle axle or shaft in a manner similar to the device with the steel strip.
• a battery as a counterweight.
• These components can be protected in a housing against external influences and mounted on the monitored vehicle axle (or shaft). For this, no changes to the system to be monitored are necessary.
• the counterweight can be mounted in the sensor mounting on the opposite side of the sensor of the vehicle axle or shaft of the vehicle axle.
• the device After commissioning, the device according to the invention measures the change in gravity as a function of the angle of rotation of the rotating body (for example an axle or shaft connecting two wheels) and evaluates the data in order to calculate the mileage and possibly at least one error (if necessary together with this) associated error code).
• the information derived therefrom is stored, for example, in the module and transmitted on demand or at preset times, for example by radio to a suitable evaluation device, there to determine the driving speed or mileage.
• the reference point of the system according to the invention is the earth or the gravitational field of the earth.
• a device which is configured as described above can be fastened to one or advantageously to each vehicle axle of a rail vehicle.
• a telematics unit may be provided on the rail vehicle, which wirelessly receives data from the device or devices (eg one at each vehicle axle). These data can be the speed, the mileage, the speed of the vehicle axle or shaft of the vehicle axle.
• the acceleration values i.e., the analog sensor signals, for example
• the speed of the vehicle axle is not transmitted by themselves, but values based on pre-processing of the data.
• the speed of the vehicle axle is not transmitted by themselves, but values based on pre-processing of the data.
• the speed of the vehicle axle the mileage (km-state), the speed, the direction of rotation of the vehicle axle and specific error codes that are based on errors, such as blockage of the wheels or vehicle axle, shocks in horizontal or vertical Can derive direction and derailment.
• the telematics unit can be set up to forward the data by means of mobile radio technology (GSM, UMTS, etc.). It may also include a GPS (Global Positioning System) unit for determining the position.
• GSM mobile radio technology
• UMTS Universal Mobile Telecommunication System
• the telematics unit can very advantageously contain a vibration sensor to determine when the vehicle is moving. This saves energy.
• satellite communications are also considered, since rail vehicles, in particular freight cars, can be traveling in areas without the required infrastructure or network coverage.
• the evaluation unit in the device can detect, for example, bearing damage, derailments or blockages of the wheels and assign them an error code, which is then transmitted.
• the evaluation unit can be designed to activate only when a maximum vibration level is exceeded.
• the acceleration sensor is not used because the energy consumption would be too high. It has been found that it is advantageous to provide a further sensor, which should be a vibration sensor with very low power consumption. This is preferably set and evaluated so that only with a sufficiently strong vibration, the other circuit parts are activated. For this purpose, for example, minimum level and minimum duration of the vibrations can be stored as threshold values in the device.
• the power supply of a mounted on a vehicle axle or shaft of a vehicle axle device should be designed so that it autonomously has about 6 years running time without having to be charged in between.
• batteries of the type C (C cells) or of the type D (D cells) come into consideration. These have a suitable energy supply in combination with a low-cost design. It may be useful, for example, to use two C cells instead of one D cell in order to distribute them around the circumference of the shaft in such a way that they at least partially compensate one another with respect to the weight distribution. Accumulators (rechargeable batteries) have surprisingly proved less suitable.
• an apparatus according to one or more of the aspects disclosed herein comprising one or more batteries having the aforementioned characteristics.
• an apparatus disposed below a rail vehicle, advantageously on a shaft of the rail vehicle, and configured to detect the characteristics of the load of the rail vehicle.
• the device may be configured to determine the loading state of the rail vehicle.
• the device may also be configured to identify charge of the rail vehicle.
• the device can also be designed be to control or regulate cargo or loading of the rail vehicle.
• charge containers can be detected and their load condition can be detected advantageously.
• the device can advantageously use radio signals for this purpose.
• RFID tags on the charge elements may be read from the device.
• the device advantageously has a reading device for radio signals on the shaft of the rail vehicle. Other detection methods are also possible.
• This aspect of the invention advantageously makes use of the circumstance that many rail vehicles, for example goods wagons, have a wooden floor which does not shield the radio link from below the rail vehicle. Therefore, the inventive arrangement of the sensor below the rail vehicle is particularly suitable to make from there the detection and control of the charge, which are used from there, for example, in conjunction with a corresponding wireless infrastructure, as described herein, for logistical purposes can.
• an infrastructure can be provided which records and centrally evaluates the data of acceleration sensors, which according to the invention are fastened to vehicles, in particular rail vehicles, such as freight cars, and equipped in accordance with the invention.
• vehicles in particular rail vehicles, such as freight cars, and equipped in accordance with the invention.
• usage and monitoring data can be provided which in a simple way improves logistics for rail vehicles.
• the rail vehicles may advantageously have a telematics unit in which data is collected and relayed from the devices attached to one or more vehicle axles or shafts of vehicle axles.
• the acceleration sensors can be used as rotation sensors, that is to say for the determination of running performance, speed determination, etc., and in this function can also determine fault conditions.
• the for the detection of a Rotation movement arranged acceleration sensors can also be configured to detect the main operating errors of rail vehicles.
• the invention also provides a reliable way to differentiate the vehicle axles or shafts of vehicle axle-related mileage in rail vehicles (ie mileage per vehicle axle of the rail vehicle) and to make vehicle evaluations that go beyond the simple total running performance of the rail vehicle.
• railway vehicles are fundamentally interested in other parameters which require a completely different evaluation and arrangement.
• the evaluation according to the present invention should also be able to detect, in particular horizontal shocks above 2.4 g.
• a mobile device for reading and writing data into the
• Device should be arranged to communicate with a plurality of devices in the immediate vicinity without conflict.
• a specific sensor for example a reed sensor
• a pathogen for example a magnet.
• Other advantageous possibilities may provide radio protocols which make it possible to make simultaneous contact with a plurality of devices and to uniquely identify them by means of identification numbers.
• a plurality of freight cars may be located at the same time, which may have a device on each vehicle axle.
• These devices can advantageously be read out and described by a central radio station. In another embodiment, read out and describe by means of a mobile device that is brought into the immediate vicinity of the respective device happens.
• the communication with the devices of the vehicle axles by means of Telematics unit instead. If possible, this should be arranged so that it can receive GPS signals well, if it is intended for GPS. It offers an arrangement laterally in the upper region of the rail vehicle.
• a GPS receiver can also be arranged in a device on the shaft of a rail vehicle. In this case, possible shadowing and reflections are to be observed.
• the storage of the data in the device should not only be non-volatile (eg EEPROM or the like), but should also be protected against manipulation.
• a vehicle axle associated device for example. Be protected by measures such as sealing against exchange.
• the device can encrypt the internal data and provide an authentication request before the data can be read out or manipulated. It can be distinguished between persons of different functions. For example, the evaluation unit in the device can provide that only certain maintenance personnel are permitted to read or manipulate certain data.
• the invention advantageously enable the attachment of components to a rail vehicle.
• the invention is based on the finding that the shaft of a rail vehicle can be advantageously used for fastening a device, in particular electronics.
• the attachment of the device must in particular be very robust, but offer as little support surface on the shaft. As a result, water accumulation is avoided, whereby the corrosion of the shaft is reduced. A notch effect on the shaft should be avoided at all costs. Likewise, damage to the paint should be avoided.
• a band used for fastening can be made of steel. However, it is then advisable, on the inside of the steel strip, so the side facing the shaft to use another material, such as a polymer or the like.
• an important characteristic which could be determined by a device on the shaft of a rail vehicle is whether the travel of the rail vehicle is reduced due to a braking effect or for other reasons.
• the device can in particular be designed such that it can distinguish between uphill travel and braking of the vehicle.
• an acoustic sensor can advantageously be provided in the device arranged on the shaft.
• the electronics can then be designed to evaluate characteristic waves or spectra.
• the use of an infrared sensor in the device on the shaft into consideration. As a result, so-called hot runners can be detected.
• An infrared sensor can be used in particular in pulsed or interval mode. As a result, long operating times of the infrared sensor can be achieved. This is of particular importance when used on rail vehicles.
• the present invention relates generally to devices and related methods based on attaching a device to the shaft of rail vehicles.
• These devices may advantageously comprise one or more of the sensors described above and / or one or more aspects of the invention.
• the device may for this purpose comprise one or more parts, which may be individually or jointly coupled to the shaft of the rail vehicle. These can be arranged to minimize centrifugal or torsional forces.
• a part of the electronics can also be provided at a different location on the rail vehicle (telematics unit) as long as at least a part of the electronics is also attached to the shaft.
• an apparatus mounted on a shaft of a rail vehicle and configured in accordance with any of the above aspects of the invention may be further configured to determine a frequency of self-oscillation of the shaft.
• the device may be configured to detect a change in the frequency of a natural vibration. This aspect of the invention is based on the finding that damage and varying load on a shaft can lead to a shift of the self-resonant frequency of the shaft.
• the shaft is excited in operation in a variety of ways to self-oscillation. This can be detected continuously in the device according to the invention, which is attached to the shaft of the rail vehicle. If the natural resonance frequency deviation exceeds a certain threshold, an alarm may be triggered if the change indicates that the shaft is damaged.
• the device is designed to exploit a natural frequency of a shaft of a rail vehicle by means of a device attached to the shaft in order to carry out a failure analysis during operation, in particular during the travel of the rail vehicle.
• the device may be configured to be by means of the shift of the natural resonance frequency of
• Shaft is particularly designed to shocks for example when loading and
• the device according to the invention can comprise vibration sensors (for example acceleration sensors, structure-borne sound microphones, etc.), which are designed to detect and analyze the natural vibration of the shaft.
• the analysis of the oscillation can, according to one aspect of the invention, take place directly in the device on the shaft and be compared with nominal values.
• a deviation from a desired value can be determined by specifying the identification of the device on the shaft, with respect to a specific wheelset or a certain car, and passed on, for example by means of radio communication.
• the device according to the invention is designed to determine a bending load of the shaft by means of the determination of the natural resonance frequency.
• the bending load is a consequence of offset attack points of the load to be borne by the shaft, but also by the weight of the shaft itself. It has been shown that the bending load of the shaft can change the natural frequency of the shaft.
• the device according to the invention is therefore designed in particular to determine this displacement of the natural frequency due to a bending load. From this, according to a further aspect of the invention, the weight of the current payload of the car can be determined. The greater the weight of the payload, the greater the bending load of the shaft and thus the shift of the natural frequency of the shaft.
• a damage analysis according to an aspect of the invention may thus include in the evaluation of the modulation of the natural frequency of the wave with the rotational frequency of the wave.
• the invention also relates to a method according to one of the preceding aspects, in which the change is detected and evaluated as a natural frequency.
• Methods and apparatus for determining and evaluating The change of a natural frequency may advantageously be combined with one or more of the other aspects of the invention heretofore and hereinafter.
• a sensor which can determine the natural frequency or self-resonant frequency shift is advantageously provided on the shaft of a rail vehicle.
• Figure 1 shows a device arranged on a shaft of a rail vehicle according to aspects of the present invention
• FIG. 2 shows a further illustration of a device arranged on a shaft
• FIG. 3 shows a simplified block diagram of a device according to an embodiment of the invention
• FIG. 4 shows an illustration of a device on a shaft according to a
• Figure 5 is a sectional and plan view of a bogie of a rail vehicle with a device according to aspects of the invention
• FIG. 6 shows an illustration of a device on a shaft according to an embodiment of the invention
• FIG. 7 shows a simplified representation of a lateral cross-section of an embodiment of the invention
• FIG. 8 shows a further view of a simplified representation of an embodiment of the invention
• FIG. 9 shows a simplified representation of an embodiment of the invention
• FIG. 10 shows a simplified representation of an embodiment of the invention with regard to the arrangement on the shaft of a vehicle axle of a rail vehicle
• FIG. 11 shows a simplified representation of a rail vehicle with a device and a possible infrastructure according to aspects of FIG.
• FIG. 12 shows an illustration of an embodiment relating to an acceleration sensor
• FIG. 13 shows an illustration of an exemplary embodiment with respect to an acceleration sensor
• FIG. 14 shows a diagram with exemplary time profiles of two signals of an acceleration sensor in a device according to the invention during continuous forward travel of the vehicle
• FIG. 15 shows a diagram with exemplary time profiles of two signals of an acceleration sensor in the case of an inventive system
• FIG. 16 shows a diagram with exemplary time profiles of two signals of an acceleration sensor in a device according to the invention in continuous forward travel and an exemplary disturbance to wheel or bearing, FIG.
• FIG. 17 shows a diagram with exemplary time profiles of two signals of an acceleration sensor in a device according to the invention with continuous forward travel and an exemplary disturbance on the ground,
• FIG. 18 shows a diagram with exemplary time profiles of two
• FIG. 19 shows a diagram with exemplary time profiles of two signals of an acceleration sensor in a blocked shaft device according to the invention
• FIG. 20 shows a diagram with exemplary time profiles of two signals of a acceleration sensor in an inventive device
• FIG. 21 shows a simplified illustration of aspects of the invention relating to the determination of the car order of a rail vehicle
• FIG. 1 shows a simplified representation of a section of an exemplary embodiment of a device according to the invention.
• a wheel for example a rail vehicle with a structure (not shown).
• a vehicle axle or the shaft 2 of a vehicle axle (in the context of the present invention often simplifying only referred to as a shaft) attached, which protrudes into the image plane, so that only their cross-sectional area is shown.
• the shaft 2 may typically connect two similar wheels 1 of the rail vehicle.
• a device 3 Arranged on the shaft 2 is a device 3 which may be designed according to different aspects of the invention described herein. In general, the device is arranged on the shaft rather than on other parts of the rail vehicle.
• the wheel 1 rolls in a forward or backward movement of the rail vehicle on the ground 5, which may for example be a rail.
• sensors for example a microprocessor, a memory, in particular a semiconductor memory, a radio module or radio modules for receiving and / or transmitting data can be provided in the device 3.
• a partial or complete preprocessing of the received or acquired data can already take place within the device 3.
• the sensor signals can then, inter alia, the distance (mileage), standstill, blockage of the wheels, speed, abnormal operating conditions (wear, derailment), track damage, shunting and operating time, Temperatures, positions, vehicle states, operating conditions, etc. are determined.
• FIG. 2 shows a further simplified representation of the exemplary embodiment according to FIG. 1. Shown are the wheels 1 and a shaft 2 of a rail vehicle on which a device according to the invention in accordance with FIG. 1.
• Embodiment of the invention is arranged. You can see in particular the
• Components for preprocessing and transmission of data may include.
• the structure of the rail vehicle can be designed completely different, which is why the attachment of the device to the shaft is particularly advantageous.
• Figure 3 shows a simplified block diagram of a device 3, as it may be attached to a shaft 2 of a rail vehicle.
• the device 3 can comprise different sensors and process, store and forward their signals to varying degrees.
• the sensors may in particular be an infrared sensor 256 for temperature measurement, a structure-borne sound sensor 257 for detecting the vibrations of the shaft, an acceleration sensor 21, a distance sensor 258, a GPS receiver 255 for position determination, a spatial filter sensor 253, depending on the implemented spatial filter function, a vibration sensor 252 and / or a reed sensor 251.
• the infrared sensor 256 may evaluate infrared signals so as to determine the temperature of the shaft, wheel 1 or other parts of the rail vehicle or the environment.
• An advantageous application of temperature measurement in combination with the infrared sensor is the detection of hot runners. A corresponding error message can then be stored by the device and / or transmitted to the outside. As a result, damage can be avoided.
• the infrared sensor may advantageously be pulsed and / or operated at intervals to consume low power. An infrared sensor can be advantageously used to image the brake disc.
• the structure-borne sound brake sensor 257 may generally serve to determine whether or not it is braked. This can be used to determine whether the journey is slowing down, for example due to an incline, or because it is being slowed down.
• the acceleration sensor 21 can measure static accelerations in one, two and / or three directions (X, Y and Z-axis according to FIGS. 1 and 2) and correspondingly output three signals SX, SY and SZ associated with the axes (3-dimensional sensor) , It may also be a 1- or 2-dimensional sensor in simplified embodiments. These are analog signals in the present embodiment and are therefore first digitized in the analog-to-digital converter 22. The digitized sensor signals are then supplied to an evaluation logic 231, which is coupled to the analog-to-digital converter 22.
• the evaluation logic 231 or evaluation routine which in the simplest case is only suitable for storing the received sensor data in the data memory 24 and / or for transmitting this data by means of a radio module 27 via an antenna 29 to a further evaluation unit, can be hard-wired or embedded microcontroller System to be implemented (embedded microcontroller system).
• the device 3 may include an activation logic 25 and a motion detection 253 which ensure that the device is only turned on when needed.
• the activation logic 25 may be coupled to a reed sensor 251, which is excited to read or write data from or into the device 3 by means of an external field. That can happen when bringing a read / write device 12 (described later).
• the reed sensor 251 can in particular be activated by temporarily holding a magnet in the immediate vicinity (a few centimeters) to the mileage sensor 3.
• An advantage of using the Reed sensor is that it does not require any energy itself, only the activation logic consumes power. However, the current consumption of the activation logic 25 can be kept very low.
• the Reed Sensor is very cheap. It is non-contact and contactless and thus easily integrated into a robust housing. Another advantage can be achieved if a small distance between magnet and device 3 is set up for activation. This makes it possible, when several devices 3 are installed on a freight car to selectively activate only a specific device 3.
• the motion detection logic 253 may be advantageously coupled to a vibration sensor 252. Due to the long time of 6 to 7 years, which a device 3 should work autonomously, is an adapted Energy management advantageous.
• a vibration sensor 252 should be designed as possible to equally detect shock in all directions. The power consumption should also be very low.
• An advantageous vibration sensor for use in the present embodiment may be a vibration sensor according to the ball-switching principle (ball-switch).
• the vibration sensor 252 may be coupled to a large series resistor to a voltage and coupled to a motion detection logic 253. This ensures that a flank is generated in a signal with every vibration. These edges are advantageously integrated (counted).
• An activation of the device 3 takes place only when a maximum number of flanks (vibrations) has been exceeded (eg within a certain time window). This can ensure that the activation is not too early, or too low vibrations due to a load of the rail vehicle takes place.
• the vibration can be stored in the form of a noise level or a maximum number of vibrations in the device as a parameter. As a result, specific vehicle or usage features can be taken into account.
• the acceleration sensor 21 is activated, which is used to determine the rotation of the shaft 2.
• it can be determined by whether the shaft 2 rotates and if there is a blockage of the wheels if necessary.
• a timer 28 for providing a time base may also be provided.
• a battery 26 provides the required energy, alternatively, of course, batteries, or other power generators can be provided that allow the longest autonomous operation of the device 3.
• batteries are considered that provide 8 Ah or 19 Ah. This is the case with C cells or D cells. This can be achieved with the device 3 according to the invention a running time of 6 to 7 years.
• the evaluation in the unit 23 can go beyond the buffering and / or transmission of the sensor data SX, SY, and / or SZ. It may be provided to perform certain evaluation steps already within the device 3 to the amount of data for storage / transmission to reduce or make a subsequent evaluation dispensable. For example, the number of revolutions of the wheels or the distance traveled could be immediately provided based on the sensor signals SX, SY and SZ. In addition, certain error signals (blockage of the wheels) could be calculated and / or transmitted with times, such as time and / or duration of the error. However, such an evaluation of the data can also take place in a separate evaluation unit, which is attached to the rail vehicle, or is provided stationarily outside the rail vehicle.
• An evaluation logic 231 can therefore provide in particular: speed calculation, direction detection, speed calculation, running power calculation, in combination with one or more errors, such as a jumper detector (eg with a limit of> 2.4 g), rail shock detector, flat-position detector, derailment detector and / or blocking detector.
• a jumper detector eg with a limit of> 2.4 g
• rail shock detector eg with a limit of> 2.4 g
• flat-position detector flat-position detector
• derailment detector e.g., derailment detector and / or blocking detector.
• radio module 27 other interfaces can be provided which enable wireless or wired reading of the data of the acceleration sensor.
• GSM Global System for Mobile communications
• Bluetooth Wireless Fidelity
• UMTS Wireless Fidelity
• WLAN Wireless Fidelity
• the device can be preconfigured to different circumstances. Further, an alarm level 232 may be provided which triggers alarms when detected.
• the device 3 may be configured to receive and store important parameters. These include, for example, the wheel diameter (or radius) to calculate the mileage. In addition, various vehicle-specific parameters, such as, for example, noise signal level or Noise signal amplitude in case of blockage of the wheels or derailment, history of the rail vehicle (already run km or year of construction) are written into the memory 24 of the device. In addition, maximum values for vertical or horizontal impacts (eg 2.4 g, where g is the gravitational acceleration) can be entered. On the basis of the parameters, the device 3 can autonomously calculate specific rotation-specific and error-related variables and output the results. The output can be in the form of completed error codes and km values. According to a further aspect of the invention, the parameters and / or calculated values in the device 3 are protected against manipulation. For this encryption methods can be used.
• FIG. 4 shows a section of a rail vehicle, in which temperature measurement and use of an image sensor IMG are illustrated.
• the device 3 is generally arranged on the shaft 2 of the vehicle axle of a rail vehicle. It moves with the shaft 2, whereby the device 3 thereby rotates around the shaft. This rotation is in accordance with the rotation of the wheel 1. If a hot runner in the axle bearing, this is determined by means of a temperature sensor TEMP.
• the temperature sensor may be an infrared sensor.
• the device 3 may advantageously also have a structure-borne sound sensor KS. This could detect sound waves SW, which are then evaluated. The operation of the brake could then be acoustically detected by the sound waves SW through the well, since the actuation of the
• Braking causes typical acoustic patterns (spectra, harmonics, etc.).
• fault conditions or faulty conditions can also be detected by the structure-borne sound sensor.
• An image sensor IMG could also be provided on the shaft in the device according to the invention.
• the image sensor IMG could then receive an image or just a brightness signal of the background 5. It can be advantageously synchronized with the rotational movement of the shaft. This is achieved, for example, by evaluating signals of an acceleration sensor, as described in detail herein.
• the image of the background can then be evaluated in order to determine an absolute or, advantageously, only a relative position within a known route.
• the Image sensor for example, only brightness values or detect certain color values. Detection can only take place when the sensor is oriented downwards towards the ground. As a result, energy can be saved and the spatial filtering can be simplified.
• the detected images (or even just image values, points, etc.) can then be compared to known patterns so as to determine the position.
• FIG. 5 shows further aspects of the invention.
• the device 3 according to the invention is generally arranged on a shaft of a rail vehicle according to one or more aspects of the invention.
• the device 3 may contain one or more of the sensors mentioned above and later and corresponding evaluation, and / or storage and / or wireless data transmission means.
• the device 3 is advantageously arranged in a rail vehicle with a bogie, as shown in Figure 5.
• the device 3 can not be arranged exactly in the middle M of the shaft 2. This provides more space in the rotation about the shaft 2.
• in this position is often advantageous visual connection to the bottom of the transport container of the rail vehicle. This allows, for example, advantageously the distance measurement for determining the loading condition.
• Devices 3 according to the invention can be arranged on one or more shafts 2 of the bogie.
• the suspension 7 is located outside the wheels. This is advantageously exploited because it provides a clear view of the device 3 on the wheels 1. This allows other measurements mentioned previously or later with the device 3.
• FIG. 6 shows a further embodiment of the invention.
• a sensor for distance measurement 258 may be provided.
• This can be advantageously designed to determine the distance to the freight car underside or other known fixed parts of the shaft.
• ultrasonic transmitters and receivers come into consideration, which enable a distance measurement with ultrasound.
• these may under certain circumstances be subject to the given environmental conditions may not be able to withstand, and in the rotation may not measure accurately enough. Therefore, advantageously, a radio-based sensor can be provided, as shown in Figure 6.
• the transmitter arranged in the device 3 can emit pulse signals TX and measure their backscatter RX. From this, the distance DISTX between the bottom of the structure of the rail vehicle and the shaft 2 (or the device 3) can be measured.
• the distance measurement can be used to determine the loading state of the rail vehicle, for example a freight wagon. Due to the suspension 7 of a rail vehicle, the distance DISTX between a shaft 2 of the vehicle axle and the floor of the body reduces as the vehicle is loaded. Due to this, the distance to the load measurement can be used.
• the distance measurement can be synchronized with the rotational movement of the axle.
• the acceleration sensors may be used according to various aspects of the invention. As a result, the distance to a defined backscatter surface in a specific orientation of the shaft can advantageously be ascertained advantageously upwards.
• the attachment of a radar reflector, which generates a defined reproducible return signal, is also suitable here.
• Such a reflector generates by its, adapted to the radar frequency shape and size of a very powerful signal reflection.
• the return signal can be very well distinguished from reflections on other components of the car underside.
• the radar reflector may advantageously be mounted on the underside of the carriage above the shaft.
• the synchronization of the distance measurement with the rotational movement of the axis also leads to a reduction in the energy required for signal generation.
• FIG. 7 shows a simplified representation of an embodiment of the invention.
• the device 3 is advantageously accommodated in a robust housing.
• the battery 26 (here, for example, a D-ZeIIe) is to be arranged as close to the shaft 2.
• the basic shape of the housing for the device 3 can be made wider on the shaft 2.
• the aspects mentioned have advantageous Effects on the occurring forces, which can become unusually high in the present application.
• the device 3 can be fastened by means of one or more circulating steel bands 245. This allows retrofitting with minimal time.
• the width B of the device 3 in the axial direction of the shaft can then advantageously not exceed 100 mm.
• a counterweight 4 is provided to compensate for the imbalance.
• the housing of the device 3 and the counterweight 4 have an approximately trapezoidal profile, or a wide base. Also a semicircular or arched profile comes into consideration. It is important to avoid torsional forces on the sensor module 3.
• the electronics may be mounted on the outside of the device 3. In this schematic representation, a board 241, the vibration sensor 252, a radio module 27 and an antenna 29 are shown as representative of the entire electronics.
• the vibration sensor 252 and antenna 29 are located in the part of the board overlapping the battery 26 on the inner side (facing the shaft) of the board 241.
• the memory (not shown) should be a non-volatile memory (eg EEPROM).
• the device 3 can advantageously be arranged in the middle of the shaft 2 or vehicle axle.
• Figure 8 shows a section through the shaft 2 and the device 3 and the counterweight 4 to highlight further advantageous aspects of the invention.
• the housing for the device 3 and the counterweight 4 are rounded in the circumferential direction of the shaft 2 and thereby better adapt to the shaft circumference. Reinforcing struts 242 may be provided to accommodate torsional and other forces.
• the steel strip 245 runs around the shaft 2 and through passages 243 of the housing for device 3 and counterweight 4.
• the battery 26, the board 241, the radio module 27 and the vibration sensor 252 are simplified indicated.
• the adhesion between the shaft 2 and the circulating belt 245 should be selected so that no notch effect on the shaft 2 occurs. Damage to a lacquer layer on the shaft 2 should also be avoided.
• Another aspect is the corrosion between steel strip 245 and shaft 2. It may be advantageous to provide a further layer 244 between steel strip 245 and shaft 2, which is suitable for preventing corrosion.
• This layer 244 is illustrated illustratively only on a piece of the circumference of the shaft 2, but would run all the way around the shaft 2 under the steel strip 245.
• the shaft 2 facing side of the layer 244 could then have knobs or a tire tread. It could advantageously be designed so that a secure attachment is present, however, has no damage to the shaft result and retains as little moisture.
• the support members 247 (like feet) are sloped to accommodate the curvature of the shaft. This increases the robustness and resistance to torsional, centrifugal and acceleration forces. By using several inclined feet on the outside of the case results in a self-alignment of the sensor on the
• FIG. 9 shows a perspective embodiment of a further advantageous embodiment
• the configuration may be similar to that described above.
• Size ratios can then be transferred to the two bands, wherein instead of the width S of the steel strip 254 in Figure 8, now the distance between the outer edges of the two steel strips is taken into account.
• Figure 10 shows a perspective view of another advantageous embodiment of a coupling of a device 3 with a shaft 2.
• a closed circumferential sleeve is provided, in which the device 3 can be accommodated together with optional counterweight.
• the encircling case provides additional protection against stone chipping, abrasion, tampering, etc.
• the sleeve also provides torsional advantages.
• the steel bands 254 now run around the cuff once. Here now the distance of the steel strips with respect to the dimensions given above has to be considered.
• FIG. 11 shows a schematic side view of a rail vehicle 16
• the rail vehicle 16 has on a shaft 2, a device 3 and a counterweight 4. For this purpose, both waves shown 2 come into consideration.
• the device 3 may be configured as described herein.
• the data acquired by the device 3 and optionally pre-evaluated data can be transmitted to the control center 15 in various ways.
• a mobile telematics unit 13 with radio communication devices can be arranged on the rail vehicle 16 and receive the sensor signals transmitted by the device 3 (eg mileage and possibly additional information or results of a preliminary evaluation, in particular an error code, time of a movement recording, etc.) via the radio link 17 and over a transmit second radio link 20 to the center 15.
• the telematics unit advantageously contains a microcontroller, a radio interface, memory, modules for GPS, GSM, Bluetooth and / or UMTS, a battery and / or a vibration sensor, and possibly numerous other sensors.
• a fixed radio communication device 14 which receive sensor signals via the radio link 18 and transmit via an additional wireless or wired communication link 19 to the center 15.
• the radio link 18 can also operate in accordance with common mobile radio standards (eg GSM or UMTS).
• the data can be centrally recorded and evaluated in the center 15.
• the data may be received via a wireless or wired communication link 11 from a mobile device 12. Via the communication links 17, 18 and 11 also parameters in the device 3 can be set and changed.
• the radio link 17 can advantageously use a high frequency range of 868 MHz or 2.4 GHz. This has also surprisingly proven to be useful in view of a complex infrastructure and complex readout and monitoring scenarios of numerous devices 3.
• the use of a lower radio frequency, specifically approved for railway operations, would be advantageous in terms of the propagation conditions of the waves in the freight wagon environment and possible interference by public users.
• the Telematics unit 13 can communicate with both devices 3 and 3A.
• To device 3A is the radio link 17A.
• the mobile device 12 can also contact the device 3A via the radio link 11A.
• this also applies to the stationary radio communication device 14, communicating with the second device via radio link 18A.
• Each device 3 and 3A may be configured as described herein.
• the Telematics unit 13 now differentiate between the devices 3 and 3A, and thus determine which signals (movement recording, mileage, speed, direction of rotation, blockade of the wheels, braking activity, etc.) come from which vehicle axle 2.
• the mileage of the freight wagon can be derived, for example, in the telematics unit 13 from the increment of the individual mileages.
• the review of the mileage and error history of the individual vehicle axles 2 is therefore particularly advantageous because the vehicle axles 2 can be replaced individually. Therefore, these vehicle axles 2 may have different mileages and fault histories from the vehicle. With regard to the safety and reliability of the rolling stock, this information is very important.
• the telematics unit can transmit an alarm signal via radio to the central. This allows errors to be detected quickly and, if necessary, corrected.
• a coding can be provided in the device. This can be unique and unchanging.
• the mobile device 12 may be configured to read a device 3, 3A as soon as it is close to the device 3, 3A to be read.
• the reed sensor 251 (see FIG. 3) can be excited by means of a magnet and then the device which is to be read out can be activated.
• the telematics unit 13 can be designed to check the position and, for example, the speed or also the direction of movement of the rail vehicle by means of GPS. This can be done occasionally to make a plausibility check of the data provided by the devices 3, 3A. In particular, to match the transmitted from the sensors speed signals with the current GPS speed. In addition, in case of failure (eg message: wheel blockade of a device) also be checked whether the rail vehicle really does not move. In addition, it can be located if necessary. Also, the telematics unit 13 may advantageously have a vibration sensor, which ensures that the telematics unit 13 is activated only when the rail vehicle moves. The autonomous running time of the telematics unit is advantageously up to 6 or 7 years. With a device 3 or 3A in accordance with the present invention, rotational motion detection and chassis diagnostics are possible by means of a compact, one-piece and sealed unit that can be easily retrofitted.
• the telematics unit 13 can the devices 3, 3A in regular
• Interrogate time intervals instead of waiting for transmissions of the devices.
• telematics unit 13 and devices 3, 3A each have real-time clocks and can be synchronized with them. Then certain times can be provided for the transmission. In the event of an error (blockade, derailment), transmissions outside of the defined time intervals may also be provided, e.g. after the simultaneous response of the vibration sensors 252 in the devices and in the telematics unit 13 after a previous idle time.
• FIG. 12 shows a simplified representation of a section of a
• Embodiment of a device according to the invention Shown is a wheel 1, for example a rail vehicle (not shown).
• a wheel 1 On the wheel 1 is a vehicle axle or the shaft of a vehicle axle 2 (hereinafter often simply referred to simply as a shaft) attached, which protrudes into the image plane, so that only their cross-sectional area is shown.
• the shaft 2 may typically connect two similar wheels 1 of the rail vehicle.
• a unit 3 which comprises at least one motion sensor which can determine a static acceleration in at least one axis (direction).
• a counterweight 4 is arranged to avoid imbalance.
• the wheel 1 rolls in a forward or backward movement of the rail vehicle on the ground 5, which may for example be a rail.
• the axial directions in which the acceleration sensor can detect the acceleration are indicated by an X, Y and a Z axis.
• the X, Y and Z axes are perpendicular to each other.
• the direction of earth gravity or gravitational field / gravitational acceleration is represented by an arrow 1G.
• the X-axis points in the tangential direction with respect to the circumference of the cross section of the shaft 2, the Z-axis in the radial direction seen from the center of the shaft 2 and the Y-axis in the axial direction of the shaft 2, ie out of the picture plane.
• a microprocessor, a memory, in particular a semiconductor memory, and a radio module for transmitting data may be provided in the unit 3.
• a partial or complete preprocessing of the signals determined with the acceleration sensor can already take place within the unit 3.
• another interface may be provided, via which wireless or wired data from the unit 3 can be read out.
• a direction of rotation of the vehicle axle or shaft is indicated together with the angular velocity ⁇ .
• a rotation angle ⁇ is given with respect to the gravitational acceleration.
• the rotational angle ⁇ of the shaft 2 can be detected by the motion sensor.
• the speed, the angle of rotation, and / or the inclination of the shaft 2 possibly occurring irregularities on the rotating arrangement, irregularities on the ground and impacts by other objects can be detected.
• the accelerometer measures the gravitational acceleration acting on the axle and on the sensor.
• An axis or shaft 2 rotating in the gravitational field of the earth produces, unless it is at 90 ° to the earth's surface, a periodic signal of the X and Z-axis sensor depending on the changing angle of rotation of the shaft 2.
• the frequency of the signal corresponds to the speed of the axis.
• At the center of the present invention is the evaluation of the time course of the sensor signals for determining the mileage or the driving speed and the detection of specific disturbances by an automated evaluation.
• FIG. 13 shows a further simplified illustration of the exemplary embodiment according to FIG. 12. Shown are the wheels 1 and a shaft 2 of a rail vehicle on which a device according to the invention is arranged according to an exemplary embodiment of the invention.
• the unit 3 can be seen, which, as stated above, can also contain other electronic components for pre-processing and transmission of the data in addition to the acceleration sensor.
• the location of the results again Axial axes in which the acceleration sensor can determine the acceleration.
• the Y-axis points in the axial direction of the shaft 2. It allows a determination of the inclination of the shaft 2 relative to the horizontal.
• the X-axis points in the radial direction of the shaft, ie in or against the direction of rotation of the shaft.
• the Z-axis extends in the radial direction.
• the inclination angle is ⁇ .
• An evaluation unit according to the invention can thus be set up to also determine the inclination of the rail vehicle.
• Figures 14 to 20 show sensor signals SX and SZ for the axial directions X and Z, as they occur in a device 3 according to aspects of the invention and can be forwarded to the evaluation unit or a microcontroller.
• the evaluation unit 23 or also the units 13, 14 or 15 according to FIG. 11 can provide specific output signals or measurement results.
• the evaluation unit 23 or the units 13, 14 or 15 are arranged to evaluate the time profile of the sensor signals SX, SZ (or even a third signal SY along a third axis with respect to the inclination of the vehicle axle, shaft 2) and from it mileage and / or to calculate speed and, if necessary, to detect error signals.
• Figure 14 shows a diagram of a section with exemplary temporal
• FIG. 14 relates to a continuous forward drive and shows the output signals SX, SZ associated with the X axis (SX) and the Z axis (SZ). These are periodic sinusoidal signals, which are superimposed with little interference.
• the signal SZ corresponding to the Z axis has a velocity-dependent offset (offset) here by way of example of approximately 0.5 g (g is the gravitational acceleration) compared with the signal SX assigned to the X axis.
• offset here by way of example of approximately 0.5 g (g is the gravitational acceleration) compared with the signal SX assigned to the X axis.
• the direction of the rotational movement can be the phase shift of the X- Axis associated SX signal relative to the Z-axis associated signal SZ. In the present case, a forward drive is shown.
• FIG. 15 shows the signals according to FIG. 14, whereby FIG. 15 now concerns a reverse drive. Accordingly, the signal SZ associated with the Z axis leads the signal SX ahead of the X axis. At the same speed of the rail vehicle, however, the period or frequency of the signals remains constant. From the maximums of the signals, therefore, the speed and from the overall temporal course of the signals (or even only one of the signals) in an electronic evaluation, the completed mileage can be determined.
• FIG. 16 again shows a representation corresponding to FIG. 14, wherein there is damage to a rotating part, so that at regular intervals peaks occur proportionally in both signals SX, SZ.
• peaks interference peaks or the like
• the periodicity indicates that the damage to a rotating part, e.g. Flats, or bearings or treads are present.
• the evaluation unit (for example, unit 23 or also one of the units 12, 13, 14, or 15) can be set up to derive from the sensor signals SX, SZ the concrete position of the damage to the wheel.
• the direction of impacts or acceleration values can be determined from the vectorial resultant of the acceleration values SX and SZ. Therefore, by means of a device according to the invention, a distinction can also be made between vertical and horizontal impacts. Taking into account the direction of the resulting acceleration values, different signal or error types (bearing damage, shunting shocks, load, etc.) can be differentiated, as further explained below.
• FIG. 17 again shows the signals SX, SZ in accordance with FIG. 14, with damage now occurring on the ground, such as on the rail.
• Proportional acceleration values (outliers, glitches, etc.) occur singularly in the vertical direction in both axes.
• An automatic evaluation can thus be set up so that singular glitches or outliers are evaluated and output in the vertical direction as background damage.
• FIG. 18 shows the signals SX, SZ according to FIG. 14 in the event of a collision in the longitudinal direction, eg during maneuvering.
• Proportional acceleration values (outliers, glitches, etc.) occur singularly in the horizontal direction in both axes.
• An automatic evaluation can thus be set up in such a way that the glitches of the signals are recognized as a longitudinal or jumpering impact. In particular, impacts of more than 2.4 g can be detected in a horizontal direction and output as an error, possibly with a time.
• Figure 19 relates to a case in which the rail vehicle is moved from a time tx, but the wheels are blocked.
• the output signals SX, SZ show non-periodic acceleration values (increased noise due to shocks) from time tx, without measuring a periodic signal (i.e., the axis is rotating).
• the occurrence of increased noise with simultaneous absence of the periodic rotation angle-dependent sinusoidal signal can thus be recognized as a blockage of the wheels.
• the evaluation can then store these signals, for example, with the time of occurrence and the duration of the occurrence.
• FIG. 20 shows the possible course of acceleration signals SX, SZ in the event of a derailment or a permanent loss of the wheel-rail contact.
• a continuous superimposition of the sinusoidal signal with disturbance variables in all axes, in some cases with a periodically recurring signature in the vertical direction, is determined with a constant time interval.
• An automatic detection of these signals would thus be possible on the basis of the features mentioned and could be detected in a correspondingly established evaluation unit. If necessary, an alarm signal could be triggered or at least the time could be recorded.
• the rotational speed of the vehicle axle 2 can also be determined or verified on the basis of the centrifugal force, that is to say the acceleration measured in the radial direction (Z-axis).
• This component is a DC signal as long as the speed remains constant.
• An evaluation unit according to the invention is then designed such that it performs the adjustment with this signal.
• certain specific simple error codes can be assigned to the errors or states. For example, the following coding is advantageous:
• the codes can be simple numerical codes of the error condition.
• a preamble with specific data (eg ID) of the device and encryption parameters can be prefixed.
• ' NN NN NN NN ' are 4 bytes of user data.
• these can also include a time stamp of the real-time clock. Table 1 illustrates some advantageous examples that are not exhaustive.
• the time stamp can be advantageously used to determine the car series.
• the states may relate to the actuation of the brake, which is based, for example, on the evaluation of signals from the structure-borne sound sensor. Likewise, signals of a temperature sensor to detect a hot runner can be determined. Impacts can be detected by the acceleration sensors. Some states or errors are determined from combinations of sensor signals. For example. the acceleration or speed change with respect to a brake application, ie structure-borne noise. This can also apply to the temperature sensor.
• one-, two- or three-axis acceleration sensor is thus mounted on the vehicle axle or shaft of a vehicle, in particular a rail vehicle, which measures the acceleration values occurring in the direction of the X, Y and Z axes.
• the accelerometer is fixed to the axle and rotates with the axle around the center of the axle.
• the accelerometer measures the gravitational acceleration acting on the axle and on the sensor.
• An axis that rotates in the earth's gravitational field generates a periodic signal of the X and Z axis sensor, unless it is at 90 ° to the Earth's surface, depending on the changing angle of rotation of the axis
• at least one error signal can be detected and these signals can be related to a vehicle axle of a rail vehicle.
• Figure 21 illustrates an embodiment of the invention in terms of train composition and carriage series.
• a rail vehicle here is a train with N cars.
• the first car W1 may be a loco or, as shown here, a simple car.
• the train with the wagons W1, W2, W3, W4,... WN-1, WN-1, WN moves to the left at time 0.
• the car W1 starts to move at time TS1 (time stamp TS1).
• the third carriage W3 first starts at time TS3, the fourth car W4 at time TS4, the N-2th carriage WN-2 only at time TSN-2, the N-1th carriage WN-1 at time TSN-. 1 and the last car WN at time TSN.
• the time delays between each adjacent car do not have to be the same length in pairs. Nevertheless, the condition TSi always applies ⁇ TSj for i ⁇ j, where i, j are natural numbers. In this way, the order of the wagons can be determined, since from the point of view of the first moving wagon Wi, the following applies: POSi ⁇ POSj, for i ⁇ j, with i, j as previously defined. A smaller i, j then means a position closer to the top of the train at which the railcar is located. In a pure pushing movement, the relationships are of course exactly the opposite.
• the motion detection is carried out using a device 3, which is attached to a shaft 2 of the car W1 to WN in the manner previously described.
• the carriages W1 to WN can have a device 3 on each shaft 2 of their vehicle axles or only on one shaft 2. This is indicated by the numbering 1 to N on the wheels.
• the device 3 can advantageously have a rotation or movement sensor according to the above aspects and exemplary embodiments, in particular an acceleration sensor.
• POSX is the relative position of a rail vehicle (i.e., a wagon within a train) and TSX is the relative or absolute startup time of the rail vehicle (i.e., the wagon X within the train).
• POSX F (TSX, IDX).
• This ID can be stored in the device 3.
• this may be the identification number IDWX of a wave, which can be expressed as follows:
• POSX F (TSX, IDWX).
• this ID can also be used to identify the car. It can then be a unique and awarded only once
• identification numbers IDX may be assigned to cars which can then also be stored in the device in the shaft. It can then advantageously be a read-only memory that stores the number.
• the values IDX or IDWX can be advantageously protected against unauthorized subsequent manipulation.
• the devices 3 can be connected to the devices 3
• Waves 1 to N of the car W1 to WN also communicate with each other or at least send data from one to the next device.
• This may preferably be done by designing the devices 3 to build an ad hoc network.
• This network can spontaneously configure itself when assembling rail vehicles, especially trains with multiple cars. It may advantageously transmit data from a device 3 on a shaft of a car to an adjacent or at least spatially nearby device 3 on the shaft of another car. As a result, large distances can be bridged, which otherwise could only be overcome by increasing the transmission power of a single device. This can save power.
• the device 3 may provide the necessary protocols for authentication and authorization within a forming network.
• the device is advantageously set up in order to also provide the additionally required parameters for rail vehicles in addition to the conventional network properties.
• data can be entered into the device, which define the affiliation to a train. It is also possible to enter parameters relating to a wagon of a train. These can be linked to one or more IDs of the wagon or wagons of wagons and stored permanently.
• a device 3 may have a unique unique ID associated with the shaft 2 of a rail vehicle. As a result, properties of the shaft 2 can be monitored and investigations can be used. Manipulation is only possible when the device is removed, which in turn can be prevented by sealing with the shaft of the vehicle axle, as described above.
• the exchange of data can, as described above with reference to FIG. 11, be carried out wirelessly with different further devices 12, 14. These can be used as a telematics unit 14 or telematics units 14 be provided on each car or outside the train as a handset 12 or fixed devices 12.
• the devices 12, 14 can then take over part of the evaluation of the signals or receive the finished data from the devices 2.
• the devices 3, 12, 14 may be incorporated into an infrastructure as described with reference to FIG. In particular, then the wagon ranking information can be utilized advantageously within the infrastructure.
• a device 3 is further configured to determine the natural resonance frequency of a shaft 2.
• these structure-borne sound sensors or other acoustic sensors may include in order to detect a shift of a natural resonance frequency of the shaft 2.
• the excitation caused by the operation of the shaft 2 is preferably used to determine the shift of the natural resonance frequency.
• the device 3 may in particular be designed to analyze the shift of the natural resonance frequency with regard to possible errors or dangers.
• the device 3 may comprise an evaluation unit which detects a faulty shaft 2, in particular a cracking of the shaft 2, on the basis of the displacement of the natural resonance frequency. In particular, such a detection of faults on each shaft of a rail vehicle can take place.
• the evaluation can be communicated via the telematics and radio units or stored within the devices. Accordingly, alarm signals can be triggered when threshold values are exceeded.
• the device 3 according to the invention can also be designed to carry out a damage analysis by evaluating the modulation of the natural frequency of the shaft 2 with the rotational frequency of the shaft 2.
• no external excitation of the vibrations is required. Instead, the evaluation is carried out during operation. The excitation then takes place, for example, by unevenness on the running surfaces and / or the rails.
• suggestions during loading and unloading, maneuvering, by driving over unevenness and / or turnouts can be triggered and these are automatically analyzed within the device 3 according to the invention to a shift in the natural frequency.
• Acceleration sensors or structure-borne noise microphones these may be configured to absorb such natural oscillations.
• the analysis of the oscillation can take place directly in the device 3, where a shift of the natural frequency can be detected there.
• a deviation from a setpoint value of the natural frequency can be reported to a central station or stored within the device by stating the identification of the device 3 or the shaft 2 or of the wheelset or of the car via radio communication. It has been shown that damage, for example arising on the shaft 2, can change the spectrum of the natural frequency of the shaft 2. By comparison with a target spectrum, it can be used to warn at an early stage of further damage and the resulting dangers.
• the shaft 2 is generally subject to a bending load. This arises in particular by offset attack points of the load to be supported by the shaft 2, but also by the weight of the shaft 2 itself. It has been shown that the bending load of the shaft 2 changes the natural frequency of the shaft 2. In a device 3 according to this embodiment of the invention, this effect can be exploited to determine, for example, the weight of the current payload of a rail vehicle or a freight car. The greater the weight of the payload, the greater the bending load in the shaft 2 and thus the shift of the natural frequency. This is especially true for an undamaged shaft. In the case of a faulty wave (for example, cracking), a change in the natural frequency spectrum can be detected in addition to the shift in the natural frequency.
• a faulty wave for example, cracking
• the natural frequency spectrum of the shaft 2 is modulated with the rotational frequency of the shaft 2.
• the inventive device 3 according to this embodiment can be particularly advantageously designed to detect this modulation of the natural frequency spectrum and be used to detect a fault on the shaft (for example, cracking).

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• 2009
  • 2009-05-08 DE DE102009020428A patent/DE102009020428A1/de not_active Ceased
  • 2009-11-18 PL PL09763838T patent/PL2432669T3/pl unknown
  • 2009-11-18 RU RU2011124883/11A patent/RU2524805C2/ru active
  • 2009-11-18 EP EP09763838.1A patent/EP2432669B1/de active Active
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  • 2009-11-18 WO PCT/EP2009/008211 patent/WO2010057623A2/de active Application Filing
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• 2011
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