WO2015086456A1

WO2015086456A1 - Method and device for detecting a derailment or a striking of an obstacle against a rail vehicle

Info

Publication number: WO2015086456A1
Application number: PCT/EP2014/076716
Authority: WO
Inventors: Gerhard Weilguni; Martin Teichmann
Original assignee: Siemens Ag Österreich
Priority date: 2013-12-10
Filing date: 2014-12-05
Publication date: 2015-06-18
Also published as: EP3079965A1; EP3079965B1; CN206187034U

Abstract

Method for detecting a derailment or a striking of an obstacle (7) against a rail vehicle (1), in which a bar (2) is arranged in front of the leading wheelset (3) in the direction of travel, transversely to the longitudinal axis of the rail vehicle (1), above the rail top edge (4) and such as to be movable in the vertical and axial direction relative to the rail vehicle (1), wherein the deflection of the bar out of its rest position can be ascertained by means of sensors (5, 6), and wherein a derailment is deduced upon detection of a deflection of the bar (2) in the vertical direction relative to the rail vehicle (1) and the striking of an obstacle (7) is deduced upon detection of a deflection of the bar (2) in the axial direction relative to the rail vehicle (1).

Description

description

Method and device for detecting a derailment or hitting an obstacle on a

Rail vehicle.

Technical area

The invention relates to a method and a device for detecting a derailment or an impact of an obstacle on a rail vehicle.

State of the art

To detect a derailed condition of a

Rail vehicle wheel are known a variety of methods and devices. All these devices must be able to withstand the harsh environmental and operating conditions of railways and should be as low-maintenance as possible

be operable. Another demand for such

Derailment detectors are the greatest possible security against false tripping, that is, the false recognition of one

derailed state. The main difference between the dented and the derailed condition is that the derailed wheel has a different relative position to the associated rail as when inserted. This also changes the relative positions of the bogie as well as (to a lesser extent) the car body. According to the document WO2011067284A1, this position change is mechanically recognized and evaluated. However, these relatively simple and robust methods can only be used to a limited extent because certain characteristics of the route and the vehicle must be fulfilled. Furthermore, inductive methods are known from the prior art (EP 1 422 119 A1) which use an inductive proximity sensor which, in the derailed state, is closer to the rail than is inserted in and thus a derailment can be detected. Further

Recognition methods are aimed at the measurement of

Vertical acceleration of a wheel and determine by double integration the position of the wheel, or after simple integration, the vertical speed, which in

In the state in which it is switched on, it can only assume very low values, while the derailment process has relatively high values. A latter method is disclosed in EP 1 622 802 B2

disclosed .

Another security-relevant device

Rail vehicles, especially on locomotives are

so-called rail clearers, or track clearers. Their job is to keep the rails clear so items on the rails can not damage the wheels. These

Rail clearers, for example, as vertical

arranged rods that are executed to almost reach the rails. In another embodiment, the rail scraper is designed as a transverse rod. Continuous monitoring with regard to derailment or impact on an obstacle (response of a wagon sweeper) is an essential safety measure that is required in particular for driverless rail vehicles.

Presentation of the invention

The invention is therefore based on the object, a method and a device for detecting a derailment or hitting an obstacle on a rail vehicle specify. This method should be robust against false triggering while being simple and easy to implement.

The object is achieved by a method having the features of claim 1 and a device according to claim 2.

Advantageous embodiments are the subject of the subordinate claims.

According to the basic idea of the invention, a method is described for detecting a derailment or an impact of an obstacle on a rail vehicle, in which a beam in front of the leading in the direction of travel wheelset transversely to the longitudinal axis of the rail vehicle above the

Rail top in the vertical and axial direction with respect to the rail vehicle is movably arranged, wherein the deflection of the beam from its rest position can be determined by means of sensors and wherein upon detection of a

Deflection of the beam in the vertical direction is closed with respect to the rail vehicle to a derailment, and is closed upon detection of a deflection of the beam in the axial direction with respect to the rail vehicle to the impingement of an obstacle.

As a result, the advantage can be achieved, as output variables of the method a distinction of the different

Events "derailment" and "hitting an obstacle" (response of the wrecker) to be able to receive. This is especially for the operation of driverless

Rail vehicles advantageous because each kind of different operational measures can be provided. For example, after the response of a Bahnräumers be continued at low speed, which is impossible in a derailment.

Another advantage of objective invention is to be able to detect the detections of the states on the basis of purely mechanical quantities, there are no complicated mathematical methods such as single or multiple integrations required. This eliminates the otherwise necessary complicated control devices and it can be a simple connection of the device according to the invention, or the

Procedure to the vehicle control done. The omission of specific evaluation or recognition software facilitates the approval process of a rail vehicle equipped according to the invention.

According to the invention, the method is to be implemented in a device for detecting a derailment or an impact of an obstacle on a rail vehicle, which has a wheel set leading in the direction of travel transversely to the longitudinal axis of the rail vehicle above the rail vehicle

Rail upper edge in the vertical and axial direction with respect to the rail vehicle movably arranged beams and wherein the deflection of the beam from its rest position can be determined by means of sensors. It is in a detection of a deflection of the beam in the vertical direction with respect to the rail vehicle a

Derailment signal to a vehicle control releasable, and upon detection of a deflection of the beam in the axial direction with respect to the rail vehicle

Bahnräumsignalsignal be delivered to a vehicle control.

According to the invention, the beam is to be designed in the form of a conventional track scraper, with it being as low as possible above the scraper Rail top is to be arranged and should extend at least over the entire track of the rail vehicle.

This bar is movably mounted, wherein in particular straight-line guides are advantageous, since in this way a particularly good separation of the derailment detection function from the detection of the impingement of an obstacle can be realized.

To avoid false triggering of the beam can be provided so that an axial or vertical movement of the movably arranged beam is possible only from a certain minimum force acting. This can be done for example by a spring force which fixes the beam in its rest position with a certain force. Thus, a movement of the bar and consequently recognition of a

Derailment or clearing of the track only takes place after a minimum force has been exceeded. As a result, the advantage is achievable that vibration, maneuvering or the like is not too

Faulty triggering and thus cause a breakdown. Furthermore, collisions with obstacles of low mass, which represent no danger to the vehicle, not to respond to the

Railway clearance monitoring function.

An essential advantage of the present invention is that a functional check can be carried out very easily. By carrying out the method according to the invention in a purely mechanical device which remains free of damage when it is triggered (detection), the function can be checked regularly. When a trigger is defined as opposed to facilities with

failing components (demolition plates or bolts) damaged any components. In addition to the function can also be the required preload of the beam (spring force) to be checked.

Another significant advantage of the invention is that the possible horizontal and vertical movements of the beam are independent of each other and do not affect each other, so that a detection of a

Railway clearing process in no way causes an erroneous detection of derailment and vice versa. Thus, it is also very easy to specify a different minimum force for a deflection for both possibilities of movement (horizontal and vertical).

Brief description of the drawings

They show by way of example:

Fig.l Derailment or obstacle detection.

Fig.2 Derailment or obstacle detection, derailed

Status .

Fig.3 Derailment or obstacle detection, hitting an obstacle.

Fig.4 derailment or obstacle detection,

Embodiment.

Fig.5 derailment or obstacle detection,

Exemplary embodiment detail.

Fig.6 Derailment or obstacle detection,

Parallelogram guidance.

Embodiment of the invention Fig.l shows an example and schematically a derailment or obstacle detection. It is very abstract that

Operating principle of a derailment or obstacle detection according to the invention shown. It is a rail vehicle 1 with a wheelset 3 shown in a side view. The direction of travel is oriented to the right, so that the wheelset 3 is the leading wheelset. The wheelset 3 rests on the top rail 4, the rail vehicle 1 is consequently in eingleistem state. A bar 2 is arranged in the direction of travel in front of the wheelset 3 at a small distance above the top rail edge 4. This beam 2 extends over at least the entire track width of the wheel set 3. The beam 2 is connected to the rail vehicle 1 by means of a vertical guide 8 and an axial guide 9. As a result, the beam 2 is arranged movable relative to the rail vehicle and can be deflected to a certain extent from its rest position. In this rest position, the beam can be held by means of a spring device, such a spring device is not shown in Fig.l for simplicity of illustration. There are two switching device 5.6 provided, wherein a switching device 5 responsive to a deflection of the vertical guide 8 and a

Switching device 6 responsive to a deflection of the axial guide 9. In this way, the switching device 5 acts as a derailment detection device and the switching device 6 as a recognition of a path cleaner response. The

Switching devices 5, 6 are designed to be suitable for the specific application, i. the rough ones

Environmental conditions are suitable for rail vehicles.

2 shows an example and schematically a derailment or obstacle detection in a derailed state. It is the rail vehicle of Fig.l shown, wherein the wheelset 3 is derailed and thus comes to rest lower than the top rail 4. This occurs the

Rail top 4 with the beam 2 in contact and

moves the beam 2 in the vertical direction. These

Shifting the bar 2 triggers the derailment switch 5, whereby a corresponding alarm can be issued.

3 shows an example and schematically a derailment or obstacle detection when hitting an obstacle. The rail vehicle from FIG. 1 is illustrated, wherein an obstacle 7 located on the track comes into contact with the rail vehicle 1 or the beam 2. Does that know

Obstacle 7 to such a mass that the force resulting from the impact leads to a displacement of the beam 2 in the axial direction, the switch clearance 6 is triggered by the displaced in the axial direction vertical guide 8 whereby a corresponding alarm can be issued.

4 shows by way of example and schematically a derailment or obstacle detection in one embodiment. It is shown a view of a leading axis of a rail vehicle 1, wherein a beam 2 is arranged in front of the wheel 3 in the direction of travel. The beam 2 is connected via a vertical guide 8 movably connected to the car body of the rail vehicle 1. Here, the vertical guide 8 is equipped with a spring (not shown in Figure 4), which holds the beam 2 in its end position. If the beam 8 deflected vertically upward, so speaks one

Switching device 5 for detecting a derailment.

If the beam meets 2 on an obstacle, a

Switching device 6 for detecting a Bahnräumvorganges triggered. In a shown embodiment, a part of the vertical guide 8 is designed as a leaf spring, which holds the beam 2 in a certain horizontal position in its rest position.

5 shows by way of example and schematically a derailment or obstacle detection on a detail of a

Embodiment. There is shown a vertical guide 8 and a portion of a beam 2 of the embodiment of FIG. This embodiment allows a particularly good separation of the detection of derailment and

Path clearances, since the respective motion sequences are independent of each other and can not influence each other.

6 shows by way of example and schematically a derailment or obstacle recognition with a parallelogram guide in a side view. A further example of derailment and obstacle detection according to the invention is shown, which is based on a parallelogram guide with two parallelogram links 10, which has a vertical guide 8 along a substantially vertical one

Path of movement lead. At the rail-side end of the vertical guide 8, a beam 2 is provided, which is arranged in eingeleistem state of the rail vehicle 1 at a certain distance from the rail upper edge 4. A spring 11 holds the parallelogram in its final position with a certain force, so that triggering the

Switching device 5 can be done only after overcoming this force and after reaching a certain trip path. Such can be a faulty trip of the

Derailment detection can be safely prevented. In the embodiment shown, there are no devices for detection a Bahnräumvorganges shown, these can

be integrated for example in the beam 2 or the vertical guide 8. In Figure 6 is in dashed lines and the position of a parallelogram 11 at

Response of the derailment detection shown.

the terms

track vehicle

bar

wheelset

railhead

Switch derailment

Switch clearance

obstacle

Vertical leadership

Axial guidance

parallelogram

feather

Claims

Patent claims

Method for detecting a derailment or an obstacle (7) hitting a

Rail vehicle (1), in which a beam (2) in front of the wheel set (3) leading in the direction of travel transversely to the longitudinal axis of the rail vehicle (1) above the top edge of the rail (4) in a vertical and axial direction

Direction in relation to the rail vehicle (1)

is arranged movably, the deflection of the beam from its rest position being able to be determined by means of sensors (5, 6),

characterized in that

if a deflection of the beam (2) in the vertical direction with respect to the rail vehicle (1) is detected, a derailment is concluded, and

when a deflection of the beam is detected

(2) in the axial direction in relation to the rail vehicle (1) it is concluded that an obstacle (7) has hit.

Device for detecting a derailment or the impact of an obstacle

Rail vehicle, comprising one in front of the in

Wheel set leading in the direction of travel transversely to the longitudinal axis of the rail vehicle above the top edge of the rail in the vertical and axial direction in relation to the

Rail vehicle movably arranged beam, wherein the deflection of the beam from its rest position can be determined by means of sensors, characterized in that when a deflection of the beam in the vertical direction with respect to the rail vehicle is detected, a derailment signal is sent to a vehicle control system is surrenderable, and

When a deflection of the beam in the axial direction with respect to the rail vehicle is detected, a railway clearing signal can be sent to a vehicle control.

3. Device for detecting a derailment or the impact of an obstacle on a rail vehicle according to claim 2, characterized in that an axial or vertical movement of the movable

arranged beam is only possible from a certain minimum force.

4. Device for detecting a derailment or the impact of an obstacle on a rail vehicle according to claim 3, characterized in that this specific minimum force is determined by the preload of a spring device.