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
  • B61L25/021—Measuring and recording of train speed

Definitions

• a driving permit contains, among other information, the instantaneous distance between a current vehicle position of the rail vehicle and the next monitored stopping place.
• the current vehicle position is usually determined by means of track-side reference points, for example locating beacons.
• a vehicle device of the train control system determines the distance traveled to the last transmitted current vehicle position and prevents by timely automatic control of the braking system of the rail vehicle exceeding the allowable speed and driving past the monitored location. In addition, based on the last transmitted current vehicle position and the current distance traveled, the vehicle device determines a current vehicle position of the rail vehicle and transmits it back to the trackside control center.
• Rail vehicles are completely switched off at the end of the operation at parking positions, ie transferred to a de-energized state. This process is also known as disarming. After disassembly, the rail vehicle is thus in a disarmed state. To continue driving the rail vehicle is switched on again. This process of restarting is also referred to as upgrading or retrofitting. As such, it is possible to store the current vehicle position as standstill position (parking position) before the disassembly. However, it can not be assumed that the rail vehicle is not moved in the disarmed state, because the rail vehicle could be towed, for example. Therefore, it can not easily be assumed after retrofitting that the then current vehicle position corresponds to the stored standstill position (parking position).
• the rail vehicle stores its current vehicle position as a standstill position (parking position) at standstill before or during the disassembly and recognizes after the rebuild whether it has been moved.
• a movement of a rail vehicle at a standstill is referred to by experts as “cold movement” or as “cold move”. Accordingly, the detection of movement of a disabled (disarmed) rail vehicle as a detection of a cold movement or as a cold movement
• CMD CMD for short. Is found that the dismounted rail vehicle has not been moved or slightly insignificant, then the rail vehicle can be operated from a standstill by means of the train control system. At the beginning of the operation of the rail vehicle, the stored standstill position is current
• Vehicle position valid As a result, a time-optimized resumption of operation of the rail vehicle is possible.
• the safety on the track or the track capacity can be increased.
• the invention relates to a device for detecting a cold movement of a rail vehicle with a display device and with an actuating device for activating the display device.
• the invention also relates to a rail vehicle with such a device.
• the invention relates to a method for detecting a cold movement of a rail vehicle, in which a display device is activated by means of an actuating device.
• a generic device, a rail vehicle with a generic device and a generic method are known for example from the publication EP 2 502 800 Bl.
• the device shown there with display device and with actuating device for activating the display device is arranged at a distance below a toothed wheel designated as switching means.
• the toothed wheel is fixed to a wheel axle of the rail vehicle and thus a movable depending on the cold movement of the rail vehicle vehicle part.
• the toothed wheel is formed of magnetizable material and has holding portions and non-holding portions.
• the display units - ie the guided in their guides permanent magnets - together form the display device.
• the actuators together form the actuating device.
• Each display unit is assigned a respective reed switch as a sensor for determining the position of the display unit. It determines the position of the respective permanent magnet. Due to the distance to the toothed wheel, the detector cells operate without contact. In a first position of the toothed wheel, a number B - but at least one - of the detector cells are positioned below a non-holding portion, so that the permanent magnet of these detector cells falls from the top element position to the bottom element position under the effect of gravitational force, as soon as the Actuators are disabled.
• a number N - but at least two - of the detector cells is positioned in the first position of the toothed wheel below a holding portion, so that the permanent magnet of these detector cells is held under the action of the magnetic force in the upper element position.
• reaching a second position of the toothed wheel of at least one of the permanent magnets previously held by the magnetic force in the upper element position drops to the lower element position because the corresponding detector cell falls below a non-holding portion in the second position is positioned.
• the number of permanent magnets that are in their lower element position is counted. It is indicated that a cold movement of the rail vehicle has taken place when B> (A-N).
• the invention is based on the object to design this device and a rail vehicle equipped therewith particularly robust and insensitive.
• the device according to the invention comprises a device for mechanical operative connection of the display device with a movable depending on the cold movement of the rail vehicle part, by means of which the activated display device held at standstill of the vehicle part in an active state and on the other hand at a predetermined change in position of the vehicle part a status change from the active status to a passive status.
• the invention is based on the object of making this method particularly robust and insensitive.
• the activated display device by means of a device for mechanical operative connection of the display device with a movable depending on the cold movement of the rail vehicle part on the one hand at standstill of the vehicle part held in an active state and on the other hand at a predetermined change in position of the vehicle part of a status change from the active state subjected to a passive status.
• a time-optimized resumption of the operation of the rail vehicle can be ensured by a train control system, since it is detected in a very robust manner, whether the rail vehicle has been moved in the disarmed state. This is in the disarmed state of Use of a power supply avoided.
• technical difficulties encountered in the use of non-contact and / or gravitational force detector cells used circumvented are avoided.
• the device for the mechanical operative connection is a cam mechanism or a crank gear device. Accordingly, according to the method, it is advantageous if a cam mechanism or a crank gear device is used as the device for the mechanical operative connection.
• Verklinkungs is. - According to the method it is advantageous if a latching device or a latching device is used as a display device.
• the device according to the invention has a sensor device, which is suitably designed, a the
• At least one display unit of at least two display units of the display device may be suitably held by the means for mechanical operative connection on the one hand at a standstill of the vehicle part in an active position and on the other hand at the predetermined position change of the vehicle part from the active position to a passive Position to be transferred.
• the standstill of the vehicle part held in an active position and on the other hand at the predetermined change in position of the vehicle part from the active position in a passive second position are transferred.
• At least two display units may be suitably formed, held by the means for mechanical operative connection on the one hand at standstill of the vehicle part in an active position and on the other hand at the predetermined position change of the vehicle part from the active position in to be transferred to a passive position.
• at least two display units of the display device can be kept in an active position by means of the device for mechanical engagement on the one hand when the vehicle part is stationary and on the other hand can be transferred from the active position to a passive position in the case of the predetermined position change of the vehicle part.
• each of the display units is a detent unit latched in the active position and latched in the passive position.
• each display unit is assigned in each case a sensor of the sensor device which is designed to form a single signal, the individual signal corresponding to the position of the respective display unit or a position change of the respective display unit.
• the show 1 shows a rail vehicle with a device according to the invention
• Figures 3 to 5 a first embodiment of the device according to the invention in three different positions, the
• Figures 6 to 8 a second embodiment of the device according to the invention in three different positions and Figures 9 to 12, a third embodiment of the device according to the invention in four different positions.
• FIG. 1 shows a rail vehicle 1 with a device 2 according to the invention for detecting a cold movement of the rail vehicle.
• This device 2 is associated with a wheel axle 3 of the rail vehicle and is connected to a vehicle device 6 of a train control system via a number of control lines designated as a whole by 4 and a number of signal lines designated as a whole by 5.
• the wheel axle 3 is a vehicle part which is movable as a function of the cold movement of the rail vehicle.
• the illustrated in-vehicle device 6 of the train control system is, for example, an ETCS vehicle computer, which conventionally has two redundant computer units 7 in the form of two redundant computer modules or in the form of two redundant computer channels, so that the device is connected to one of the redundant computer units 7.
• FIG. 2 shows the rail vehicle 1 according to FIG. 1, which, for reasons of securing technology, has a further device 2 according to the invention in addition to the device 2 according to the invention.
• This further device 2 is associated with a further wheel axle 3 of the rail vehicle and is via a further designated as a whole with 4 number of control lines and a further designated as a whole with 5 number of signal lines to the second processing unit 7 of the vehicle device.
• the further wheel axle 3 is likewise a vehicle part which is movable as a function of the cold movement of the rail vehicle.
• control lines About the number 4 of the control lines are 6 output from a control device 60 of the vehicle device controlling individual signals that form a control signal 8 in their entirety.
• the various embodiments 102; 202; 302 of the inventive device for detecting a cold movement of the rail vehicle each have a display device 110; 210; 310, an actuator 130; 230; 330 for activating the display device, means 140; 240; 340 for the mechanical operative connection of the display device with the movable in response to the cold movement of the rail vehicle wheel axle 3, a sensor device 150; 250; 350, a controller 160; 260; 360 and a signal processing device 170; 270; 370.
• the control device 160; 260; 360 and the signal processing device 170; 270; 370 part of the computer unit 7 of the vehicle device, the respective device 102; 202; 302 is assigned.
• the display device 110; 210; 310 is designed as a mechanical latching device and has in the first embodiment 102 according to Figures 3 to 5 and in the third embodiment 302 according to the figures 9 to 12 two Display units 111.1, 111.2; 311.1, 311.2 in the form of locking units.
• the display device 210 designed as a mechanical latching device has three display units 211.1, 211.2, 211.3 in the form of latching units in order to increase safety.
• the locking units 111.1, 111.2; 211.1, 211.2, 211.3; 311.1, 311.2 each have a housing 112.1, 112.2; 212.1, 212.2, 212.3; 312.1, 312.2, one with a detent hole 113.1, 113.2; 213.1, 213.2, 213.3; 313.1, 313.2 provided in the form of a locking notch pressure element 114.1, 114.2; 214.1, 214.2, 214.3; 314.1, 314.2, a locking element 115.1, 115.2; 215.1, 215.2, 215.3; 315.1, 315.2 and two spring elements 116.1, 116.2;
• the housing forms a first guide 118.1, 118.2; 218.1, 218.2, 218.3; 318.1, 318.2 in the form of a first sleeve for the pressure element and a transverse to the first guide second guide 119.1, 119.2; 219.1, 219.2, 219.3; 319.1, 319.2 in the form of a second sleeve for the locking element.
• the housing for the two spring elements each forms an abutment.
• each of the locking units may alternate between a passive position and an active position.
• the passive position the locking unit is locked, wherein the locking element is engaged in the notch.
• the active position the latch unit is unlocked, wherein the latching element is pulled out of the notch and is supported next to the notch on the pressure element.
• a locking device could also be used, with a locking element (s) instead of a pressure element (s) provided with a latching hole, and with latch (s) instead of latching elements (n).
• the actuating device 130; 230; 330 for activating the display device comprises an operating unit 131.1, 131.2 per display unit; 231.1, 231.2, 231.3; 331.1, 331.2 in the form of an actor.
• Each of the actuators is in each case via one of the control lines 104.1, 104.2; 204.1, 204.2, 204.3; 304.1, 304.2 with the control device 160; 260; 360 and pushes in response to a single control signal 161.1, 161.2; 261.1, 261.2, 261.3; 361.1, 361.2, which outputs the control device before or when disassembling the rail vehicle to the actuator, with an actuator 132.1, 132.2;
• the device 140; 240; 340 for the mechanical operative connection of the display device with the movable depending on the cold movement of the rail vehicle wheel axle is in the first embodiment 102 according to Figures 3 to 5 and in the second embodiment 202 according to Figures 6 to 8 as a cam mechanism and in the third embodiment 302 according to the Figures 9 to 12 designed as a crank gear device.
• the cam gears 140; 240 each include a cam gear 141; 241 as a drive member and each latching unit a push member 142.1, 142.2; 242.1, 242.2, 242.3 as
• the cam wheel 141; 241 is rotationally fixed to the wheel axle 3, which is the device 102; 202 associated, and has a two-dimensional circumferential curve contour 144; 244 with non-constant radius of curvature to which the cam followers are assigned.
• Each of the thrust members 142.1, 142.2; 242.1, 242.2, 242.3 with cam follower thus forms together with the cam gear 141; 241 a mechanical operative connection in the form of a Kurvengetrie- bes, wherein the totality of the cam mechanism, the cam mechanism means 140; 240 forms.
• the curve contour 144 is essentially star-shaped, while the curve contour 244 is elliptical in the case of the second exemplary embodiment 202 shown in FIGS. 6 to 8.
• the curve contour could also have a different shape.
• the crank mechanism device 340 according to FIGS. 9 to 12 comprises a crank wheel 341 as a drive member, and one latching element 342.1, 342.2 each as an output element, each of the push elements being connected via a connecting rod 143.1, 143.2 to the crank wheel 341 and in the sleeve 318.1 or 318.2 is guided.
• crank wheel 341 is rotatably connected to the wheel axle 3, which is associated with the device 302.
• connecting rod bearing bolts 344.1; 344.2 of the thrust members 342.1, 342.2 first ends of the connecting rods 144.1, 144.2 hinged to the thrust members.
• the second ends of the connecting rods 143.1, 143.2 are by means of connecting rod bearing pins 345.1; 345.2 of the crank wheel, which are arranged eccentrically to the wheel axle 3, hinged to the crank wheel 341.
• Each of the two push elements 342.1, 342.2 with articulated connecting rod thus forms together with the crank wheel 341 a mechanical operative connection in the form of a crank mechanism, wherein the entirety of the crank mechanism forms the crank mechanism device 340.
• 313.1, 313.2 pulled it is independent of the position of the wheel axle 3 at least one 114.1; 314.1, 314.2 of the pressure elements under the force of the first spring element 116.1; 316.1, 316.2 so far displaced that the locking element 115.1; 315.1, 315.2 no longer in the notch 113.1; 313.1, 313.2 can engage.
• the pressure element of the detent unit latched in this way is then under the force of the first spring element via the device 140; 340 mechanically operatively connected to the mechanical operative connection with the wheel axle 3.
• the latching device 110; 310 as a whole is now in an active state.
• the display units 211.1, 211.2, 211.3 are arranged in the form of the locking units relative to the mechanical engagement device 240 such that at least two 211.1 and 211.3 of the three display units in the form of locking units are selected from a passive position can be transferred to an active position. If the locking units are activated by means of the actuators 231.1, 231.2 and 231.3, then in response to the individual signals 261.1, 261.2; 261.3 the locking elements 215.1, 215.2; 215.3 of the three locking units from the respective associated locking hole 213.1, 213.2; 213.3, at least two 214.1 are independent of the position of the wheel axle; 214.3 of the pressure elements under the force of the first spring elements so far displaced that the
• Locking elements can no longer engage in the notches.
• the pressure elements of the latching units unlatched in this way are then actuated by the force of the first spring elements via the input shaft.
• direction 240 for mechanical Wirkver indifference with the wheel axle 3 mechanically operatively connected The latch 210 as a whole is now in an active state.
• the device 140; 240; 340 for the mechanical operative connection are the activated display devices of the three embodiments 102; 202; 302 held the device according to the invention at standstill of the wheel axle 3 in its active state, because the unlatched locking units are held by means of the device for mechanical operative connection at standstill of the wheel axle in its active position.
• the activated display devices 110; 210; 310 undergoes a change of status from the active status to a passive status, because at the predetermined position change of the wheel axle, the locking units, which are initially in active position, are activated by means 140; 240; 340 transferred to the mechanical operative connection from its active position to its passive position.
• 311.1, 311.2 is each a sensor 151.1, 151.2; 251.1,
• sensors 151.1, 151.2 shown; 251.1, 251.2, 251.3; 351.1, 351.2 are, for example, reed sensors located at the bottom of the detent holes 113.1, 113.2; 213.1, 213.2,
• Each of the reed sensors detects, respectively, whether the locking element is engaged in the detent hole or not.
• the reed sensors of the sensor device are in each case via one of the signal lines 105.1, 105.2; 205.1, 205.2, 205.3; 305.1, 305.2 an individual electronic signal 152.1, 152.2; 252.1, 252.2, 252.3; 352.1, 352.2 to the associated signal processing device of the vehicle device.
• the Output electronic single signal corresponds to the position of the respective display unit.
• the totality of the individual electronic signals 152.1, 152.2; 252.1, 252.2, 252.3; 352.1, 352.2 thus forms the signal denoted by 9 in FIGS. 1 and 2, which corresponds to the status of the display device, so that the display device 110; 210; 310 configured as a whole is adapted to output the signal 9 corresponding to the status of the display device as an electronic signal to the signal processing device 70 of the vehicle device 7.
• another sensor device may also be used, in particular a sensor device which is designed to detect a status change of the display device and to output a signal corresponding to the status change as an electronic signal to the signal processing device of the vehicle device.
• magneto-electronic reed sensors instead of the magneto-electronic reed sensors also mechano-electronic or opto-electronic sensors can be used.
• the mode of operation of the illustrated exemplary embodiments of the device according to the invention is based on the following method sequence, that is to say on the following sequence of detecting a cold movement of the rail vehicle:
• the respective display device 110 is located; 210; 310 in its passive state when the rail vehicle is moving and when parked rail vehicle is still in operation. All display units 111.1, 111.2; 211.1, 211.2, 211.3; 311.1, 311.2 in the form of the locking units are therefore in their passive position. The locking units are all locked.
• the pressure elements designated by 214.1 and 214.3 are displaced by the force of the first spring elements 216.1 and 216.3 so far as far as the contact rollers 243.1 and 243.3 against the curved contour 244 due to the illustrated angular position of the wheel axle 3 Notches 213.1 and 213.3 the locking elements 215.1 and 215.3 no longer face.
• the pressure element designated by 214.2 can be moved under the force of the first spring element 216.2 only so slightly to the abutment of the cam follower 243.2 on the curve contour 244 that the locking notch 213.2 the locking element 215.2 continues to face. According to FIG.
• both pressure elements 314.1 and 314.2 can be displaced by the force of the first spring elements 316.1 and 316.2 until they touch the thrust links 342.1 and 342.2 until the notches 313.1 and 313.2 the locking elements 315.1 and 315.2 no longer face.
• the actuators 132.1 fall,
• the driven element 142.1 displaces the pressure element 214.1 counter to the force of the first spring element 116.1, wherein the locking element 115.1 mechanically reaches the assigned detent hole 113.1 again at the latest when the angular position of the wheel axle 3 shown in FIG is locked.
• Locking hole 313.2 is mechanically latched.
• the vehicle device of the rail vehicle After resumption of operation (power on) of the vehicle device of the rail vehicle determines the associated signal processing device 170; 270; 370 based on the received electronic signal 9 - ie based on the totality of the electronic individual signals 152.1, 152.2; 252.1, 252.2, 252.3; 352.1, 352.2 - the status of the display device 110; 210; 310 and outputs a received signal corresponding to the received electronic signal 9 to its arithmetic unit 7.
• the signal processing device 170; 270; 370 can therefore be determined, whether during a movement of the switched-off rail vehicle, the display device 110; 210; 310 has been transferred from its active state to its passive state where all detent units are locked again.
• Represents the signal processing device 170; 270; 370 determines that the display device 110; 210; 310 is in its passive state - the status of the display device has thus not changed at standstill of the rail vehicle - so causes the arithmetic unit 7 in response to the report signal that the vehicle device 6 continues driving the rail vehicle 1 with the stored in the retentive memory standstill position as current Position can begin. - So has no cold movement of the rail vehicle taken place, the driver notices that he can continue as if the rail vehicle had not been parked.
• an odometry software of the arithmetic unit 7 expands a confidence interval so that the rail vehicle 1 can only travel at reduced speed until it has determined its current vehicle position.
• a message corresponding to the message signal can additionally be displayed, for example visually.
• This display can preferably take place in a driver's cab of the rail vehicle 1.

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• 2015
  • 2015-03-02 DE DE102015203664.2A patent/DE102015203664A1/de not_active Withdrawn
• 2016
  • 2016-02-12 WO PCT/EP2016/052974 patent/WO2016139047A1/de active Application Filing
  • 2016-02-12 CN CN201680013086.9A patent/CN107406091B/zh not_active Expired - Fee Related
  • 2016-02-12 EP EP16704000.5A patent/EP3240718B1/de active Active
  • 2016-02-12 ES ES16704000T patent/ES2746107T3/es active Active

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