• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to methods for providing data for brake plate recognition of a rail vehicle, wherein it is checked (206) whether the rail vehicle is moving on a route section of a plurality of predetermined route sections, and if it is detected that the rail vehicle is traveling on a route section of the plurality moved by predetermined route sections, measured values for the brake plate recognition are recorded (209), and the recorded measured values are preprocessed and made available for the brake plate recognition (210).
    公开号:CH710964B1
    申请号:CH00472/16
    申请日:2016-04-12
    公开日:2020-06-15
    发明作者:Schultz Steffen；Weissenmayer Simon
    申请人:Bosch Gmbh Robert；
    IPC主号:
    专利说明:

    The present invention relates to a method for providing data for a brake plate detection of rail vehicles and a control device of a rail vehicle for its implementation.
    State of the art
    Wheel-guided rail vehicles such as locomotives or wagons are moved on rails. When braking the rail vehicle, flattening or flat spots can occur in the wheels, which are referred to as brake plates. Such brake plates can generate vibrations that can damage the chassis of the rail vehicle and the tracks. The wheels of rail vehicles are often checked regularly on brake plates.
    From DE 198 04 566 C2 a flat location sensor means for the location of flat spots on at least one rollable body, in particular at least one wheel, is known, wherein the sensor means has at least two induction coils as sensors and an adder is provided, which by the the voltages generated by the inductors are added.
    Disclosure of the invention
    According to the invention a method for providing data for a brake plate detection of rail vehicles and a control device of a rail vehicle for its implementation are proposed with the features of the independent claims. Advantageous refinements are the subject of the dependent claims and the following description.
    In the context of the invention it is checked whether the rail vehicle is moving on a route section of a plurality of predetermined route sections. For example, this check can be carried out by means of an expedient location and / or navigation system, in particular by means of GPS (Global Positioning System). If it is recognized that the rail vehicle is moving on a route section of the plurality of predetermined route sections, measurement values for the brake plate recognition are recorded. These measured values are recorded in particular by means of suitable sensors. The recorded measured values are preprocessed and made available for brake plate recognition.
    Advantages of the invention
    On the basis of the preprocessed measured values provided for the brake plate detection, it is possible to carry out a brake plate detection in a simple manner. Brake plates can in particular be recognized as early as possible and then also repaired. Consequential damage to the rail vehicle, for example to its chassis, or to the rails of the rail system can be avoided.
    [0007] In the course of the preprocessing, the measured values can in particular be stored, evaluated and / or processed. For example, the measured values can be filtered. The measured values are stored in the course of the preprocessing, in particular in a memory area of the control device. Raw and / or processed measurement values can be stored in the memory area. In particular, the measured values are stored in the memory area in the course of the preprocessing together with information relating to the special route section on which they were recorded.
    A predetermined route section is to be understood as a special section or a special rail section of the rail system on which the rail vehicle is moved. These predetermined route sections are selected in particular according to special criteria. The individual route sections of this large number of route sections are distinguished in particular by the fact that they each have suitable conditions for carrying out measurements for the brake plate recognition on the rail vehicle. In particular, comparatively few vibrations are generated in the rail vehicle when traveling on these individual route sections. In particular, the rail vehicle does not collide with other rail vehicles of the corresponding train on these route sections.
    The individual route sections are in particular located such that they can be located precisely, in particular by means of the location and / or navigation system. In particular, the route sections are located in places where there is good, undisturbed GPS reception. For example, the sections of the route therefore do not run within a tunnel. In particular, the individual route sections are sufficiently far away from other route sections which have poor conditions for measurements for brake plate recognition. The route sections with good conditions can thus be differentiated from such route sections with bad conditions by means of the location or navigation system.
    The individual route sections are each in particular comparatively short, for example not longer than 100 m. Nevertheless, the route sections are in each case in particular longer than the resolution of a GPS signal, for example by a factor of five to ten times longer than the resolution of the GPS signal. For example, the length of a route section is between 25 m and 50 m with an accuracy of the GPS signal of 5 m.
    The rail vehicle is designed in particular as a wheel-guided rail vehicle. The rail vehicle can in particular be designed as a motorized rail vehicle, for example as a locomotive or as a railcar. Alternatively, the rail vehicle is designed as a non-motorized rail vehicle which is part of a train, for example as a wagon.
    Advantageously, if it is detected that the rail vehicle is not moving on any route section of the plurality of predetermined route sections, and if it is known that the rail vehicle is moving towards a route section of the plurality of route sections, an estimated time of arrival of the rail vehicle on this route section certainly. This makes it possible to estimate when the next time measured values can be recorded. The expected arrival time can be estimated in particular on the basis of a current speed of the rail vehicle and a distance from the route section.
    According to an advantageous embodiment, if a difference between a current point in time and the determined expected arrival time does not fall below a threshold value, a wake-up timer is set and, after the wake-up timer has expired, the expected arrival time of the rail vehicle again Section determined. In particular, this allows the control device to be put into a sleep or sleep mode until the wake-up timer has expired, and in this way to save energy. The expiry of the wake-up timer is in particular set in good time before this arrival time, for example 30 s, one minute or five minutes before the expected arrival time.
    In order to ensure that the control device is active again in good time before the expected arrival time and that driving on the respective predetermined route section is not missed, the control device can advantageously also be woken up several times and the expected arrival time can be determined again in each case. In particular, it can thus be checked whether the expected arrival time has changed since the last determination, for example because the rail vehicle has moved faster or slower since the last determination. For example, the control device can be iteratively reactivated by the wake-up timer set after a fraction (e.g. half or three-quarters) of the time interval between the current time and the expected arrival time.
    Advantageously, the expected arrival time is determined and the wake-up timer is set until the difference between the current time and the arrival time falls below the limit. For example, this limit can be one minute or 30 s.
    If it is detected that the rail vehicle is not moving on a route section of the plurality of predetermined route sections, and if it is not known that the rail vehicle is moving towards a route section of the plurality of route sections, it is checked whether the rail vehicle is traveling on a route section moved to the plurality of predetermined route sections. Then the process can be continued as described.
    In particular, the position of an accessible section of the plurality of predetermined sections is received. This has the advantage that not all possible route sections in the control unit need to be known and kept up to date. Rather, sections of the route can be at a central location, e.g. in a database in an external computing unit (e.g. in a data center), kept up-to-date and from there only the relevant route section or sections are transferred to the control unit.
    It is also advantageous in the course of checking whether the rail vehicle is moving towards a route section of the plurality of predetermined route sections, transmitting a current position of the rail vehicle to a first external computing unit and receiving the position of the reachable route section of the plurality of predetermined route sections from the control unit , transmitted by the first external computing unit.
    [0019] The current position is determined in particular by the control device, for example by means of the location or navigation system. The first external arithmetic unit preferably checks whether route sections of the plurality of predetermined route sections are located on the route and / or in the vicinity of the current position of the rail vehicle. For this purpose, the external computing unit knows in particular the schedule of the rail vehicle. If one or more of these route sections are located on the travel path of the rail vehicle, at least one of these positions is transmitted to the control unit by the first external computing unit in particular as an accessible route section.
    The control device thus in particular only determines the current position of the rail vehicle and transmits this to the first external computing unit, which requires only a low computing effort and consumes little energy or battery power. The comparatively computation-intensive operations in order to find sections of the route that can be reached based on the current position can thus be outsourced to the first external computing unit.
    Preferably, the position of the accessible section of the route is received by the control device via a wireless connection, preferably via the Internet. For example, this wireless connection can be established via WLAN and / or via mobile radio networks. In particular, the control device for checking whether the rail vehicle is moving towards a route section of the plurality of predetermined route sections is connected to the first external computing unit via such a wireless connection.
    This first external computing unit can be, for example, a server on the Internet or a central computer of an operator of the rail vehicle and / or the rail system on which the rail vehicle is moved. In particular, information about the number of predetermined route sections is stored in the first external computing unit.
    Coordinates, for example GPS coordinates, can preferably be received as the position of the section of the route that can be reached. A distance to be covered can preferably also be received from the current position of the rail vehicle to the accessible section of the route as the position of the accessible section of the route. Alternatively or additionally, a travel time can also be received as the position of the accessible section of the route.
    If the position of the accessible section of the route has been transmitted to the control unit by the first external computing unit, the procedure is preferably continued as explained above, i.e. determines the expected arrival time on this section of the route. Analogously to the above description, a wake-up timer is preferably also set if the difference between the current time and the expected arrival time does not fall below the limit value. After the wake-up timer has expired, the estimated time of arrival of the rail vehicle on this section of the route is determined again .
    Thus, a possibility is provided to perform the brake plate detection in an energy-saving manner and with little computing effort for the control device. The control device does not have to be actively operated, but can be kept in sleep or rest mode most of the time. In particular, the control unit is actively operated only for checking or searching for predetermined route sections in the vicinity and for recording and preprocessing the measured values. In particular, the control unit can be kept in the rest or sleep mode for the remaining time. The control device is thus only actively operated at rare times and does not perform any computation-intensive operations at these times. A battery or a rechargeable battery of the control device is thus hardly loaded and the life of the battery can be extended considerably.
    [0026] The preprocessed, provided measurement values are advantageously transmitted to a second external computing unit and the brake plate recognition is carried out by the second external computing unit on the basis of the preprocessed measurement values. This connection is preferably established wirelessly, in particular via the Internet, for example via WLAN and / or via mobile radio networks. This second computing unit can in particular be identical to the first computing unit. However, the first and the second computing unit can also be designed as different computing units independently of one another. For example, the second computing unit can be designed as a server on the Internet or as a central computer of the manufacturer of the rail vehicle or a maintenance company.
    The preprocessed measured values can in particular be transmitted to the second external computing unit immediately after the preprocessing. After the preprocessing, a predetermined time interval can also initially be waited until the preprocessed measured values are transmitted to the second external computing unit.
    In the simplest, most energy-saving case, the control unit only determines the current position of the rail vehicle and transmits it to the first external computing unit, receives the position of an accessible section of the route, determines the expected time of arrival, and one or more times a wake-up. The timer is set and switched to a sleep mode, the measured values are recorded, stored in the memory area in the course of preprocessing, and transmitted to the second external computing unit. In addition to these operations, the control unit can in particular always be kept in sleep mode. In this case, the measured values can be evaluated, in particular, by the second external computing unit, and the brake plate recognition can be carried out on the basis of these evaluated measured values. Alternatively, the brake plate detection can also be carried out in the control unit itself. If necessary, the measured values can also be evaluated in the control unit itself.
    In the course of the brake plate detection, a threshold value comparison of the evaluated measured values is carried out in particular. In particular, the current evaluated measured values are compared with earlier evaluated measured values of the respective rail vehicle, in particular with earlier evaluated measured values that were recorded on the same route section as the current measured values. If these current and earlier measured values differ by at least one predefined threshold value, a conclusion can be drawn about a brake plate. If a brake plate is recognized, the corresponding wheel can be repaired or replaced.
    Preferably, the check whether the rail vehicle is moving towards a section of the plurality of predetermined sections is carried out at predetermined time intervals, for example after one hour or after five, eight, ten or twelve hours. In particular, the control device is activated by a wake-up timer at the specified time intervals.
    If the control device establishes the connection to the first external computing unit for checking whether the rail vehicle is moving towards a route section of the plurality of predetermined route sections, in particular the connection to the second external computing unit can also be established and the last preprocessed measured values can be sent to the second external processing unit are transmitted. This is particularly useful if the first and the second external computing unit are identical. In this case, after the acquisition and preprocessing of the measured values, a connection to the corresponding external arithmetic unit does not have to be set up in order to transmit the preprocessed measured values, but it can be waited until a connection to the external arithmetic unit is re-established anyway in order to to look for predetermined sections of the route nearby.
    [0032] Values for an acceleration and / or vibration are preferably recorded as measured values for the brake plate recognition, in particular by means of suitable acceleration sensors or vibration sensors. Vibrations can be detected by means of movement, force or torque measurements, with possible measured variables being the deflection (vibration path), the vibration speed and / or the vibration acceleration. The measured values are used in particular to determine the vibration or vibrations of the rail vehicle, for example in the course of preprocessing the measured values and / or in the course of brake plate detection.
    On the basis of these shocks or vibrations of the rail vehicle, in particular a brake plate can be inferred. The vibrations determined from the measured values are evaluated in particular in order to differentiate vibrations which are generated by a brake plate from vibrations which are generated by other influences and factors, for example by crossing a switch, by bad tracks or by sudden braking. For example, algebraic or numerical analysis methods such as Fourier analyzes can be used for this purpose. In particular, a large number of measured values that have been recorded over a longer period of time are evaluated. If the vibration or a corresponding vibration amplitude changes in certain frequency ranges and over a predetermined period of time, this indicates a brake plate.
    [0034] In the course of the preprocessing, structure-borne noise or airborne noise is determined from the values for the acceleration and integrated in particular over time. Alternatively or additionally, a frequency spectrum is determined in the course of the preprocessing, for example by means of a Fourier analysis. In particular, the value of an integral is determined over the frequency spectrum over a predetermined frequency interval. The mean value of this frequency interval is given in particular by the speed of the rail vehicle divided by the circumference of the wheel of the rail vehicle. Alternatively or additionally, the determination of the sound and / or the determination of the frequency spectrum can also be carried out in the course of the brake plate recognition in the second external computing unit.
    A brake plates produces characteristic vibrations (similar to hammer blows against the wheel), which spread in particular as structure-borne noise through the rail vehicle and further in particular as airborne sound through the air around the rail vehicle up to the sensors. Measured values for this airborne sound can be recorded in particular by means of a microphone, measured values for structure-borne noise, for example by examining the vibrating surfaces using a piezo sensor or the like. Relevant frequency components can be filtered out from these measured values and the intensity of these frequency components can be summed up.
    [0036] The plurality of predetermined route sections is advantageously selected by evaluating measured values of different rail vehicles that were recorded on different route sections. In particular, in the course of a selection phase, a large number of measured values from different rail vehicles can be recorded during regular journeys across the entire rail system. These measured values are evaluated statistically in particular and individual route sections are selected on the basis of this evaluation according to predetermined criteria.
    In particular, in the course of these evaluations, vibrations or vibration amplitudes of the respective rail vehicles are determined on different sections of the route. Furthermore, mean values and standard deviations of these vibrations or vibration amplitudes of the respective rail vehicles are determined on the different route sections. In particular if the mean value and the associated standard deviation each fall below a predetermined threshold value, the corresponding route section is selected. If, on the other hand, the mean value and / or the associated standard deviation exceed a predetermined threshold value, the corresponding route section is in particular not selected.
    For example, this large number of measured values from different rail vehicles can be transmitted to the control unit and the selection of the large number of predetermined route sections can be carried out by the control unit. For example, this can be done in the course of a calibration or commissioning of the control unit. Alternatively, the evaluation of the large number of measured values and the selection of the predetermined route sections can also be carried out by the first external computing unit.
    [0039] A control device of a rail vehicle according to the invention is, in particular in terms of programming, set up to carry out a method according to the invention. The control device is preferably battery-operated and preferably has a battery for energy supply. Due to the energy-saving operation of the control device, the battery of the control device is hardly loaded and its life can be extended considerably.
    According to an advantageous embodiment, a battery-operated control device for providing data for brake plate recognition is proposed, which preferably has a location and / or navigation system for determining a current position, a sensor for recording measured values for brake plate recognition and / or a connection for wireless connection of the control unit with an external computing unit.
    The implementation of the method in the form of software is also advantageous, since this causes particularly low costs, in particular if an executing control device is still used for further tasks and is therefore present anyway. Suitable data carriers for the provision of the computer program are magnetic, electrical and optical data carriers, in particular hard disks, flash memories, EEPROMs, DVDs etc. It is also possible to download a program via computer networks (internet, intranet, etc.).
    Further advantages and refinements of the invention result from the description and the accompanying drawing.
    The invention is illustrated schematically in the drawing using exemplary embodiments and is described below with reference to the drawing.
    Brief description of the drawings
    [0044]<tb> <SEP> Figure 1 shows schematically a train from rail vehicles with a preferred embodiment of a control device according to the invention.<tb> <SEP> Figure 2 shows schematically a preferred embodiment of the method according to the invention as a block diagram.
    Embodiment (s) of the invention
    In Figure 1, a train from rail vehicles 110 and 120 is shown schematically and designated 100. In this example, train 100 has a locomotive 110 and a wagon 120. Of course, train 100 can also have other rail vehicles, for example further wagons analogous to wagon 120.
    The train is moved over a rail 101. A pantograph 112 of the locomotive 110 is connected to an overhead line 102 for energy supply. The locomotive 110 and the wagon 120 have wheels 111 and 121, respectively.
    In order to recognize a brake plate of the wheels 121 of the wagon 120, the wagon 120 has a preferred embodiment of a control device 130 according to one aspect of the invention. It goes without saying that the locomotive 110 as well as every further wagon of the train can have such a control device.
    The control device 130 has a battery 131, a location system 132, for example a GPS system, and an acceleration sensor 133. The control device 130 can be connected to an external computing unit 140, for example to a server on the Internet, via a wireless connection 134, preferably via the Internet.
    The control device 130 is, in particular, set up in terms of program technology to carry out a preferred embodiment of a method according to the invention, which is shown schematically in FIG. 2 as a block diagram.
    [0050] In step 201, the control device 130 is woken up from a sleep mode, in particular by a wake-up timer. In step 202, the control device 130 checks whether the wagon 120 is moving, in particular by means of the GPS system 132. If the wagon is not moving, the control device 130 sets a wake-up timer according to step 202a, for example to eight hours, and goes back to sleep mode. After the wake-up timer has expired, that is to say after eight hours, control unit 130 is woken up and begins again at step 201.
    However, if it is recognized in step 202 that the wagon 120 is moving, the control device determines the current position of the wagon 120 by means of the GPS system 132 in step 203. In step 204, the control device 130 connects to the via the internet 134 Server 140 and transmits the current position of the wagon 120 to the server 140. In step 205, the server 140 determines from a plurality of predetermined route sections those predetermined route sections which lie within a certain radius around the position of the wagon 120, for example within 500 km. The positions of this multiplicity of predetermined route sections are in each case stored in particular in the server 140.
    The server 140 checks in step 206 whether the wagon 120 is moving towards one of these route sections within a radius of 500 km around the wagon 120, that is to say whether there are one or more route sections on the route of the wagon 120. In particular, a schedule of the train 100 can be stored in the server 140 for this purpose. If it is recognized by the server 140 that the train 100 is moving according to its schedule from its current position to one or more of the predetermined route sections, its position is transmitted from the server 140 to the control device 130 as the position of reachable route sections.
    [0053] If it is determined in step 206 that the wagon is not moving towards any of the route sections within the area or if it is determined in step 205 that none of the predetermined route sections are within the area around the wagon 120, the control device 130 According to step 206a, a wake-up timer, for example for eight hours, switches back to the sleep mode and carries out step 201 again after the wake-up timer has expired.
    If, on the other hand, the wagon is moving towards a route section, the control device 130 determines in step 207 an expected arrival time at this route section that can be reached. In step 208, control unit 130 checks whether a time interval between the current point in time and the expected time of arrival falls below a threshold value, for example one minute. If this is not the case, the control device 130 sets a wake-up timer according to step 208a, which the control device 130 after a certain time, e.g. wakes up from sleep mode halfway through the time interval between the current time and the arrival time, and then changes to sleep mode. After the wake-up timer has elapsed, the control device 130 awakes from the idle mode and again determines the expected arrival time at the predetermined route section in accordance with step 207.
    As soon as the time interval between the current point in time and the expected arrival time falls below the threshold value, no wake-up timer is set. Control unit 130 remains active. As soon as the wagon 120 reaches the predetermined route section, the control device 130 acquires measured values for an acceleration of the wagon 120 by means of the acceleration sensor 133 in accordance with step 209.
    After the wagon 120 has traveled through the predetermined route section, the acquired measured values are preprocessed by the control device 130 in step 210. For example, a Fourier analysis of the measured values recorded can be carried out and thus a frequency spectrum can be determined. In particular, the value of an integral is determined over this frequency spectrum in a predetermined frequency interval. In particular, the measured values, the frequency spectrum, the value of this integral and the position of the associated predetermined route section can be stored in a memory area of the control device 130. This stored data is made available for brake plate recognition.
    In step 211, the control device 130 connects again to the server 140 via the Internet and transmits the stored data to the server 140. The server 140 carries out the brake plate recognition in step 212 based on this transmitted data. In particular, the server compares this data with previous data, which were transmitted from the control unit 130 to the server 140 in the course of previous measurements. If the currently evaluated measured values for the acceleration differ from previously evaluated measured values by a predetermined threshold value, one of the wheels 121 of the wagon 120 can be inferred from a brake plate.
    After the control device 130 has transmitted the stored data to the server 140, the control device 130 sets a wake-up timer in step 213, for example to eight hours, and changes back to the sleep mode. After the wake-up timer has expired, control unit 130 begins again at step 201.
    Alternatively, the data stored in the memory area of the control device 130 can also be transmitted to the server 140 at a later point in time. For example, after the corresponding data have been stored in the memory area and made available for the brake plate recognition, the control device 130 can set the wake-up timer according to step 213 and put itself into sleep mode. As soon as the control device 130 is activated after the wake-up timer has expired and the current position of the wagon 120 is transmitted to the server 140 in accordance with step 204, the data stored in the memory area can also be transmitted to the server 140.
    权利要求:
    Claims (13)
    [1]
    1. Computer-aided method for providing data for brake plate recognition of a rail vehicle (120),- wherein it is checked (206) whether the rail vehicle (120) is moving on a route section of a plurality of predetermined route sections,- When it is detected that the rail vehicle (120) is moving on a route section of the plurality of predetermined route sections, measurement values for the brake plate recognition are recorded (209),- And wherein the recorded measured values are preprocessed and made available for brake plate recognition (210).
    [2]
    2. The method of claim 1, wherein if it is determined that the rail vehicle (120) is not moving on any route section of the plurality of predetermined route sections and if it is known that the rail vehicle is moving toward a route section of the plurality of route sections, an anticipated one Arrival time of the rail vehicle (120) on this route section is determined (207).
    [3]
    3. The method according to claim 2, wherein if a difference between a current point in time and the determined expected arrival time does not fall below a threshold value, a wake-up timer is set, and wherein after the wake-up timer has expired the expected arrival time of the rail vehicle again (120) is determined on this route section (207).
    [4]
    4. The method of claim 3, wherein the estimated time of arrival is determined (207) and the wake-up timer is set (208a) until the difference between the current time and the estimated time of arrival falls below the threshold value.
    [5]
    5. The method of claim 3 or 4, wherein after setting (208a) of the wake-up timer is switched to a sleep mode.
    [6]
    6. The method according to any one of the preceding claims, wherein if it is detected that the rail vehicle (120) is not moving on any route section of the plurality of predetermined route sections, and if it is not known that the rail vehicle is moving towards a route section of the plurality of route sections , it is checked whether the rail vehicle is moving towards a route section of the plurality of predetermined route sections (206).
    [7]
    7. The method of claim 6, wherein in the course of checking whether the rail vehicle (120) is moving towards a route section of the plurality of predetermined route sections, a position of an accessible route section of the plurality of predetermined route sections is received (206).
    [8]
    8. The method according to claim 7, wherein, in the course of checking whether the rail vehicle (120) is moving towards a route section of the plurality of predetermined route sections, a current position of the rail vehicle (120) is transmitted (204) to a first external computing unit (140) ) and wherein the position of the reachable route section of the plurality of predetermined route sections is received (206), transmitted by the first external computing unit (140).
    [9]
    9. The method according to claim 7 or 8, wherein a distance to be covered from the current position of the rail vehicle (120) to the accessible section, a travel time of the rail vehicle (120) from the current position of the rail vehicle (120) to the accessible section and / or Coordinates of the reachable route section are received as the position of the reachable route section of the plurality of predetermined route sections (206).
    [10]
    10. The method according to any one of claims 7 to 9, wherein the position of the accessible section of the plurality of predetermined sections is received via a wireless connection (134), in particular via the Internet.
    [11]
    11. The method according to any one of claims 6 to 10, wherein the check whether the rail vehicle (120) is moving towards a route section of the plurality of predetermined route sections is carried out at predetermined time intervals.
    [12]
    12. The method according to any one of the preceding claims, wherein values for an acceleration and / or vibration are recorded as measured values for the brake plate recognition (209).
    [13]
    13. Control device (130) of a rail vehicle (120), which is set up to carry out a method according to one of the preceding claims, wherein the control device comprises a location and / or navigation system (132) for determining a current position, a sensor (133) for recording measured values for brake plate detection and / or a connection which is set up to wirelessly connect the control unit to an external computing unit.
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    同族专利:
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    申请号 | 申请日 | 专利标题
    DE102015206636.3A|DE102015206636B4|2015-04-14|2015-04-14|Method for providing data for brake disk detection of rail vehicles|
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