• 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:
    Wheel-rail-wheel derailment detection communication unit for rail vehicles with the aim of detecting derailments by each wheel set sending a clear signal via the rail (2) (1) and a receiver (3) with a control unit (5) evaluating whether signals from all wheel sets sent (1) so that a derailment can be recognized based on an incompleteness.
    公开号:CH716088A2
    申请号:CH00416/20
    申请日:2020-04-06
    公开日:2020-10-15
    发明作者:Nold Michael
    申请人:Nold Michael；
    IPC主号:
    专利说明:

    Subject, environment
    The derailment of individual wheelsets can lead to serious accidents with considerable personal injury and property damage in rail transport. If a derailment is discovered as quickly as possible, it is possible to reduce the consequences of a derailment through a targeted reduction in speed. Particularly in the case of self-driving rail vehicles with level GoA 4, it is absolutely necessary to automatically detect a derailment, since there are no longer any personnel on the rail vehicle and timely emergency brake actuation by the passengers cannot be assumed.
    State of the art
    There are various methods for derailment detection. Some methods are based on the principle that conclusions can be drawn about derailments based on accelerations. There are acceleration sensors either at various points on the vehicle or, in individual cases, on the route. On the vehicle side, there are either analog methods or digital methods with complex evaluations. There are also methods which draw conclusions about derailments based on the clutch status by evaluating the clutch deflection and / or the clutch integrity. With multiple units, derailment detection is also possible by evaluating the speed and vehicle status of individual axles and checking them for plausibility. There is also an inductive derailment detector, which detects a derailment based on an inductively measurable setpoint excess.
    Criticism of the state of the art
    Practice shows that the reliability of the existing systems is not yet sufficient for unaccompanied self-propelled trains with passenger transport. This is because most systems report derailments based on threshold values, which can lead to either no derailment being detected in the event of a derailment or a derailment being detected in the event of no derailment. This invention is therefore intended to propose a completely new approach to solving this problem.
    The documents DE 10 2010 052 667 A1, DE 10 2006 001 221 A1, DE 198 37 554 C2 and EP 3 095 667 A1 do not solve this problem either.
    The object of the invention is therefore to enable derailment detection in that the individual wheels communicate with one another via the electrically conductive wheel-rail contact and draw conclusions about missing wheel sets so that derailments can be determined and reported.
    Patent description
    The wheel-rail-wheel derailment detection communication unit is used to detect derailed wheels of a rail vehicle.For this purpose, there is a transmitter on each wheel set of a rail vehicle or train. There is also a receiver on at least one wheelset of the train. The train also has at least one control unit.The transmitter on each wheelset sends a clear wheelset-specific signal into the rails at short intervals via the wheel-rail contact. This wheelset-specific signal is referred to below as the ID signal. The receiver receives the ID signals transmitted to the rail via the wheel-rail contact. The following two evaluation results are determined based on the ID signals:<tb> <SEP> 1) If no wheelset has derailed, the receiver can receive all ID signals so that the control unit can conclude that no wheelset has derailed.<tb> <SEP> 2) If a wheelset is derailed, the receiver can no longer receive all ID signals because the contact of the single-track wheelset has broken off electrically, so that the control unit can conclude that a wheelset has derailed.
    If a derailment is detected, the control unit communicates this to the vehicle control system. It can also initiate an emergency braking process directly and control the brakes and / or brake communication devices for the brakes.
    [0008] This approach to derailment detection makes sense in particular in the case of trams on fixed lanes or in city traffic. Because when a tram derails on the road, there is only one unusual acceleration. If the groove of the grooved rail is not too deep at this point, the acceleration is relatively small and difficult to distinguish from accelerations that are normal in operation. In addition, after the derailment, a tram runs reasonably quietly on a solid lane of the road, so that acceleration-based derailment detection devices cannot always detect a derailment.
    Furthermore, this invention is particularly advantageous in trams, since trams often have single wheels, so that each individual wheel can have its own ID (and not just each set of wheels), so that derailment by the individual ID signals can be implemented faster and more clearly can. This is due to the fact that in the case of wheelset-specific ID signals, in contrast to individual wheel-specific ID signals, the probability is higher of making accidental electrical contact with the rail in the event of a derailment.
    In addition, trams usually have no track circuits or audio frequency circuits or other track vacancy detection devices or train control systems communicating over the track, so that these existing systems and the system described here do not cause mutual interference. Because track circuits and audio frequency circuits also use the rail and the wheel-rail contact surface as an information transmission channel, whereby in the systems for track vacancy detection the vehicle is only a passive, electrically conductive object.
    The information about which ID signals belong to the rail vehicle or train can be obtained by the control unit either through an information input and / or through a data input and / or through an algorithm which, based on the received signals and plausibility, determines which ID Signals belong to the train.
    To improve the transmission of the ID signals, a receiver can also be integrated into each transmitter so that the ID signals can be transmitted in a better coordinated manner.
    To increase the derailment detection, this application can also be combined with previously known derailment detection systems.
    In order to detect defective transmitters, they can also send their current status to the control unit either by radio or via a wired transmission (e.g. the train bus).
    If this additional device for detecting defective transmitters is based on a line-based transmission, a train integrity can also be detected as described below.<tb> <SEP> 1) If a train is undivided, in addition to the ID signals, the line-bound status signal is transmitted via the rail.<tb> <SEP> 2) If a train is divided, no status signal is transmitted, but the ID signals are received via the track, which show weaker signals with increasing time (spatial distance between the separated train parts), so that conclusions can be drawn : The rear part of the train sends, but has no wired contact for the status signals, so it may be disconnected.
    The drawing 1 describes a possible rail vehicle or a train with the wheel-rail-wheel derailment detection communication unit. For this purpose, a transmitter (1), which sends the wheel set-specific ID signal via the rail (2), is attached to each wheel. The receiving unit (3), which receives the ID signals of the individual wheel sets, is attached to at least one wheel. Optionally, there are further receiving units (4) which are integrated on further wheels. This data is evaluated by the control unit (5). This control unit (5) checks the completeness of all ID signals and initiates the necessary measures if they are incomplete.
    List of reference symbols for drawing 1
    [0017] 1: transmitter (integrated on the wheel for sending the wheelset-specific ID signal) 2: rail 3: receiver (integrated on the wheel for receiving the wheelset-specific ID signals) 4: optional receiver (integrated on the wheel for receiving the wheelset-specific ID Signals) 5: Control unit (for evaluating the signals)
    权利要求:
    Claims (9)
    [1]
    1. The wheel-rail-wheel derailment detection communication unit for rail vehicles is characterized in that it enables derailment detection by having a transmitter on each wheel set of a rail vehicle and / or a train, which is via the wheel, further via the wheel rail -Contact on the rail, sends a clear wheelset-specific ID signal, so that on at least one wheelset, with at least one receiver, all ID signals of the train sent over the rail can be received via the wheel-rail contact, so that the control unit, based on the number of ID signals received by the receiver can determine whether all wheelsets are transmitting via the rail, so that if the ID signals of all wheelsets are received, it can be concluded that the train has not derailed and if at least one ID signal is not received a derailment can be assumed.
    [2]
    2. The wheel-rail-wheel derailment detection communication unit for rail vehicles according to claim 1 is characterized in that the status of whether a derailment is present or not can be communicated via the control unit to the control system of the rail vehicle and / or in the event of a derailment directly through the Control unit an emergency braking process can be initiated.
    [3]
    3. The wheel-rail-wheel derailment detection communication unit for rail vehicles according to claim 1 is characterized in that only some of the wheel sets can be equipped with transmitter units, so that only part of the rail vehicle and / or train is monitored.
    [4]
    4. The wheel-rail-wheel derailment detection communication unit for rail vehicles according to claim 1 is characterized in that the wheelset-specific signals can also be received on several wheelsets and / or there can also be several control units and / or receiver units integrated on the transmitter can be used to ID -To transmit signals time-multiplexed.
    [5]
    5. The wheel-rail-wheel derailment detection communication unit for rail vehicles according to claim 1 to 4 is characterized in that the transmitters of the individual wheel sets are sufficiently electrically isolated / decoupled from the other wheel sets and / or are decoupled with regard to data transmission by frequency domain filters, so that the ID -Signals are transmitted via the rail and not via the vehicle.
    [6]
    6. The wheel-rail-wheel derailment detection communication unit for rail vehicles according to claim 1 to 5 is characterized in that a wheel-specific signal ID can be sent per individual wheel in vehicles with individual wheels.
    [7]
    7. The wheel-rail-wheel derailment detection communication unit for rail vehicles according to claim 1 to 6 is characterized in that defective transmitters can be detected by additionally sending their current status to the control unit / s via radio or wired.
    [8]
    8. The wheel-rail-wheel derailment detection communication unit for rail vehicles according to claim 1 to 7 is characterized in that the derailment detection can also be used in combination with other derailment detection systems.
    [9]
    9. The wheel-rail-wheel derailment detection communication unit for rail vehicles according to claim 1 to 7 is characterized in that with the wired status for detecting defective transmitters in combination with the signal IDs, conclusions can be made about the train integrity, because if signal IDs over the rail can be received and no transmitter status can be received at the same time, it can be assumed that a train separation has occurred and not simply a system failure in the rear car.
    类似技术:
    公开号 | 公开日 | 专利标题
    DE102010052667C5|2015-05-21|Device and method for detecting disturbances of a rolling motion of a wagon wheel of a train
    DE102013219763A1|2014-08-28|Device for detecting rail break in rail vehicle e.g. traction vehicle, has evaluation unit that is attached to rail sections, and adapted to detect rail break using received alternating current signal to evaluate interruption point
    DE19509696C2|2000-04-13|Procedure for mutual contact between trains and facility for carrying out the procedure
    DE102014210190A1|2015-12-03|Driving license for a rail vehicle
    DE102013101927A1|2014-08-28|Device for automatically controlling rolling stock of train e.g. locomotive, has train end monitor attached with rolling stock of train, where device detects whether train end monitor is attached with rolling stock of train
    DE102015119392A1|2017-05-11|Method and device for comparison-controlled derailment detection
    EP1232926A1|2002-08-21|Train safety system
    WO2012140073A1|2012-10-18|Rail vehicle having derailment monitoring
    AT519824B1|2018-11-15|APPENDIX FOR MONITORING THE INTEGRITY OF A TRAIN
    EP3487745A1|2019-05-29|Rail vehicle monitoring in an etcs safety system
    EP3158344B1|2021-08-18|Derailing recognition method and device
    EP3381766B1|2020-07-29|Method for preventing collisions between rail vehicles
    EP2686222B1|2015-10-28|Method and device for setting an electrically locally set switch
    DE102019002555B3|2020-03-19|Wheel-rail-wheel derailment detection communication unit for rail vehicles
    DE102016224545A1|2018-06-14|Method for operating a shunting locomotive
    EP1561663A1|2005-08-10|Train integrity monitoring system and method
    DE10260555A1|2004-07-01|Obstacle warning system for track-guided vehicles
    EP3194243B1|2019-03-27|Method for implementing automatic railway traffic, and railway traffic system for implementing automatic railway traffic
    DE102016217900A1|2018-03-22|Monitoring a rail vehicle
    DE102007019137B4|2009-11-12|Device and method for monitoring a rail-bound vehicle association
    DE10131585A1|2002-06-06|Identifying train vehicles involves reading vehicle-specific information from identification elements, storing for each train to associate information content and vehicle positions in train
    EP3778344A2|2021-02-17|Device for the recognition of the derailing of a wheelset which can be displayed for information purposes
    WO2016074912A1|2016-05-19|Method for implementing automatic railway traffic, and railway traffic system for implementing automatic railway traffic
    DE19832602A1|2000-01-13|Train integrity verification method
    DE102016217913A1|2018-03-22|Monitoring a rail vehicle
    同族专利:
    公开号 | 公开日
    DE102019002555B3|2020-03-19|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE19837554C2|1998-08-19|2002-10-24|Roland Schuhwerk|Electronic chassis monitoring system for trains|
    DE102006001221A1|2006-01-10|2007-07-12|Huck, Andreas, Dr.|Rail vehicle`s wheel profile monitoring method, involves scanning wheel of rail vehicle by multiple distance sensors of linear distance sensor in contact-less manner during driving vehicle, where sensors are arranged along straight line|
    DE102010052667C5|2010-11-26|2015-05-21|Knorr-Bremse Systeme für Schienenfahrzeuge GmbH|Device and method for detecting disturbances of a rolling motion of a wagon wheel of a train|
    AU2016203027B2|2015-05-21|2018-01-25|Ge Global Sourcing Llc|Route examining system|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE102019002555.5A|DE102019002555B3|2019-04-08|2019-04-08|Wheel-rail-wheel derailment detection communication unit for rail vehicles|
    [返回顶部]