EP3778344A2 - Dispositif de détection d'un déraillement de train de roue pouvant être affiché de manière informative - Google Patents

Dispositif de détection d'un déraillement de train de roue pouvant être affiché de manière informative Download PDF

Info

Publication number
EP3778344A2
EP3778344A2 EP20183019.7A EP20183019A EP3778344A2 EP 3778344 A2 EP3778344 A2 EP 3778344A2 EP 20183019 A EP20183019 A EP 20183019A EP 3778344 A2 EP3778344 A2 EP 3778344A2
Authority
EP
European Patent Office
Prior art keywords
derailment
wheelset
designed
detection system
evaluation unit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP20183019.7A
Other languages
German (de)
English (en)
Other versions
EP3778344A3 (fr
Inventor
Günter PETSCHNIG
Martin Joch
Herwig Waltensdorfer
Christoph Adelmann
Luca Hribernig
Christian Krenslehner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Pj Monitoring GmbH
Original Assignee
Pj Monitoring GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Pj Monitoring GmbH filed Critical Pj Monitoring GmbH
Publication of EP3778344A2 publication Critical patent/EP3778344A2/fr
Publication of EP3778344A3 publication Critical patent/EP3778344A3/fr
Pending legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0081—On-board diagnosis or maintenance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F9/00—Rail vehicles characterised by means for preventing derailing, e.g. by use of guide wheels
    • B61F9/005—Rail vehicles characterised by means for preventing derailing, e.g. by use of guide wheels by use of non-mechanical means, e.g. acoustic or electromagnetic devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train

Definitions

  • the invention relates to a system comprising a car for a train set and a device for detecting a wheel set derailment, the car having a vehicle body and at least two bogies or at least two single wheel sets and the device comprising a transceiver for radio communication with a central device of the train set, by means of which the wheelset derailment can be reported to a train driver.
  • Train formations usually comprise a locomotive and several cars that are coupled to the locomotive. Due to the length and number of the individual wagons, the train formation is usually so long that a train driver in the locomotive does not immediately notice a wagon derailing while it is in motion. However, if a wagon derails unnoticed and the journey is continued over a long distance, this not only results in damage to the derailed wagon, but also in particular to damage the tracks. This can not only result in enormous repair costs, but it can also lead to long downtimes of the train service during the repair. Personal injuries can also occur in oncoming traffic with passenger trains or on the platform.
  • each of the derailment detection systems can autonomously detect a derailment of wheels of the respective wagon and report this via radio link to a central device located in the locomotive in order to report this to the driver at the driver's cab. In the event of a derailment warning, the train driver can then comply with the operational guidelines provided.
  • the derailment detection systems that are used for this task according to the state of the art are either too imprecise (mechanical systems such as those from Knorr-Bremse) or too error-prone, as they are located on moving parts of the wagon - i.e. in the bogie or directly on the axle box - have to be attached and are exposed to high stresses and accelerations.
  • the DE 199 53 677 Cl shows, for example, a derailment detection system in which two or even four acceleration sensors on a bogie, ie one per wheel set or one per wheelset bearing housing. The signal supplied by the acceleration sensors is then integrated twice over time so that a path is determined.
  • this derailment detection system is too error-prone, since the sensors have to be attached to moving parts of the car that are in contact with the lane, and the evaluation of the signals is also too complex.
  • twice or four times as many acceleration sensors are required for this method.
  • an acceleration sensor is mounted on the wheelset bearing housing and the vertical acceleration of the wheel is integrated so that a speed value is calculated.
  • the speed curve in a time window is then compared with a limit value in order to detect a wheelset derailment.
  • the U.S. 3,994,459 discloses a derailment detection system in which an acceleration sensor is positioned in the center of the car without any special precautions. Here it is provided that the sensor sends its measurement data directly to the central device, so that the evaluation of a possible wheel set derailment takes place there. In addition, the energy supply of the transmission units of the respective car is not satisfactory, since batteries or piezoelectric crystals are provided here.
  • the JP 2000 006807 A discloses a train set with a plurality of fixedly coupled carriages.
  • the aim of this system is to determine an abnormality, for example a wheel set derailment, of the car.
  • two acceleration sensors are provided on each of the wagons, and all acceleration sensors of the entire train formation are connected to a single, common derailment detection system by means of cables.
  • This solution is possible because the train formation is designed for high-speed locomotives and in train formations of this type the cars are permanently coupled so that cables can also be laid to the common derailment detection system without any problems. Examples of such applications are Shinkansen, TGV and ICE.
  • a wheelset derailment is recognized in that all measured acceleration values are compared with one another, taking into account a time offset, in the common derailment recognition system, which leads to a particularly complex evaluation strategy.
  • the EP 2 436 574 A1 shows a system for detecting a malfunction before a wheelset derailment occurs.
  • the wheelset derailment itself should not be recognized.
  • an acceleration sensor is arranged on the vehicle body above a bogie.
  • the system of this document uses a complex computation method in which amplitudes are calculated from the measured values, whereupon the amplitudes are subjected to a threshold value comparison.
  • the WO 2019/065434 A1 Fig. 4 shows a vibration damping device for a rail vehicle with a vibration control device. Acceleration sensors are used for vibration damping and the vibration control device controls the vibration damping device directly, so that the device does not output a warning signal.
  • a system comprising a wagon for a train formation and a device for detecting a wheel set derailment, the car having a vehicle body and at least two bogies or two single wheel sets and the device comprising a transceiver for radio communication with a central device of the train formation by means of which the wheelset derailment can be displayed informatively to a train driver, the device comprising at least two vertical acceleration sensors per car, one of which is attached to the vehicle body above one of the bogies or one of the individual wheel sets and another on the vehicle body above another of the bogies or one other of the individual wheel sets is attached, the vertical acceleration sensors being designed to measure acceleration measured values resulting from the vibration behavior of the car and to send them to a derailment detection system, which is used for this purpose is designed to recognize a derailment of the wheelset based on the acceleration measured values and to report the detected wheelset derailment to an evaluation unit, which is designed to send information about the wheelset derailment to the central unit by means of the
  • the invention is based on the knowledge that complex evaluations by means of integration or double integration can be dispensed with in that at least two vertical acceleration sensors are provided, each of which is provided on the vehicle body via different bogies or different individual wheel sets.
  • the solution according to the invention with two vertical acceleration sensors on the vehicle body above different bogies or individual wheel sets eliminates the need for the vertical acceleration sensors to be attached to moving elements such as the bogie, bogie frame, wheel set bearing housing or the wheels.
  • the cabling of the sensors with the derailment detection system can thus be carried out more easily.
  • significantly fewer sensors are required and these are exposed to lower stresses and accelerations, which means that more cost-effective designs can be used.
  • a separate device for detecting a wheel set derailment including the derailment detection system, can be used for each car, the devices communicating wirelessly with the central device independently of the measurement results on other cars. The wagons can thus be exchanged as required, without the need for complex rewiring of the train set.
  • a separate threshold value can also be stored in each device, which threshold value can be independent of threshold values of other cars, the route and the speed.
  • the derailment detection system is preferably designed to detect the wheelset derailment if the acceleration measured values obtained from the vertical acceleration sensors exceed an acceleration limit value. This enables the derailment detection system to evaluate the measured acceleration values in a particularly simple manner.
  • the derailment detection system is designed to determine an effective value over a sliding time window from the measured acceleration values obtained from the vertical acceleration sensors and to detect the wheelset derailment if the effective value is exceeded over an effective acceleration limit value. With this evaluation, a precise detection of wheel set derailments can be carried out, whereby integration or double integration of the acceleration measured values can still be dispensed with.
  • the derailment detection system is designed to start determining an effective value over a sliding time window if the measured acceleration values obtained from the vertical acceleration sensors exceed an acceleration limit value and to detect the wheelset derailment if the effective value is exceeded over an effective acceleration limit value.
  • the system includes at least one further derailment detection system, which is designed to detect a wheelset derailment by means of at least one additional sensor and to report the detected wheelset derailment to the evaluation unit, the evaluation unit being designed to only evaluate the messages positively of the derailment detection system and the at least one further derailment detection system to send information to the central device.
  • the reliability of the detection of a derailment thus increases.
  • the further derailment detection system can be designed as in the prior art or also like the derailment detection system according to the invention. By duplicating or duplicating the derailment detection systems, redundancy can be introduced in order, for example, to be able to continue to detect wheel set derailments if one or more of the sensors are inoperable.
  • the evaluation unit can also take into account measured values from sensors other than acceleration sensors.
  • the system can include at least one additional sensor connected to the evaluation unit, preferably for monitoring a wheelset bearing temperature, a center of gravity of a load, driving stability or unintentional braking, the evaluation unit being designed to only react after a positive evaluation of the messages from the derailment detection system and the to send at least one further sensor information to the central device.
  • the device comprises a generator for ongoing energy supply while the car is in motion and preferably a battery fed by the generator for energy supply while the car is stationary.
  • the generator has the particular advantage that the energy supply does not only have to take place on the basis of a battery that is manually charged or replaced would have to.
  • the use of piezoelectric crystals can also be dispensed with.
  • the said generator is also designed to supply the further derailment detection system with energy, so that no separate generator has to be provided for the further derailment detection system.
  • the invention provides for the communication between the evaluation unit and the central device to be carried out in encrypted form. Because of the high level of communication security that can be achieved, a challenge-response method is preferably used to authenticate the evaluation units of the car and the central device itself, as is the case, for example, in FIG AT 519 966 is described.
  • the train number is sent in advance to a data server of a railway transport company (EVU) and this replies with a corresponding wagon list, which forms the basis for establishing communication and authentication of the wagons with the key server.
  • EEU railway transport company
  • the entire communication between the central device and the car is encrypted according to the car list and processed via a local radio network (e.g. LoRa radio system, Long Range).
  • the wagons in the train set or their evaluation units report their readiness as well as their identification and position in encrypted form and the system checks the wagon sequence based on the track-precise position data. Other wagons within radio range do not report back because they are not in the train set as planned.
  • the transceiver is designed to receive information from an evaluation unit of another car and to send it to the central device.
  • the transceiver can therefore be used as a relay in the train set to forward messages from the rear car to the central unit. It is particularly preferred here if each of the cars has a transceiver designed in such a way that each transceiver forms a link in a chain for the radio link from the transceiver of the last car to the central device.
  • Figure 1 shows a car 1, which together with other cars 2, 3 and a locomotive 4 ( Figure 3 ) forms a train set 5.
  • the car 1 is equipped with a device 6 for detecting a wheel set derailment.
  • the other cars 2, 3 of the train set 5 can also be equipped with a similar device 6 or a different device for detecting a wheel set derailment according to the prior art.
  • the carriage 1 comprises a vehicle body 7 and at least two bogies 8.
  • the bogies 8 in turn each have a bogie frame 9 and two wheel sets 10a, each with two wheels 10b, for example.
  • the carriage 1 can also have more than two or differently constructed bogies 8.
  • Figure 2 shows a carriage 1 which has two individual wheel sets 10a without a bogie 8.
  • the same embodiments and advantages as disclosed in the following for the embodiment of a car 1 with bogies 8 can also be used for cars 1 with individual wheel sets 10a without bogies 8.
  • the device 6 comprises at least two vertical acceleration sensors 11, a derailment detection system 12, an evaluation unit 13 and a transceiver 14.
  • the vertical acceleration sensors 11 are arranged on the vehicle body 7 of the car 1 that one on the vehicle body 7 essentially above one of the bogies 8 and another on the Vehicle body 7 is mounted essentially above another of the bogies 8. If there are more than two bogies 8, a separate vertical acceleration sensor 11 can be provided for each bogie 8 or none for at least one of the bogies 8, although at least two vertical acceleration sensors 11 are provided overall. As in Fig. 1 for the right one As shown in the vertical acceleration sensor 11, it does not have to be arranged centrally above the bogie 8. If the wagon 1 has single wheel sets 10a instead of bogies 8, the vertical acceleration sensors 11 are mounted essentially above the single wheel sets 10a.
  • the vertical acceleration sensors 11 can be designed as known in the prior art, for example as piezoelectric sensors, MEMS sensors (Micro-Electro-Mechanical System) or induction sensors.
  • the vertical acceleration sensors 11 are connected to the derailment detection system 12, for example by means of a cable, which is preferably also attached to the car body 7.
  • the derailment detection system 12 evaluates the non-integrated acceleration measurement values supplied by the vertical acceleration sensors without further integration to determine whether a wheelset derailment is present, and sends a trigger signal to the evaluation unit 13 if this is the case. Due to the fact that a vertical acceleration sensor 11 is arranged at least above two bogies 8, the derailment detection system 12 can determine with increased accuracy whether and where a wheelset derailment is present.
  • the derailment detection system 12 can detect a wheelset derailment in the presence of one or more conditions. In a first embodiment, if the acceleration measurement values obtained from the vertical acceleration sensors 11 are exceeded above an acceleration limit value, the wheelset derailment is detected. This offers the simplest possibility for detecting the wheelset derailment, because there only has to be a single limit value in the derailment detection system 12, which can be imported into the derailment detection system 12 via an interface, for example. This can take place, for example, via a dedicated hardware interface of the derailment detection system 12 or via the transceiver 14.
  • the limit value comparison can be carried out separately for each of the vertical acceleration sensors 11 and a wheel set derailment can be detected if the acceleration limit value is exceeded by an acceleration measurement value of one of the vertical acceleration sensors 11.
  • a mean value of the measured acceleration values must exceed the acceleration limit value so that a wheelset derailment is detected.
  • derailment detection system 12 uses the acceleration measured values obtained from vertical acceleration sensors 11 to determine an effective value (RMS value, "root mean square") over a sliding time window in order to detect the wheelset derailment if the effective value is exceeded above an effective acceleration limit value.
  • RMS value "root mean square”
  • the length of the time window can be predetermined and changed if necessary.
  • the derailment detection system 12 can carry out the limit value comparison for each of the vertical acceleration sensors 11 separately or carry out a mixed calculation.
  • the mentioned first and second embodiments can also be carried out simultaneously, with the derailment detection system 12, for example, reporting a wheelset derailment to the evaluation unit 13 when one of the limit value comparisons or also when both limit value comparisons indicate a wheelset derailment.
  • a mixed form of the first and second embodiment can also be carried out.
  • the derailment detection system 12 can start determining an effective value over a sliding time window if the acceleration measured values received from the vertical acceleration sensors 11 are exceeded above an acceleration limit value and recognize the wheelset derailment if the effective value is exceeded over an effective acceleration limit value. The calculation of the rms value is therefore only started when a single acceleration limit value has been exceeded.
  • the derailment detection system 12 can recognize the wheelset derailment on the basis of the vibration behavior of the wagon and the resulting acceleration values.
  • the vibration behavior of the vehicle can be analyzed based on the standard EN 14363, but the limit values of the maximum vertical acceleration or the effective value for the derailment detection system 12 are preferably set higher than is required in the standard for vehicle approval.
  • the evaluation unit 13 decides whether, on the basis of the trigger signal received from the derailment detection system 12, information, e.g. a predetermined status value in the event of a wheelset derailment, is sent to a central device 15a located in the traction vehicle 4 ( Figure 3 ) is to be sent, for example by means of a transceiver 15b.
  • the central device 15a is designed in such a way that it informs a train driver about the wheel set derailment Can bring display, for example by means of a warning display.
  • the device 6 or the central device 15a thus does not intervene independently in the driving operation, but supports a train driver by outputting information and is therefore not safety-relevant and can therefore be implemented cost-effectively.
  • the central device 15a can also be taken from the traction vehicle 4, for example for brake tests, and used outside the traction vehicle 4, since it does not have to be connected to the devices 6 by means of cables for operation, but is wirelessly connected to them.
  • the evaluation unit 13 can act as a pass-through interface between the transceiver 14 and derailment detection system 12 without additional decision-making authority, since it will usually report a wheelset derailment reported by the derailment detection system 12 to the central device 15a.
  • the car 1 has such an evaluation unit 13 to which only one derailment detection system 12 is connected.
  • the wagon 16 shown additionally has a further derailment detection system 17 which is designed to detect a wheelset derailment by means of at least one further sensor 18 and to report the detected wheelset derailment to the evaluation unit 13.
  • the further sensors 18 can, for example, each be attached in the vicinity of a bogie 8 on which one of the vertical acceleration sensors 11 is already present, in order to generate a redundant system.
  • the further derailment detection system 17 can be designed like that described above with two or more vertical acceleration sensors 11 or according to the prior art.
  • the further derailment detection system 17 can also be based on a different principle, for example on the determination of the wheel contact force (PJM patent application EO 2018/176072 A1 ), which does not use acceleration sensors.
  • the evaluation unit 13 makes a decision as to whether or not information should be sent to the central device 15a.
  • the evaluation can, for example, be dependent on a weighting or number of the different derailment detection systems 12, 17. For example, the evaluation could deliver a negative result if only one of several derailment detection systems 12, 17 reports a wheelset derailment.
  • further sensors 19 can be connected to the evaluation unit 14.
  • the further sensors 19 can be used, for example, to monitor a wheel set bearing temperature, a center of gravity of a load, driving stability or unintentional braking.
  • the measurement data are consequently included by the evaluation unit 13 in the evaluation as to whether corresponding information should be sent to the central device 15a. If, for example, the derailment detection system 12 reports a wheelset derailment, but all other sensors deliver measured values that are within the respective limit values, the evaluation unit 13 could conclude that there is an error message from the derailment detection system 13 and send no information to the central device 15a.
  • the transceiver 14 is designed for radio communication with the central device 15a, i.e. the transceiver has appropriate components to send information wirelessly to the central device 15a, for example by means of WLAN, DSRC, GSM, LoRa or another standard.
  • a so-called challenge-response method can be provided to authenticate the evaluation unit 13 and the central device 15a, as will be explained in detail below.
  • Each railway transport company has its own data server and uniquely assigned central devices 15a. If a railway transport company receives the order to bring certain freight wagons from one place to another, this is organized using train numbers and wagon lists assigned to the train numbers, with the wagons 1, 2, 3 of the train and their order in the wagon lists is.
  • a key server independently carries out a so-called challenge-response authentication of the cars 1, 2, 3 and the central device 15a with the central device 15a.
  • the central device 15a sends the train number of the train assigned to it to the data server of the railway transport company and this returns the wagon list with the wagon numbers of the train and their sequence in the train set.
  • This car list is transferred from the central device 15a to the key server, which replies with challenge information.
  • the central device 15a now calls the evaluation units of the cars 1, 2, 3 from the car list via the local radio network.
  • the cars 1, 2, 3 addressed by the central device 15a, ie theirs Evaluation units 13 respond with a response message which contains the signed challenge (response).
  • responses from the cars are signed by the central device 15a and transmitted to the key server for verification.
  • the key server checks the received information for its validity and sends a key packet containing the radio keys of the correctly authenticated car, whereby the further securely encrypted communication in the local radio network between the central device 15a and the evaluation units of the car 1, 2, 3 can be handled.
  • the car list and the associated key package can also be downloaded to the central device 15a in advance. In this case, the challenge-response authentication is not fulfilled, but sufficiently secure communication is still achieved in the local radio network.
  • the transceiver 14 of the car 1 can also perform the function of a relay by receiving messages from a transceiver 14 of another car 2, 3, which does not necessarily include reading or decrypting the message, and forwards the message to the central device 15a, optionally by means of a further transceiver 14 acting as a relay.
  • Each car 1, 2, 3 of the train set preferably has such a transceiver 14.
  • the device 6 comprises a generator 20 for continuous energy supply while the car 1 is in motion.
  • the generator 20 is, for example, a wheel hub generator and in one of the wheelsets 10 installed.
  • the device can comprise a battery 21, that is to say accumulator or storage battery, for storing energy while the car is stationary.
  • the generator 20 can also supply the mentioned further derailment detection system 17 with energy.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Electromagnetism (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP20183019.7A 2019-08-05 2020-06-30 Dispositif de détection d'un déraillement de train de roue pouvant être affiché de manière informative Pending EP3778344A3 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
ATA50699/2019A AT522867B1 (de) 2019-08-05 2019-08-05 Vorrichtung zur Erkennung einer informativ anzeigbaren Radsatzentgleisung

Publications (2)

Publication Number Publication Date
EP3778344A2 true EP3778344A2 (fr) 2021-02-17
EP3778344A3 EP3778344A3 (fr) 2021-08-11

Family

ID=71401676

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20183019.7A Pending EP3778344A3 (fr) 2019-08-05 2020-06-30 Dispositif de détection d'un déraillement de train de roue pouvant être affiché de manière informative

Country Status (2)

Country Link
EP (1) EP3778344A3 (fr)
AT (1) AT522867B1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115497191A (zh) * 2022-09-15 2022-12-20 厦门物之联智能科技有限公司 一种走行部监测系统脱轨原始数据轮询上报方法和装置
WO2024132415A1 (fr) * 2022-12-22 2024-06-27 Siemens Mobility GmbH Procédé pour empêcher le déraillement d'un véhicule ferroviaire

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3994459A (en) 1974-04-18 1976-11-30 M.L. Engineering (Plymouth) Limited Railway vehicle derailment detection system
JP2000006807A (ja) 1998-06-25 2000-01-11 Hitachi Ltd 鉄道車両及びその走行時の異常検知方法
DE19953677C1 (de) 1999-11-09 2001-06-21 Deutsche Bahn Ag Verfahren und Vorrichtung zur Erkennung einer Entgleisung eines spurgebundenen Fahrzeugs
WO2004101343A1 (fr) 2003-05-15 2004-11-25 Siemens Transportation Systems Gmbh & Co Kg Detection de deraillement par determination de la vitesse de chute
EP2436574A1 (fr) 2010-10-01 2012-04-04 Hitachi, Ltd. Appareil de surveillance de l'état et procédé de surveillance de l'état de wagon de train et wagon de train
AT519966A4 (de) 2017-05-05 2018-12-15 Pj Messtechnik Gmbh Verfahren zur Durchführung einer automatischen Bremsprobe an einem Zug und dazu ausgebildeter Wagen
WO2019065434A1 (fr) 2017-09-27 2019-04-04 日立オートモティブシステムズ株式会社 Dispositif de commande de vibrations pour matériel roulant

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT413372B (de) * 2001-02-28 2006-02-15 Siemens Sgp Verkehrstech Gmbh Verfahren zur allgemeinen entgleisungsdetektion

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3994459A (en) 1974-04-18 1976-11-30 M.L. Engineering (Plymouth) Limited Railway vehicle derailment detection system
JP2000006807A (ja) 1998-06-25 2000-01-11 Hitachi Ltd 鉄道車両及びその走行時の異常検知方法
DE19953677C1 (de) 1999-11-09 2001-06-21 Deutsche Bahn Ag Verfahren und Vorrichtung zur Erkennung einer Entgleisung eines spurgebundenen Fahrzeugs
WO2004101343A1 (fr) 2003-05-15 2004-11-25 Siemens Transportation Systems Gmbh & Co Kg Detection de deraillement par determination de la vitesse de chute
EP2436574A1 (fr) 2010-10-01 2012-04-04 Hitachi, Ltd. Appareil de surveillance de l'état et procédé de surveillance de l'état de wagon de train et wagon de train
AT519966A4 (de) 2017-05-05 2018-12-15 Pj Messtechnik Gmbh Verfahren zur Durchführung einer automatischen Bremsprobe an einem Zug und dazu ausgebildeter Wagen
WO2019065434A1 (fr) 2017-09-27 2019-04-04 日立オートモティブシステムズ株式会社 Dispositif de commande de vibrations pour matériel roulant

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115497191A (zh) * 2022-09-15 2022-12-20 厦门物之联智能科技有限公司 一种走行部监测系统脱轨原始数据轮询上报方法和装置
CN115497191B (zh) * 2022-09-15 2023-11-17 厦门物之联智能科技有限公司 一种走行部监测系统脱轨原始数据轮询上报方法和装置
WO2024132415A1 (fr) * 2022-12-22 2024-06-27 Siemens Mobility GmbH Procédé pour empêcher le déraillement d'un véhicule ferroviaire

Also Published As

Publication number Publication date
EP3778344A3 (fr) 2021-08-11
AT522867A1 (de) 2021-02-15
AT522867B1 (de) 2022-08-15

Similar Documents

Publication Publication Date Title
AT519966B1 (de) Verfahren zur Durchführung einer automatischen Bremsprobe an einem Zug und dazu ausgebildeter Wagen
EP0970870B1 (fr) Dispositif pour la surveillance de véhicules sur rails comprenant une unité motrice et au moins un wagon
EP2188167B1 (fr) Procédé pour faire fonctionner une formation de véhicules, dispositifs de communication, véhicule moteur, véhicule et formation de véhicules
DE102010052667C5 (de) Vorrichtung und Verfahren zur Erfassung von Störungen einer Rollbewegung eines Wagonrades eines Zuges
DE69807932T2 (de) Antikollisionsschutz- und entgleisungssicherungsanlage für eisenbahn
WO2004074067A1 (fr) Automatisme de triage destine a des wagons a marchandises sur rails
DE102007024066A1 (de) Vorrichtung zur Fehlerüberwachung von Fahrwerkskomponenten von Schienenfahrzeugen
DE102013101927A1 (de) Vorrichtung, Zugendekontrollgerät, Schienenstrecke und Verfahren zur Datenübertragung
WO2015180902A1 (fr) Autorisation de circuler pour un véhicule ferroviaire
EP3374246B1 (fr) Procédé et dispositif de détection de déraillement commandée par comparaison
DE19902777A1 (de) Zugvollständigkeits-Überwachungsvorrichtung
WO2014040892A2 (fr) Fonctionnement d'un véhicule ferroviaire au moyen d'un dispositif etcs
EP3527459A1 (fr) Procédé et système de détection de déraillement d'au moins un essieu d'un véhicule ferroviaire
WO2018050479A1 (fr) Surveillance d'un véhicule sur rails dans un système de sécurité etcs
EP3124351A1 (fr) Procédé de post-équipement de parties de réseau ferroviaire existant avec un système de sécurisation de train
EP3036146B1 (fr) Fonctionnement d'un véhicule ferroviaire
EP3778344A2 (fr) Dispositif de détection d'un déraillement de train de roue pouvant être affiché de manière informative
DE102016224622A1 (de) Verfahren und Vorrichtung zur Weichendiagnose unter Last
EP3655307A1 (fr) Dispositifs et procédé pour commander un réseau de véhicules ferroviaires
DE10062602B4 (de) Verfahren und Vorrichtung zum Überwachen des Fahrverhaltens von Schienenfahrzeugen und zur Diagnose von Komponenten von Schienenfahrzeugen
DE102010045568A1 (de) Verfahren zur Entgleisungsdetektion bei einem Wagon
DE10332034A1 (de) Einrichtung zum Bremsen und Überwachen eines Schienenfahrzeugs, insbesondere eines Güterwagens
EP3560792B1 (fr) Procédé de commande d'une installation de sécurité ferroviaire
DE19837554C2 (de) Elektronische Fahrwerk-Überwachungsanlage für Züge
DE10131585A1 (de) Verfahren zur Identifikation von Fahrzeugen

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN PUBLISHED

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

RIC1 Information provided on ipc code assigned before grant

Ipc: B61L 15/00 20060101AFI20210406BHEP

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

RIC1 Information provided on ipc code assigned before grant

Ipc: B61L 15/00 20060101AFI20210707BHEP

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20220202

RBV Designated contracting states (corrected)

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

17Q First examination report despatched

Effective date: 20240903