WO2025210201A1 - Procédé de localisation d'au moins une discontinuité d'un contact roue-voie - Google Patents

Procédé de localisation d'au moins une discontinuité d'un contact roue-voie

Info

Publication number
WO2025210201A1
WO2025210201A1 PCT/EP2025/059206 EP2025059206W WO2025210201A1 WO 2025210201 A1 WO2025210201 A1 WO 2025210201A1 EP 2025059206 W EP2025059206 W EP 2025059206W WO 2025210201 A1 WO2025210201 A1 WO 2025210201A1
Authority
WO
WIPO (PCT)
Prior art keywords
wheel
discontinuity
track
sensor signal
signal
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
PCT/EP2025/059206
Other languages
German (de)
English (en)
Inventor
Hans-Peter Gänser
Sebastian Fichtenbauer
Dino Velic
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.)
Voestalpine Signaling Austria GmbH
Original Assignee
Voestalpine Signaling Austria 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 Voestalpine Signaling Austria GmbH filed Critical Voestalpine Signaling Austria GmbH
Publication of WO2025210201A1 publication Critical patent/WO2025210201A1/fr
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/042—Track changes detection
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/042—Track changes detection
    • B61L23/045—Rail wear
    • 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 trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates

Definitions

  • the invention relates to a method and a device for locating at least one discontinuity of a wheel-track contact along a wheel-track contact trajectory when a wheel of a rail vehicle or train passes over one or more track components of a railway track, in which at least one sensor signal is detected which represents the temporal course of a mechanical-dynamic stress on the track component due to a wheel-track interaction in at least one spatial direction.
  • the state of the art includes various approaches to detecting and quantifying wear.
  • Regular visual inspections by qualified personnel are common practice, with visible signs of wear being assessed and documented.
  • the disadvantages of this approach are the high personnel costs and the limited significance of purely visual assessments of actual wear progress.
  • mobile measuring devices are used to manually record geometric parameters such as elevation, ramp profile, and flatness. Examples include rulers, calipers, measuring wedges, and feeler gauges.
  • the advantage is the detailed recording of relevant parameters; the disadvantages are the continued high personnel and time expenditure, as well as the fact that they can only be viewed occasionally.
  • Another option is special measuring trains equipped with extensive sensor technology. As they pass over the tracks, they record various measurements that can be used to determine the level of wear.
  • the advantage is that longer sections of the route can be recorded in a single crossing, but the disadvantage is the complex and cost-intensive equipment and the only sporadic availability of the measurement data.
  • the document DE 102004014282 A1 discloses a method for the diagnosis and condition monitoring in the overrun area of switches, rigid frogs and crossings.
  • the acceleration generated by the train at the frog is measured using an acceleration sensor installed there.
  • the settlement of a sleeper in the area of the frog caused by the train passing over is determined using a distance measuring device.
  • a data acquisition system processes the signals from the acceleration sensor, the distance measuring device as well as the train speed and direction, stores them and evaluates them with regard to whether limit values are exceeded.
  • the method uses the relationship between increasing accelerations at the frog due to increasing geometric deviations and the progression of wear in order to assess the state of wear and initiate maintenance measures in good time.
  • the present invention is therefore based on the object of creating a stationary monitoring system for the wear of rigid frogs in switches and other track components affected by changes such as wear, which overcomes the disadvantages of the known solutions.
  • the system should be based on sensors that are as robust and simple as possible, which enable reliable information to be provided even with small amounts of data or simple sensor signals during railway operation.
  • the number of sensors required should be reduced to a minimum, ideally to just one sensor for monitoring one or more conditions, e.g. a frog, in order to limit the instrumentation and maintenance effort.
  • the aim should be to provide better quality information about the condition of a track component than has been achieved with previously known, more complex methods.
  • the monitoring system should be efficient and easy to install in order to enable quick and cost-effective installation and to minimize disruption to railway operations during installation.
  • the solution according to the invention is also suitable for detecting newly developing or emerging damage as discontinuities in the recorded sensor signal, including their location.
  • These signal features or signal components which are not directly decisive for wear or other undesirable conditions, are not given any particular importance in known methods or are treated as interfering signal components. According to the invention, however, they serve as reference points for the temporal and/or spatial assignment of one or more detected discontinuities.
  • the invention therefore enables, for example, a determination of the position of a wear-relevant, changing contact point or discontinuity, regardless of the specific sensor placement.
  • the "location" and the "position” or “position determination” of the discontinuity or The local extrema of the sensor signal are not limited to a purely spatial position, but can also relate to a temporal component or a temporal position. Furthermore, it should be emphasized that local extrema for position determination also include those resulting from further processing of the sensor signal, such as integration over time.
  • the recorded sensor signal typically has several prominent local extrema (maxima or minima) which are caused by the wheel passing over certain geometric or .
  • Mechanical features of the switch or the wheel-track contact arise along the contact trajectory. Examples of such features can be rail profile changes, weld seams, insulation joints, reference features built into a component purely for referencing purposes, stiffness changes, attached masses, or similar. If the position of these features along the track component is known, they can be assigned to the corresponding local extrema, namely the first and second local extrema, in the sensor signal.
  • reference points can be arranged on either side of the discontinuity to be determined, viewed in the longitudinal direction of the rail, so that the discontinuity is located between the reference points.
  • other arrangements are also possible, such as both reference points being located in front of the discontinuity in the longitudinal direction of the rail, or both reference points being located behind the discontinuity.
  • the at least one sensor can be designed as an acceleration, strain, deformation or structure-borne sound sensor.
  • the at least one sensor signal is recorded as an acceleration signal or deformation signal which represents the time course of an acceleration, strain or other deformation of the track component caused by the crossing in at least one spatial direction.
  • the acceleration or, for example, strain can also be recorded in two or three mutually perpendicular spatial directions and a multi-axis signal can thus be obtained.
  • the acceleration component is preferably recorded in the vertical direction, i.e. perpendicular to the track plane.
  • the measurement is preferably carried out in the vertical direction perpendicular to the track plane (z-direction) and in the lateral direction transverse to the longitudinal direction of the rail (y-direction).
  • the evaluation of the multi-axis acceleration or, for example, Strain signal enables a detailed analysis of the wheel-rail interaction and a reliable detection of those discontinuities and reference features in the contact pattern that do not predominantly affect one spatial direction. Acceleration components in the z and y directions can be considered both individually and in combination. For example, if local extrema in the z and y signals occur in a characteristic pattern or in a specific position simultaneously or with a defined temporal offset, many more causes for a discontinuity can be determined from the ratio of the z:y extrema or from their temporal offset.
  • the track component is designed as a rail switch or crossing with at least one wing rail, at least one sleeper or solid base and a rigid or movable frog, and the discontinuity of the wheel-track contact is detected by the sensor signal during a wheel transfer between the wing rail and the frog tip.
  • the frog represents a critical section in the wheel-rail system, since here the guidance of the wheel, for example, passes from the wing rail to the frog tip.
  • the initial transition also known as the wheel handover point, is particularly susceptible to impact, wear and damage due to the high dynamic loads and the impact of a second offset contact point.
  • reference points or reference features arranged at a distance from each other are of interest for the assignment of the first and second local extremum of the sensor signal.
  • These reference features are located in the direction of travel on both sides of the wheel transfer point and have distinctive geometric or mechanical features of the switch component with a defined interaction with the wheel and thus produce characteristic sensor signals.
  • Particularly suitable reference features of the The wing rail knee and a change in the cross-section of the frog have proven to be suitable guideway components because they are easily identifiable as first and second extrema and are recorded particularly clearly with the sensor signal.
  • a so-called peak finder is used for the assignment; this peak finder searches for a corresponding pattern in the extrema of the sensor signal using a pattern of reference points that is dependent on the reference features.
  • reference features can also be used, such as weld seams, reference features formed on a component exclusively for the purpose of referencing, changes in stiffness, markers, attached masses, and the like.
  • the monitoring of a wear condition of the track component based on the location of the discontinuity can be carried out, for example, by using a change in the position of the discontinuity over time until the end of its service life.
  • the position of the discontinuity determined by measurement can be compared with the results of a numerical simulation of the track component.
  • a preferred development of the invention provides that the mechanical-dynamic stress on the track component due to the wheel-track contact along the wheel-track contact trajectory is numerically simulated using a digital model of at least one wheel-track component pairing in order to obtain a simulated sensor signal, and that the determination of the position of the discontinuity is carried out using the detected sensor signal and using the simulated sensor signal, and that preferably a change in the position of the discontinuity determined using the detected sensor signal in comparison to the position determined under Using the simulated sensor signal, the position of the discontinuity is used to conclude that the track component is in a state of wear.
  • Comparison with numerical simulation offers the advantage of a model-based reference, enabling an objective and quantitative assessment of the wear condition.
  • a model-based reference By adapting the model to the specific geometry and operating conditions of the monitored track component, a highly meaningful and reliable condition diagnosis can be achieved.
  • the mechanical-dynamic stress on a track component during the passage of a rail vehicle depends on a variety of factors that can vary from wheel to wheel.
  • the sinusoidal running of the wheel axles plays a particularly important role. This refers to the periodic transverse movement of the wheels relative to the rail. Due to the random sinusoidal running or the entry angle, the contact conditions can change in the area of certain discontinuities, but also in the area of some of the reference points used. Reference features change from wheel to wheel and shift to a certain extent, so that the position information for the discontinuity obtained from the sensor signal in these cases must be understood and evaluated as a probability distribution if an actual position is to be determined with particular accuracy. In order to take these influences into account and to make a more reliable statement about the actual wear condition of the track component, the invention provides, in a preferred embodiment, for the location of the discontinuity to be carried out for a plurality of wheels.
  • the invention opens up the possibility of monitoring the condition of the passing wheels as well as the wear condition of the track component.
  • This approach is based on the knowledge that the individual wear condition of a wheel is expressed in characteristic deviations of the position of the discontinuity from a value averaged across all wheels.
  • the mean value is preferably a moving average over a predetermined period of time, for example one month, or a predetermined number of train passages.
  • the wear condition of a wheel does not relate to the generally different diameters of rail vehicle wheels, since this does not have a significant influence on the location of the discontinuity in the method according to the invention.
  • the wear condition of the wheel mainly relates to wear profiles which describe deviations from the original profile, a tapered wheel profile.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)

Abstract

L'invention concerne un procédé de localisation d'au moins une discontinuité d'un contact roue-voie le long d'une trajectoire de contact roue-voie lors du passage d'une roue (11) d'un véhicule ferroviaire ou train sur un ou plusieurs composants de voie (1) d'une voie ferrée, procédé dans lequel est détecté au moins un signal de capteur qui représente le profil temporel d'une charge mécanique-dynamique sur le composant de voie (1) sur la base d'une interaction roue-voie dans au moins une direction spatiale, le signal de capteur détecté comprenant un premier et un deuxième extremum local (A, B) qui sont affectés des caractéristiques de référence connues de la voie ferrée, en particulier du composant de voie (1), lesquelles caractéristiques de référence sont disposées à une distance régionale les unes des autres, et au moins un troisième extremum local (C) du signal de capteur qui se produit à une distance temporelle du premier et du deuxième extremum local (A, B) étant déterminé comme la discontinuité du contact roue-voie, et la position de la discontinuité étant déterminée en fonction de la distance temporelle des extrema locaux (A, B, C) et de préférence sur la base de la distance régionale connue entre les caractéristiques de référence.
PCT/EP2025/059206 2024-04-04 2025-04-04 Procédé de localisation d'au moins une discontinuité d'un contact roue-voie Pending WO2025210201A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP24020104.6A EP4628387A1 (fr) 2024-04-04 2024-04-04 Procédé et dispositif de localisation d'au moins une irrégularité d'un contact de voie de roulement de roue
EP24020104.6 2024-04-04

Publications (1)

Publication Number Publication Date
WO2025210201A1 true WO2025210201A1 (fr) 2025-10-09

Family

ID=90718594

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2025/059206 Pending WO2025210201A1 (fr) 2024-04-04 2025-04-04 Procédé de localisation d'au moins une discontinuité d'un contact roue-voie

Country Status (2)

Country Link
EP (1) EP4628387A1 (fr)
WO (1) WO2025210201A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN121093722B (zh) * 2025-11-13 2026-03-10 西南交通大学 转辙器区三维轮轨接触模型仿真方法及系统

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2745543A1 (fr) * 1996-02-29 1997-09-05 Cogifer Systeme de telesurveillance pour reseau ferroviaire
DE20016674U1 (de) * 2000-09-27 2002-02-14 Hanning & Kahl GmbH & Co., 33813 Oerlinghausen Anordnung zur Messung des Anfahrens einer Herzspitze einer Weiche
DE102004014282A1 (de) 2004-03-22 2005-10-13 Db Netz Ag Diagnose und Zustandsmonitoring im Überlaufbereich von Weichen, starren Herzstücken und Kreuzungen
DE102004017746A1 (de) * 2004-04-06 2005-11-03 Witt Industrie Elektronik Gmbh Verfahren und Vorrichtung zur Erfassung des Zustandes und zur Bearbeitung von Weichen in Gleisanlagen
DE102008008578B3 (de) * 2008-02-11 2009-08-20 Deutsche Bahn Ag Ermittlung der dynamischen Radkraft eines Eisenbahnfahrzeugs auf das Herzstück einer Weiche
EP3458331A1 (fr) 2016-05-17 2019-03-27 Materials Center Leoben Forschung GmbH Procédé et dispositif de surveillance d'au moins un composant de voie posé dans la construction de chemin de fer

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2745543A1 (fr) * 1996-02-29 1997-09-05 Cogifer Systeme de telesurveillance pour reseau ferroviaire
DE20016674U1 (de) * 2000-09-27 2002-02-14 Hanning & Kahl GmbH & Co., 33813 Oerlinghausen Anordnung zur Messung des Anfahrens einer Herzspitze einer Weiche
DE102004014282A1 (de) 2004-03-22 2005-10-13 Db Netz Ag Diagnose und Zustandsmonitoring im Überlaufbereich von Weichen, starren Herzstücken und Kreuzungen
DE102004017746A1 (de) * 2004-04-06 2005-11-03 Witt Industrie Elektronik Gmbh Verfahren und Vorrichtung zur Erfassung des Zustandes und zur Bearbeitung von Weichen in Gleisanlagen
DE102008008578B3 (de) * 2008-02-11 2009-08-20 Deutsche Bahn Ag Ermittlung der dynamischen Radkraft eines Eisenbahnfahrzeugs auf das Herzstück einer Weiche
EP3458331A1 (fr) 2016-05-17 2019-03-27 Materials Center Leoben Forschung GmbH Procédé et dispositif de surveillance d'au moins un composant de voie posé dans la construction de chemin de fer

Also Published As

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