EP1213202B2 - Method for representing the state of the track and /or of the mechanical operating characteristics of rail vehicles - Google Patents

Abstract

The method of displaying running conditions of a railway vehicle (21) uses sensors (10) on the individual wagons. The sensors are connected to a display (30) and use the train composition and operating parameters to generate a signal to the display. The senors are connected to a remote radio or optical information transmission (17) to the display to give an actual display of the running conditions.

Description

The present invention relates to a method for imaging the track condition and / or the mechanical performance of rail vehicles according to the preamble of patent claim 1.

In order to be able to detect defects and gradually occurring damage to track installations and / or to rail vehicles, it is stated in DE 198 37 485 A1 A method is proposed according to which signals are used to detect the vibration behavior using sensors distributed on vehicles and transmitted together with an identification number to a vehicle-side evaluation device and evaluated. The evaluation is carried out so that, depending on the distribution of the signals from a predetermined minimum stress, ie temporally successive or heaped on at least one sensor, either a disturbance event on the track system or a disturbance event on the vehicle in question is concluded.

In DE 198 37 486 A1 is complementary to DE 198 37 485 A1 provided that the sensors interact with a mass-spring system installed on the respective vehicle.

In WO 00/60322 a method and a device is disclosed which, on the basis of a two-dimensional detection by means of acceleration sensors, makes it possible to measure deviations of the mechanical operating behavior of the chassis independently of extraneous influences.

Because of the high and still increasing occupancy of railway lines over the whole day, test drives for checking the track condition can at best be carried out in marginal hours. In this case, methods of in DE 198 37 485 A1 or in DE 198 37 486 A1 specified type can be used.

Such test drives also require a personnel and organizational effort.

The present invention is therefore based on the object of specifying a method by means of which, on the one hand, a current checking of the track condition of track sections without special test drives is made possible, and which method also makes it possible to check the mechanical performance of rail vehicles.

This object is achieved by the measures specified in claim 1. Advantageous embodiments of the invention are specified in further claims.

As a result, the features specified in claim 1
Each train, which is provided with a device for carrying out the method according to the invention, becomes a measuring train and supplies to a control center. The handling behavior and thus the current track condition and thereby permits the indication of the mechanical operating behavior of rail vehicles. With the characteristics of the relevant train composition contained in the first information units, comparisons can be made in the resulting profiles for a train composition which travels the same route regularly and with the same speed profile.

1. i) Dadurch, dass die Auswerteeinheit auf einer Zugskomposition angeordnet ist, können die zweiten Informationseinheiten INF_W analysiert und festgestellte kritische Beanspruchungen direkt dem Lokomotivpersonal angezeigt werden.
2. ii) Dadurch, dass ein Kennzeichen der betreffenden Zugskomposition in den ersten Informationseinheiten enthalten ist, erlaubt das Verfahren eine Prüfung von Streckenabschnitten oder Streckenblöcken unabhängig von der jeweiligen Zugskomposition und erlaubt trotzdem Aussagen über die unterschiedlichen Auswirkungen des Streckenzustandes auf die einzelnen Zugskompositionen.
3. iii) Dadurch, dass ein topologisches Abbild der von der Leitstelle geführten Streckenabschnitten verfügbar ist, können bestimmte Ausreisser von ersten Informationseinheiten relativiert oder ausgeblendet werden.
4. iv) Dadurch, dass einem Schienenfahrzeug ein Sensormodul zugeordnet ist und im Haltezustand ebenfalls Signale als Abbild eines Lastzustandes erfasst werden, können die dynamisch erfassten Daten kalibriert werden und erlauben eine lastunabhängige Generierung von ersten Informationseinheiten (Patentanspruch 6). Darüber hinaus können zweite Informationseinheiten INF_W generiert werden.
5. v) Dadurch, dass in der Leitstelle kritische Messwerte dargestellt werden, ist es möglich, vor dem Auftreten einer tatsächlichen Gefahr durch Veranlassung des Geleiseunterhaltes Schäden auszuschliessen und den Geleiseunterhalt zu optimieren.

This may result in the following additional benefits:

1. i) Because the evaluation unit is arranged on a train composition, the second information units INF _W can be analyzed and detected critical stresses can be displayed directly to the locomotive personnel.
2. ii) The fact that an identifier of the relevant train composition is included in the first information units, the method allows an examination of sections or blocks of blocks regardless of the respective train composition and still allows statements about the different effects of the track condition on the individual train compositions.
3. iii) In that a topological image of the route sections guided by the control center is available, certain outliers of first information units can be relativized or hidden.
4. iv) The fact that a sensor is associated with a rail vehicle and signals are also detected in the holding state as an image of a load state, the dynamically acquired data can be calibrated and allow load-independent generation of first information units (claim 6). In addition, second information units INF _W can be generated.
5. v) By presenting critical measurements in the control center, it is possible to exclude damage and optimize track maintenance prior to the occurrence of an actual hazard by initiating the track maintenance.

Figur 1

Anordnung der für das erfindungsgemässe Verfahren einsetzten Sensoren und Komponenten

Figur 2a

Darstellung eines Streckenausschnittes

Figur 2b

Darstellung der Auswertung bezogen auf einen Streckenblock

The invention will be explained in more detail with reference to the drawing, for example. Showing:

FIG. 1

Arrangement of the sensors and components used for the method according to the invention

FIG. 2a

Presentation of a route section

FIG. 2b

Presentation of the evaluation in relation to a block of tracks

FIG. 1 shows a passenger train composition 20 with a traction unit 23, two intermediate cars 22.1, 22.2 and a control car 21. The carriage 22.1 has a bogie associated sensor module 11, while the control car 21 each bogie sensor module 11 is associated with at least one sensor 10. The cars of the train composition 20 are mechanically connected to a traction coupling 24 and electrically connected to a train bus 12. A sensor 10 is only with respect to the carriage 22.1 in Fig. 1 illustrated, it is provided in an advantageous development of the invention to provide per wheel or per bogie several sensors 10, for example, left / right and or to detect stresses in the directions of a two- or three-dimensional coordinate system, x-, y- and possibly z -Direction. The sensor modules 11 assigned to the carriages are connected via the train bus 12 to an evaluation unit 13 on the traction vehicle 23. The assignment of the evaluation unit 13 to a traction unit 23 is not mandatory, an assignment to the control car 21 or an intermediate car 22 is also possible.

Strains occurring on a wheel 26 or on a bogie 27 can be detected by the sensors 10 as, for example, vibration on a piezoelectric path or as strain by means of strain gauges as an electrical signal. For this purpose, a sensor module 11 is provided per wheel 26 or bogie 27 in which, on the one hand, an activation of the sensors 10 takes place, for example with a carrier signal, and on the other hand the detected signals are subjected to a first analysis. In particular, it can be provided that, in the holding state, signals are also acquired from the sensors 10, which are designed in particular as strain gauges, from which signals a load state of the relevant vehicle emerges. These signals are buffered in the sensor module 11 and are used as a reference value in the analysis of the dynamic signals detected while driving in order to obtain a calibration or compensation of the dynamic signals. From the signals thus detected, an information unit INF _W (the index W stands for "wagon") is generated by the sensor module, which has, for example, a structure as shown in Table 1. In addition to the above-mentioned signals relating to the mechanical stress, further sensors can be provided, in particular a sensor 10 for detecting the wheel bearing temperature, this is indicated in Table 1 with the information field TMP_VAL_R. It is also possible to detect further operating parameters, for example the oil level in a wheel bearing. For the acquisition of further status data, which does not necessarily have a direct connection with the signals detected on a wheel or on a bogie, an information field APPL is provided. Thus, for example, state data of a respective sensor module 11 associated cooling unit, which serves to cool a space for food transport, can be detected. Table 1 Structure of the Information Unit INF <sub> W </ sub> information field importance S_ID Identity mark of the sensor module CNT Running stamp X_VAL_AVG Weighted value in x-direction X_VAL_MAX Maximum value in x-direction X_VAL_IND Indicator for the x-measured values Y_VAL_AVG Weighted value in y-direction Y_VAL_MAX Maximum value in y-direction X_VAL_1 1st value from a series of measurements X_VAL_N N. and last value from a series of measurements TMP_VAL_R Temperature in [° C] of the wheel bearing on the right T_ID APPL application

By comparing the signals originating from the sensors 10 from eg left / right or in the x-direction and y-direction, a decision can be made by the sensor module 11 that a certain accumulation of a signal as an image of the operating state of the relevant wheel 26 or the relevant Axis is to be evaluated. For this purpose, the rotational speed of the relevant axis is advantageously also detected by a further sensor 10. In this case, a corresponding indicator of the detected values can be stored in an information field X_VAL_IND which identifies the signals as an image of the relevant axis or wheel 26. From the signals x ₁ ,... X _n originating from a sensor 10, a statistical value can be generated and stored in a field X_VAL_AVG of the information unit INF _W. As statistical methods that can lead to such a value, mean values, for example arithmetic or geometric ones are used. In order to obtain insensitivity to outliers, a quantile, eg median, can advantageously be provided from a series of such signals. Several such quantiles are then stored in information fields X_VAL_1, ..X_VAL_N. Depending on the application, several signals x _{1 '} .. x _n', optionally after a preselection, can be stored directly in the information unit INF _W in the fields X_VAL_1, ..X_VAL_N. In this case, a further indicator is expediently stored in the field X_VAL_IND, the field X_VAL_IND can have, for example, a width of 8 bits, thereby directly indicating 8 different states or indications. In the following, the signals stored in the fields X_VAL_1, .., Y_VAL_AVG, etc. of an information unit are referred to as measured values.

The information units INF _G generated by a sensor module 11 are transmitted via the train bus 12 of an evaluation unit 13 assigned to the train composition 20 and stored there. During storage, a relation, for example a bijection, is created between a time t available in the evaluation unit 13 and the stamp contained in the information field CNT. For this purpose, it is provided that the stamp also contains a time indication, but without a defined origin. Preferably, the evaluation unit 13 is arranged in the traction vehicle and / or in the control car 21.

In a preferred embodiment of the present invention, provision is made for a further location-dependent identification of the acquired information units INF _W. For this purpose, a mark identifying the respective route and the respective track can be supplied to the evaluation unit 13 via the receiving unit 15 by fixed train-influencing components, such as EURO-Balise 14 or EURO-Loop. Together with the available on the traction unit 23 or the control car 21 information about the respective speed of the relevant train composition 2D are now those information units INF _W , which have no indicator in the information field X_VAL_IND as an image of the operating state of the wheel or the relevant axis to an information unit INF _G put together (the index G stands for "tracks"). In Fig. 1 the receiving unit 15 is assigned to the traction vehicle 15. Especially in train compositions with control car 21 a reception unit 15 is also installed on this; In this case, each of the first receiving unit 15 in the direction of travel is actively switched, the information received by the EURO-Balise 14 via the receiving unit 15 on the control car 21 is available via the train bus 12 also in the traction vehicle 23.

An exemplary structure of the above-mentioned information unit INF _G is shown in Table 2 below. Table 2 Structure an information unit INF <sub> G </ sub> information field importance ST_ID Identification of the route ST_REL_ID To ST_ID relative location T_STMP timestamp X1_VAL_AVG Weighted value in x-direction X1_VAL_MAX Maximum value in x-direction X1_VAL_MIN Minimum value in x-direction Y1_VAL_AVG Weighted value in y-direction Y1_VAL_MAX Maximum value in y-direction Y1_VAL_MIN Minimum value in y-direction

In the ST_REL_ID field, a relative position to the number plate of the route can be specified, preferably in the unit [m].

wobei:

t1

bezeichnet den Zeitpunkt des Ueberfahrens einer EURO-Balise,

t2

steht für den Zeitpunkt der Erfassung der Messwerte und

v(t)

ist die (zeitabhängige) Geschwindigkeit der Zugskomposition 20.

The relative position s - which is stored in the field ST_REL_ID, is calculated according to: $$\underset{{\mathrm{t}}_{\mathrm{1}}}{\overset{{\mathrm{t}}_{\mathrm{2}}}{\mathrm{\int }}}\mathrm{v}\left(\mathrm{t}\right)\mathrm{dt}$$

in which:

t1

means the time of crossing a EURO-Balise,

t2

stands for the time of acquisition of the measured values and

v (t)

is the (time-dependent) speed of the train composition 20.

On routes that are not provided with stationary attached train control components with a track marking, the location information can also be obtained via a the evaluation unit 13 associated GPS module (GPS: Global Positioning System).

In a further advantageous embodiment of the present invention, the information units INF _W received in the evaluation unit 13 can additionally be provided with a tag TRA_ID of the relevant train and optionally with further fields, eg with the current speed v in [m / s] or the train number COU_ID , which allows for a schedule-specific assignment. By specifying the speed V together with the time stamp T_STMP, for example, speed-dependent phenomena can be detected in a later evaluation, such as in particular resonances and their formation. The information units INF _W provided with the above-mentioned additional fields are hereinafter referred to as INF _W. designated. The information units INF _W thus have the following additional fields shown in Table 3, wherein still further fields not shown below may be provided. Table 3 V Speed at the time of measurement TRA_ID composition Plate COU_ID Zugsnummer

In Fig. 2a a route section is shown which is divided into blocks of blocks. The in the Fig. 2a The sections OER or DLK denote stations with points and intersections. It is assumed for the aforementioned sections and route blocks that, for example, OER-HGZ or WLN-DUE or DLK, at least one fixed train control component such as a EURO-Balise 14 is installed, which contains a track marking. The track identification is transmitted to the receiving unit 15 together with other information intended for the train control and train safety.

The information units INF _G , INF _W and possibly INF _W generated in the evaluation unit 13 and stored, for example, in files or in matrices. are transmitted in a preferred embodiment of the present invention via a specially provided for this purpose wireless transmission link 17 to a control center 30. From the control center 30, the railway operation is conducted in a specific region; Often, therefore, instead of the term "control center" - also the term "operations control center" is used. Depending on the application and requirement of the railway operator, the transmission to the control center 30 can be carried out to some extent continuously or at later, optionally fixed times. In principle, a transmission is also possible with a data carrier, eg floppy disk or with a portable personal electronic device of the locomotive driver in question. possible. For example, the rear channel of a GSM-R connection can be used for the transmission. This has the advantage that the precautions necessary for the addressing and authentication are already included in the GSM-R system and can be used for this data transmission. The representation in Fig. 1 with the antennas 16 and 36 are only the principle again, as mentioned above, this transmission can advantageously be done via a cellular mobile network.

In the control center 30, the received information units INF _G , INF _W and possibly INF _{W are} first stored in a computer system. In this computer system, a topological image of the guided by the control center sections is also permanently stored. Here are advantageously special - here as waypoints - designated places such as switches, crossings or railroad crossings with so-called descriptors included in this image. These descriptors are linked to length marks relative to the positions of the EURO balises 14.

The information units INF _G originating from the various train compositions are sorted and stored on the basis of the information in the field ST_REL_ID. The granularity results from the absolute accuracy the specification ST_REL_ID plus a tolerance value, for example, the granularity of the images of the information units INF _{G may be} about 5 m.

Due to the contents in the fields X1_VAL_AVG, .., Y1_VAL_MIN - see the individual fields according to Table 2 - clusters can now be detected and graphically displayed by an evaluation program running on the computer system of the control center 30. In Fig. 2b a simplified representation of such an evaluation is shown. The symbols, such as a rectangle or an isosceles triangle, indicate a particular direction or type of data sensed by the sensors, eg X or Y direction, while the height of the symbol serves as an indicator of the amplitude of the plurality of sensors 10 recorded stress. A limit is in the Fig. 2b shown with a boundary line 35 and can be used for an alarm triggering or to display a measured value to be evaluated as critical. In this presentation, it is about a visualization zuhanden the staff of the control center 30. This is how in Fig. 1 shown, a display unit 31 is provided. For a further analysis of the measured values contained in the information units INF _G , it can be provided that, for example, by double-clicking with a mouse on a symbol, the data are displayed individually and in a statistical evaluation. The limit value can be formed in a particular further development depending on the plurality of received information units INF _G and INF _W and other parameters. As a result, further influences, such as ambient temperature of the track systems can be considered.

Not least because of a relatively coarse granularity, there is the problem that measured values above a limit value are also displayed, which with high probability are not based on any particular irregularities of the route. In order to solve this problem, the measured values are relativized with the descriptors mentioned above. In concrete terms, this means that, depending on the property of the route point concerned, certain values, e.g. faded out in the X or Y direction or weighted with a factor smaller than 1.0 due to a special calibration.

The transmission of the information units INF _G , INF _W and INF _W to a control station 30 can alternatively also be carried out via a leakage cable arranged between the rails. In particular, the EURO-Loop system can be used for a continuous transmission and the EURO-Balise system for a point-to-point transmission. By means of EURO-Balises, approximately 850 bits can be transmitted coded gross for each crossing.

The method explained above is not limited to a passenger train composition 20. This procedure can also be applied to freight trains. Instead of transmission via a train bus 12, a leak cable between the rails, for example a EURO loop or a transceiver cable, which is provided for the supply of GSM services, can be used to transmit to a preferably on the traction vehicle 21 Evaluation unit 13 make. Since it is not possible to assume such a leakage cable over all sections of the route, the information units INF _W in the sensor module 11 must be buffered. In addition, an acknowledgment is advantageously provided in order to be able to transmit any information units INF _{W which} may have been transferred but not or not completely received in the evaluation unit 13 from the sensor module in question once more.

In such an arrangement, it is also possible to provide the evaluation unit 13 in place instead of on the train composition 20 and to integrate it into the computer system of the control station 30 if need be.

List of reference numbers used

10

sensor

11

sensor module

12

train bus

13

evaluation

14

EURO-Balise for the transmission of a location information

15

receiver unit

16

Antenna for a wireless connection to a control center

17

Wireless transmission line train composition - control center

20

train composition

21

control car

22

22.1, 22.2 intermediate cars

23

train

24

pull coupling

25

driving direction

26

wheel

27

bogie

30

control center

31

display unit

34.1, 34.2, 34.3

Icons representing the route condition

35

Limit line for an alarm triggering

36

Stationary receiving antenna to a control center.

Claims (5)

1. Method for mapping track status and/or the operating status of rail vehicles travelling on tracks using sensors (10) distributed on the rail vehicles (21, 22.1, 22.2) of a train composition (20), with one or a number of sensors (10) being assigned to a wheel or a bogie of a rail vehicle (21, 22.1, 22.2) and loads detected by the sensors (10) being converted to signals, and wherein

   A a first information unit (INF _G ) is generated based on a temporal distribution of the signals from the plurality of available sensors to be identified, which serves as an element of a mapping of the track status;

   B a second information unit (INF _W ) is generated based on an accumulation of the signals originating from a wheel or a bogie, which serves as an element of a mapping of the operating status,

   C the generated information units (INF _G , INF _W ) are supplied to an evaluation unit (13) and buffered,

   D the first information units (INF _G ) are transmitted to a control centre (31) and are combined there together with first information units (INF _G ) originating from other train compositions (20.1, 20.2) to provide a mapping of the track status;

   E the second information units (INF _W ) can be displayed in the evaluation unit (13) and/or after transmission in the control centre (31);

   characterised in that
   the first information units (INF _G ) are provided with an identifier (TRA_ID, COU_ID) for the relevant train composition (2) and the respective speed (V, T_STMP) in the evaluation unit (13).
2. Method according to claim 1
   characterised in that
   a topological mapping of the line segments (OER, WLN-DLK) controlled by the control centre (31) is stored with descriptors assigned to individual line points, and that first information units (INF _G ) to be assigned to specific line points are relativised or masked by means of the descriptors.
3. Method according to claim 1 or 2
   characterised in that
   the method step B is carried out in a sensor module (11) assigned to a rail vehicle (21, 22, 23) and the second information unit (INF _W ) is generated in the sensor module (11).
4. Method according to claim 3,
   characterised in that
   signals are also detected by the sensors (10) by means of the sensor modules (11) when a train composition (20) has a stop status, said signals being interpreted as a mapping of a load status of the relevant rail vehicles (21, 22, 23) and being used, together with the signals detected during travel, as a reference value for a calibration.
5. Method according to one of claims 1 to 4,
   characterised in that
   a limit value is provided in the control centre (30) for measured values contained in the information units (INF _W INF _G ) and that measured values and associated line segments or rail vehicles can be displayed on the display unit (31) as critical measured values.

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