Process for detecting a derailment of a rail vehicle

Patent metadata

Field	Value
Publication number	US-11459003-B2
Application number	US-201816616166-A
Country	US
Kind code	B2
Filing date	May 23, 2018
Priority date	May 23, 2017
Publication date	Oct 4, 2022
Grant date	Oct 4, 2022

Abstract

A process for detecting a derailment of a rail vehicle having two or more rail vehicle parts and one or more articulations through which adjacent rail vehicle parts are rotatably connected with one another includes determining an angle of rotation between adjacent rail vehicle parts, and/or a quantity derived from the angle of rotation. The process further includes comparing the angle of rotation or the derived quantity with at least one reference value or threshold, or with at least one reference value range or threshold range. A test criterion indicating whether or not there is a derailment is defined based on the at least one reference value or threshold, and/or an expected relationship of multiple angles of rotation, and/or an expected relationship of the multiple quantities derived from the angles of rotation, relative to one another. The method further includes determining whether or not the test criterion is met.

First claim

The invention claimed is:

1. A process for detecting a derailment of a rail vehicle having two or more rail vehicle parts and one or more articulations through which adjacent rail vehicle parts are rotatably connected with one another, the process comprising:
a) determining
a-1) an angle of rotation between adjacent rail vehicle parts, and/or a quantity derived from the angle of rotation; or
a-2) multiple angles of rotation or multiple quantities derived from the angles of rotation between different adjacent rail vehicle parts,

b) comparing
b-1) the angle of rotation or the derived quantity from a-1) or multiple angles of rotation or derived quantities from a-2) with at least one reference value or threshold, or with at least one reference value range or threshold range; and/or
b-2) multiple angles of rotation or the multiple quantities from a-2) derived from the angles of rotation, relative to one another; and/or
b-3) a state value that is determined from multiple angles of rotation or multiple quantities from a-2) derived from the angles of rotation with at least one reference value or threshold, or with at least one reference value range or threshold range,

a test criterion indicating whether or not there is a derailment, this test criterion being defined based on:
the at least one reference value or threshold, the reference value range, and/or the threshold range in b-1) or b-3), and/or
an expected relationship of multiple angles of rotation, and/or an expected relationship of the multiple quantities from b-2) derived from the angles of rotation, relative to one another, and
c) determining whether or not the test criterion is met and whether a derailment is happening or has happened, or is not happening or has not happened,
wherein the threshold is an angle of rotation matching a minimum radius of a curve, and the test criterion is defined so that the angle of rotation is less than the threshold.

2. The process according to claim 1 , wherein the derived quantity is a rotational angular velocity and/or a rotational angular acceleration.

3. The process according to claim 1 , further having one or more of the following steps if it is found that the derailment is occurring or has occurred:
producing a derailment situation signal if it has been determined that the derailment is occurring or has occurred;
outputting a warning or a distress signal about the derailment;
sending a message about the derailment to a control center or a rescue center; and
emergency braking or other braking of the rail vehicle.

4. The process according to claim 1 , wherein multiple angles of rotation or multiple quantities derived from these angles of rotation are determined at different articulations.

5. The process according to claim 1 , wherein the at least one reference value or threshold and/or the reference value range or the threshold range are or have been determined from a reference run of the rail vehicle on an equal section of a track, or on a same section of the track.

6. The process according to claim 5 , wherein value limits of the reference value range are defined as follows:
an upper reference value, which corresponds to a value of an angle of rotation, determined during the reference run of the rail vehicle, or a quantity derived therefrom, plus a tolerance value, and
lower reference value, which corresponds to the value of an angle of rotation determined during the reference run of the rail vehicle, or a quantity derived therefrom, minus a tolerance value, and
wherein the test criterion is defined so that the determined angle of rotation, or the quantity derived from the determined angle of rotation lies within the reference value range.

7. The process according to claim 1 , wherein the test criterion is defined so that the angle of rotation or the quantity derived therefrom is less than the reference value or threshold.

8. The process according to claim 1 , wherein the process is carried out with positional resolution along the track.

9. The process according to claim 1 , wherein the state value is a difference between at least two angles of rotation or between at least two quantities derived therefrom at successive or non-successive articulations.

10. The process according to claim 1 , wherein value limits of the threshold range are defined as:
an upper threshold, which corresponds to a value of a first articulation's angle of rotation or a quantity derived therefrom, determined at a place on the track during the run of the rail vehicle, plus a tolerance value,
a lower threshold, which corresponds to a value of the first articulation's angle of rotation, or a quantity derived therefrom, determined at the place on the track during the run of the rail vehicle, minus a tolerance value,
the test criterion being defined so that the determined angle of rotation, or the quantity derived therefrom, at a second articulation that follows the first articulation, lies within the threshold range, when the second articulation reaches this place on the track during the run of the rail vehicle.

11. The process according to claim 1 , wherein the comparison of multiple angles of rotation or multiple quantities derived from the angles of rotation relative to one another involves determining whether the angles of rotation or the quantities derived therefrom have a same sign or a different sign.

12. The process according to claim 1 , further comprising:
determining a shape of a section of track in which the vehicle or one or more successive articulations are located.

13. The process according to claim 12 , wherein the at least one reference value or threshold, the tolerance value, or a range thereof are adapted to the shape of the section of the track.

14. The process according to claim 1 , wherein the at least one reference value or threshold, the tolerance value, or a range thereof are adapted to a travel speed.

15. A rail vehicle having an analysis device that is set up to carry out the process according to claim 1 .

Assignees

• Bombardier Transp Gmbh

Inventors

• Roche Fabrice
• Monarth Andreas
• Perez Gomez Guillermo

Classifications

• B61K9/00

  Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles · CPC title

• B61F9/005 Primary

  by use of non-mechanical means, e.g. acoustic or electromagnetic devices · CPC title

• B61L15/0081

  On-board diagnosis or maintenance · CPC title

• B61D13/00

  Tramway vehicles · CPC title

• B61F5/24

  Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes · CPC title