MONITORING DEVICE FOR A BUFFER STOP

Abstract

The invention relates to a monitoring device (1) for a buffer stop (2) on a track system (3), having at least one acceleration sensor (100a, 100b) and a vibration measuring device (10). Improved monitoring can be achieved in that the vibration measuring device (10) is designed to calculate a displacement path of the buffer stop (2) from the signals detected by the acceleration sensor (100a, 100b).

Claims

1. Monitoring device for a buffer stop on a track system, the monitoring device comprising: at least one acceleration sensor configured and arranged to detect an acceleration of the monitoring device, and a vibration measuring device is configured and arranged to calculate a displacement path of the buffer stop from the signals detected by the acceleration sensor.

2. The monitoring device according to claim 1, characterized in that the vibration measuring device is configured and arranged to integrate the signal of the acceleration sensor twice.

3. The monitoring device of claim 1, wherein the at least one acceleration sensor includes a second acceleration sensor.

4. The monitoring device of claim 1, further including a distance measuring device configured and arranged for determining the distance of an arriving rail vehicle from the buffer stop and for determining the speed profile of the rail vehicle.

5. The monitoring device of claim 1, further including a camera configured and arranged for recording collision events.

6. The monitoring device of claim 1, further including a recording device configured and arranged for storing the signals detected by the acceleration sensor.

7. The monitoring device of claim 1, further including a transmission device configured and arranged for transmitting the signals detected data by the acceleration sensor to a control station.

8. Buffer stop comprising: a frame, at least one impact plate attached to the frame, the at least one impact plate having an anchoring device, and a monitoring device according to claim 1 to 7 is attached to the buffer stop.

9. The buffer stop according to claim 8, characterized in that the monitoring device is arranged at least partially on the frame of the buffer stop.

10. The buffer stop according to claim 9, wherein the at least one acceleration sensor includes a second acceleration sensor mounted on the buffer stop.

11. Method for monitoring a buffer stop including the following steps: detecting and evaluating a signal of an acceleration sensor, and a monitoring device according to claim 1 is at least partially attached to the buffer stop and operated.

12. The method according to claim 11, characterized in that the signal of the acceleration sensor is integrated twice.

13. The method according to claim 12, characterized in that the integration of the acceleration sensor signal begins when the signal from the acceleration sensor exceeds a first threshold value and ends when the signal from the acceleration sensor falls below a second threshold value for a predetermined period of time.

14. The method according to claim 11, further including the step of detecting a signal of a second acceleration sensor.

15. The method according to claim 11, further including the steps of determining a distance of an arriving rail vehicle from the buffer stop and a velocity curve of the arriving rail vehicle.

16. The monitoring device of claim 2, wherein the integration of the acceleration sensor signal starts when the signal of the acceleration sensor exceeds a first threshold value and ends when the signal of the acceleration sensor falls below a second threshold value for a predetermined period of time

17. The monitoring device of claim 5, wherein the camera is coupled to the acceleration sensor.

Description

[0024] The invention is explained in more detail below with reference to the figures, wherein:

[0025] FIG. 1 shows a monitoring system according to the invention having a buffer stop in perspective oblique view;

[0026] FIG. 2 shows an oblique perspective view of a monitoring system according to the invention having a buffer stop with a rail vehicle approaching the buffer stop;

[0027] FIG. 3 shows an oblique perspective view of a monitoring system according to the invention having a buffer stop with a rail vehicle momentarily colliding with the buffer stop;

[0028] FIG. 4 shows an oblique perspective view of a monitoring system according to the invention having a buffer stop with a rail vehicle moderately collided with the buffer stop;

[0029] FIG. 5 shows an oblique perspective view of monitoring system according to the invention with a buffer stop, displaced on the track system as a result of a violent/massive collision of the rail vehicle with the buffer stop;

[0030] FIG. 6 shows a detailed view X of the displaced buffer stop of FIG. 5;

[0031] FIG. 7 shows a vibration curve (acceleration)—damped vibration with moderate collision of the rail vehicle with the buffer stop;

[0032] FIG. 8 shows a vibration curve (acceleration at the measuring point of the buffer stop) due to violent/massive collision of the rail vehicle with the buffer stop;

[0033] FIG. 9 shows a vibration curve (speed at the measuring point of the buffer stop) as a result of a violent/massive collision of the rail vehicle with the buffer stop;

[0034] FIG. 10 shows a time curve of the displacement at the measuring point of the buffer stop as a result of a violent/massive collision of the rail vehicle with the buffer stop.

[0035] FIG. 1 and FIG. 2 show a monitoring system 1 according to the invention, consisting of a vibration measuring device 10, for detecting a collision and a vibration pattern, a distance measuring device 11, preferably designed as a Time of Flight (ToF) camera, having a transceiver unit for transmitting 11′ and for receiving reflected 11″ pulsed light beams in the infrared range or laser beams, for determining the distance 4″ of a rail vehicle 4, which can be designed with one or more buffers 4a and approaches the buffer stop 2 at the speed v in the direction of movement 4′ of the rail vehicle, and an optical/acoustic warning device 12, as well as the monitored buffer stop 2, consisting of a frame 21, which is connected non-positively by means of a clamping device 26 to the track system/rail 3 at a defined position 20, which furthermore has one or more impact plates 22 which are connected to the frame 21 directly or to one or more buffers 23 which are mounted in a holder with spring damping elements, wherein further holding devices 24 and further spring damping elements 25 can also be present, and wherein the impact plate 22 has a distance 22′ relative to the frame 21 and can be elastically/plastically deformed under load by the amount 22″, wherein the frame 21 is displaced in the direction 21′ in the event of a violent/massive collision in which the force transmitted to the buffer stop 2 by the impulse energy of the rail vehicle 4 is higher than the maximum adhesive force possible by the clamping device 26.

[0036] A first acceleration sensor 100a is arranged in the vibration measuring device 10, which measures the longitudinal acceleration of the monitoring device 1 and thus of the buffer stop 2.

[0037] FIG. 3 shows the rail vehicle 4, which has approached the buffer stop, in a state in which the impact plate 22 of the buffer stop 2 and the buffer of the rail vehicle 4 are just touching.

[0038] FIG. 4 shows the buffer stop 2, after a moderate collision of the rail vehicle 4 with the buffer stop 2, in a state in which the impact plate 22 of the buffer stop 2 and the buffers 23 have been elastically/plastically deformed relative to the frame 21 to the distance 22′ by the amount 22″ and the adhesive force of the clamping device 26 is higher than the force transmitted to the buffer stop 2 by the impulse energy of the rail vehicle 4.

[0039] FIG. 5 shows the buffer stop 2, after a violent/massive collision of the rail vehicle 4 with the buffer stop 2, in a state in which the impact plate 22 and the buffer 23 have been elastically/plastically deformed relative to the frame 21 to the distance 22′ by the amount 22″ and the adhesive force of the clamping device 26 was not sufficient to be able to withstand the impulse force transmitted to the buffer 2 by the impulse energy of the rail vehicle 4, so that the buffer 2 has been displaced by the amount 21″ relative to the defined original position 20.

[0040] FIG. 6 shows detail X of FIG. 5.

[0041] FIG. 7 shows a typical (idealized) vibration curve 10′ (acceleration a [m/s.sup.2]), of the buffer stop 2 in a moderate collision as a free damped vibration (response spectrum).

[0042] FIG. 8 shows an idealized vibration curve 10″ (acceleration a [m/s.sup.2]) at the measuring point of the buffer stop 2 in the case of a violent/massive collision, in which the damped vibration is superimposed by a linear displacement, and the typical (idealized) vibration curve 10′ (acceleration) of a free damped vibration, which is then formed after the buffer stop 2 has come to a standstill. The discrete time integral of the acceleration curve 10″, which is indicated in sections by 10a, results in the computationally determined discrete velocity curve (v [m/s]) of the displacement of the buffer stop 2 according to FIG. 9.

[0043] FIG. 9 shows the calculated velocity curve (v [m/s]) 10″′ of the displacement of the buffer stop at the measuring point of the buffer stop, with 10b the time integral of the acceleration signal 10a of FIG. 8 is shown, and the discrete time integral of the velocity curve (v [m/s]) results in the discrete displacement path (s [m]) 10c at the measuring point for the time interval according to 10a and 10b, respectively, wherein the curve of the fictitious displacement path 10c at the measuring point is superimposed by elastic springback effects.

[0044] FIG. 10 shows the time curve of the displacement path (s [m]) 10″″ by summing up the discrete displacement paths. 10c represents a time interval in which a displacement in the direction of travel 4′ of the train takes place, followed by an elastic springback of the buffer stop at the measuring point.

[0045] In a further embodiment variant, the monitoring device 1 according to the invention for buffer stops 2 on a track system 3 has a distance measuring device 11 for detecting the distance 4″ between the buffer 4a of the rail vehicle 4 entering the track end area and the impact plate 22 of the buffer stop 2 or, in general, the distance 4″ between the rail vehicle 4 and the buffer stop 2 and for detecting the current speed of the rail vehicle 4 entering the entry area of the track end system with a delay. The distance measurement is preferably carried out according to the Time of Flight (ToF) principle, in which a pulsed light beam 11′ is emitted by the distance measuring device 11 and reflected by the detected object, the entering rail vehicle 4, and impinges on the sensor of the distance measuring device as a reflected light beam 11″. The distance of the object from the distance measuring device is determined from the transit time of the light pulses, which is required between the emission of the light pulse and the impingement on the sensor of the distance measuring device. If the distance measuring device 10 is based on a sensor with a single pulsed light beam, the distance can only be measured to a single point of the incoming rail vehicle 4. When using a distance measuring device 11 based on a sensor having a plurality of measuring points in a matrix arrangement, the incoming rail vehicle 4 can be detected as a three-dimensional object from the perspective of the distance measuring device, and a bundle of emitted pulsed light beams 11′ and reflected light beams 11″ is processed. The pulsed light beams 11′ are preferably provided independently and unaffected by ambient light as infrared or laser light.

[0046] The measurement of the distance and the determination of the respective current speed at defined time intervals enables the determination of the speed curve and, from this, the extent of the braking/deceleration of the rail vehicle and, subsequently, the prediction of the expected stopping point of the rail vehicle. If the determined deceleration of the rail vehicle 4 is recognized as sufficient so that a safe stop of the rail vehicle 4 in front of the buffer stop 2 can take place and a collision of the rail vehicle with the buffer stop therefore does not occur, the correct entry procedure is indicated by means of the optical/acoustic warning device 12, for example as a green light signal. If, however, the determined deceleration of the rail vehicle 4 is recognized as insufficient and a safe stopping of the rail vehicle 4 in front of the buffer stop 2 is determined as not possible and a collision of the rail vehicle with the buffer stop as probable, a warning, for example as a red flashing light signal and siren tone, is emitted to the driver of the rail vehicle 4 as early as possible by means of the optical/acoustic warning device 12. In a preferred embodiment variant, the optical warning signal is output as a flashing signal with a swelling flashing frequency, with the frequency swelling the more the rail vehicle 4 approaches the buffer stop 2 in such a way as to endanger a collision and the greater the predicted probability of a collision occurring. In a further preferred embodiment variant, the acoustic warning signal is coupled in volume and/or frequency to the precalculated potential danger of collision. The entry speed of the rail vehicle 4 into the track end area, the deceleration (braking) curve and the precalculated stopping point are documented with a time stamp in the event of a collision and reported to a control station, which is not shown in more detail, wherein an evaluation of the rail vehicle in form of imagery can also be carried out by the sensor system of the distance measuring device 11 for documentation purposes.

[0047] In a particularly preferred embodiment variant, the monitoring device 1 is designed with a vibration measuring device 10. The vibration measuring device 10 detects the impact of the rail vehicle 4 on the buffer stop 2 by means of an acceleration sensor and evaluates the impact event. When the rail vehicle 4 collides with the buffer stop 2, impulse energy is transmitted from the rail vehicle 4 to the buffer stop 2, resulting in an impulsive application of force to the buffer stop 2 from the buffer 4a into the impact plate 22, which is registered by the vibration measuring device 10 as an acceleration deflection 10′. If the extent of the collision is moderate, so that the rail vehicle 4 comes to a stop within a distance which is smaller than the sum of the maximum possible elastic/plastic displacement from the buffer 4a of the rail vehicle 4 and the displacement path 22″ from the impact plate 22 of the buffer stop 2, and the adhesive force with which the buffer stop 2 is fastened to the track system 3 by means of the clamping device 26 is greater than the collision force transmitted to the buffer stop 2 by the rail vehicle 4 during the collision, the impact-like introduction of force causes a damped vibration 10′, which is measured and evaluated by the vibration measuring device 10 and reported, documented with a time stamp, to a control station not shown in greater detail. If the extent of the collision is violent/massive, so that the rail vehicle 4 does not come to a standstill within a distance smaller than the sum of the maximum possible elastic/plastic displacement from the buffer 4a of the rail vehicle 4 and the displacement path 22″ from the impact plate 22 of the buffer stop 2, and the adhesive force with which the buffer 2 is fastened to the track system 3 by means of the clamping device 26 is smaller than the collision force transmitted to the buffer 2 from the rail vehicle 4 during the collision, the impact-like introduction of force causes a displacement 21″ of the buffer 2 relative to the track system 3, wherein the extent of the displacement 21″ is determined from the vibration curve. The abrupt application of force causes a vibration curve 10″ from the superimposition of a damped vibration 10′, on which is superimposed a linear displacement of the buffer stop 2 with decreasing speed, which is measured, evaluated and reported by the vibration measuring device 10, documented with a time stamp, to a control station not shown in greater detail. The extent of the linear displacement 21″ of the buffer stop 2 is determined approximately from the acceleration curve 10″. From the discrete time integral of the acceleration curve 10″ results the velocity curve 10″ and from the discrete time integral of the velocity curve 10″' results the time curve of the displacement movement 10″″. The accuracy of the displacement path 10″″ determined in this way is influenced by the superimposed damped vibration 10′ and can be increased by correction for those vibration components 10′ which occur after the first zero crossing of the damped vibration. In this way, an approximate determination of the displacement movement 21″ of the buffer stop 2 as a result of a collision is possible with sufficient accuracy, without the need for an additional, complex measuring system.

[0048] The monitoring device 1 may have a self-sufficient power supply or be connected to another available power supply and may be connected to a control station by means of a communication device, either wirelessly or wired.

LIST OF REFERENCE SIGNS

[0049] 1 Monitoring device [0050] 2 Buffer stop, buffer stop system, buffer stop with monitoring device [0051] 3 Track system, rail [0052] 4 Rail vehicle [0053] 4′ Direction of movement and current speed of the rail vehicle [0054] 4″ Distance of the buffer of the rail vehicle to the buffer of the buffer stop [0055] 4a Buffer of the rail vehicle [0056] 10 Vibration measuring device [0057] 10′ Idealized vibration curve (acceleration a [m/s.sup.2]) of buffer stop 2 with free damped vibration (after moderate collision) [0058] 10″ Idealized vibration curve (acceleration a [m/s.sup.2]) of buffer stop 2 in case of violent collision with linear displacement of buffer stop [0059] 10″′ Velocity curve (v [m/s]) of the displacement of the buffer stop in case of violent collision [0060] 10″″ Calculated time curve of the displacement path (s [m]) of the buffer stop in the event of a violent collision [0061] 10a Discrete velocities (v [m/s]) of the displacement of the buffer stop during violent collision from discrete time integrals of the acceleration curve [0062] 10b Discrete displacement paths (s [m]) from discrete time integrals of the velocity curve of the displacement of the buffer stop during violent collision [0063] 10c Discrete fictitious displacement paths 10c as a result of the springback of the buffer stop during violent collision [0064] 11 Distance measuring device [0065] 11′ Emitted pulsed light beam of the distance measuring device [0066] 11″ Reflected pulsed light beam of the distance measuring device [0067] 12 Optical/acoustic warning device [0068] 20 Normal position of the buffer stop on the track system. [0069] 21 Buffer stop frame [0070] 21′ Displacement direction of the buffer stop in case of overload due to violent collision of the rail vehicle with the buffer stop [0071] 21″ Displacement/displacement path of the buffer stop due to collision relative to the normal position [0072] 22 Impact plate of the buffer stop [0073] 22′ Buffer to buffer frame distance [0074] 22″ Displacement path/suspension travel of the buffer of the buffer stop [0075] 23 Buffer of the buffer stop [0076] 24 Transverse head of the buffer stop [0077] 25 Optionally, additional spring damping element of the buffer stop [0078] 26 Clamping device for friction-locked connection of the buffer stop to the track system [0079] 100a First acceleration sensor [0080] 100b Further acceleration sensor.