Derailing detection method and device for railway vehicle and railway vehicle

Abstract

The invention relates to a derailment detection method for a rail vehicle, in which a first flexural deformation of a first retaining element (3) is detected by means of a first sensor (1), a second flexural deformation of a second retaining element (4) is detected by means of a second sensor (2), the first retaining element (3) and the second retaining element (4) being connected to an obstacle contact beam (6), and the obstacle contact beam (6) being connected to the first sensor (1). The first sensor (1) and the second sensor (2) are connected to an evaluation unit (11) in a signal transmission manner. In order to reliably detect the derailment, a first pulse absolute value and a second pulse absolute value, which are determined from the first bending deformation and the second bending deformation by means of the evaluation unit (11), or a sum of the first pulse absolute value and the second pulse absolute value, are compared with a pulse threshold value, it is checked whether the first pulse absolute value and / or the second pulse absolute value, or the sum is equal to or greater than a pulse threshold value.

Description

Technical Field

[0001] This invention relates to a derailment detection method for a rail vehicle, wherein a first bending deformation of the first retaining element is detected by means of a first sensor connected to a first retaining element, and a second bending deformation of the second retaining element is detected by means of a second sensor connected to a second retaining element, wherein the first and second retaining elements are connected to an obstacle contact beam, which is held on the bogie of the rail vehicle in front of a wheelset of the rail vehicle by means of the first and second retaining elements, and the obstacle contact beam forms mechanical contact with the track bed of the rail vehicle when the rail vehicle derails, thereby generating the first and second bending deformations, and wherein the first and second sensors are connected to an evaluation unit for signal transmission. Background Technology

[0002] Rail vehicles must possess a high degree of operational safety. Therefore, accurate assessment and prediction of the technical condition of rail vehicles, bogies, and other rail vehicle components are crucial. In particular, derailment can cause serious damage to people, the environment, and the rail vehicle itself; thus, accurate and timely derailment identification is of paramount importance.

[0003] For example, WO 2015 / 135752 A1 is known from the prior art, which describes an obstacle detection device for a rail vehicle. An obstacle clearing beam is connected to the bogie frame of the rail vehicle via an elastic element. A strain-stress transducer is connected to the elastic element, through which the deformation of the elastic element when a colliding object impacts the obstacle clearing beam can be detected. The colliding object can be characterized by evaluating the time-varying impact force determined from the deformation. However, WO 2015 / 135752 A1 does not disclose any content regarding the evaluation of the deformation of the elastic element for detecting rail vehicle derailment.

[0004] Furthermore, WO 2015 / 086456 A1 discloses a method for derailment detection and obstacle identification of rail vehicles, which utilizes a beam positioned transversely to the track axis and above the upper edge of the track, connected to the rail vehicle. Beam offset can be detected using sensors. If the beam deviates vertically, the derailment process of the rail vehicle can be inferred. If the beam deviates along the track axis, it can be assumed that this is due to a collision between the beam and an obstacle. Summary of the Invention

[0005] Therefore, the objective of this invention is to provide a derailment detection method that is an improvement over existing technologies and is independent of the track superstructure.

[0006] According to the present invention, this task is solved by the method of claim 1, wherein a first pulse having a first pulse action direction parallel to the direction of travel of the rail vehicle is determined from a first bending deformation by means of an evaluation unit, and a second pulse having a second pulse action direction parallel to the direction of travel is determined from a second bending deformation, wherein a first pulse absolute value is formed by the first pulse, and a second pulse absolute value is formed by the second pulse, wherein, as a first criterion for detecting rail vehicle derailment, the sum of the first pulse absolute value and the second pulse absolute value, or the sum of the first pulse absolute value and the second pulse absolute value, is compared with a pulse threshold, thereby verifying whether the first criterion is satisfied, wherein the first criterion is satisfied when the first pulse absolute value and / or the second pulse absolute value, or the sum, is equal to or greater than the pulse threshold. This measure eliminates the need for complex evaluation of the bogie's vertical acceleration (e.g., for determining the wheel's drop speed and / or drop height). Furthermore, this method can be used for different types of rail vehicles (e.g., mainline railway vehicles, subway vehicles, etc.) and track beds (e.g., gravel track beds or fixed track beds, etc.). Derailment detection can be triggered, for example, by a scenario where an obstacle contact beam impacts the track or a power supply rail laid between two rails. Furthermore, this method can be implemented in conjunction with existing devices on the rail vehicle (e.g., obstacle clearance beams, obstacle recognition beams, etc.), thereby avoiding the need for dedicated devices, such as those that must be specially designed, connected to the rail vehicle, and approved. To determine the first and second pulses, functional relationships from beam theory can be employed, for example, where the forces causing the first and second bending deformations are determined from the first and second bending deformations, and these forces are multiplied by the duration of their action to obtain the first and second pulses.

[0007] To detect the first and second bending deformations, the first and second sensors can be designed as strain-stress transducers (e.g., strain gauges or piezoelectric transducers). The directions of the first and second pulses can be in the same direction or opposite in orientation. It is advantageous to generate absolute values ​​for the first and second pulses because this allows for the detection of derailment as a representative of the derailment, even if the first and second pulses have opposite directions. A reliable derailment detection response can be induced by summing the absolute values ​​of the first and second pulses and comparing this sum with a pulse threshold. This allows for the detection of derailment even when, for example, the absolute value of the first pulse is very large and the absolute value of the second pulse is very small (e.g., due to a second sensor malfunction), the derailment can still be detected as long as the sum equals or is greater than the pulse threshold.

[0008] Other advantageous configurations of the method according to the invention are derived from the dependent claims.

[0009] For example, advantageously, the pulse threshold depends on the speed of the rail vehicle. This allows us to consider the speed correlation between the first and second pulses when mechanical contact is formed between the obstacle contact beam and the track bed; for example, high speeds result in large first and second pulses. This reduces the risk of false derailment detection.

[0010] Furthermore, it is advantageous that the pulse threshold is constituted by a linear first relationship, which is formed by a first slope (the first slope is a pulse normalized to the travel speed, and the first slope is multiplied by the travel speed) and a base pulse (the base pulse is a first y-intercept, and it is added to the first product of the first slope and the travel speed). Through this measure, the pulse threshold can, for example, increase with increasing travel speed, wherein the base pulse can define a first trigger threshold, which must be reached or exceeded even at a travel speed of 0 km / h to trigger derailment detection.

[0011] A preferred embodiment involves low-pass filtering the signals representing the first and second bending deformations transmitted from the first and second sensors to the evaluation unit. The evaluation unit determines a first force with a direction parallel to the direction of travel from the first bending deformation represented by the low-pass filtered signal, and a second force with a direction parallel to the direction of travel from the second bending deformation represented by the low-pass filtered signal. The first force forms a first absolute value, and the second force forms a second absolute value. As a second criterion for detecting derailment of the rail vehicle, the first and second absolute values ​​are compared with a force threshold to check whether the second criterion is met. The second criterion is met when the first and / or second absolute values ​​are equal to or greater than the force threshold. In the second criterion, only forces occurring at frequencies equal to or less than a defined limiting frequency are considered as the first and second forces. When the first and / or second criteria are met, derailment of the rail vehicle is detected. Therefore, this method takes into account the characteristics of the arrangement structure consisting of the obstacle contact beam, the first retaining element, and the second retaining element, namely, that the vibration of this arrangement structure decreases at its frequency when the obstacle contact beam makes mechanical contact with the track bed. This characteristic results in a signal representing the force generated when the obstacle contact beam makes mechanical contact with the track bed due to the first and second bending deformations, appearing in a characteristic frequency spectrum that can be evaluated for derailment detection.

[0012] To reduce the risk of derailment detection errors, it is advantageous that the second criterion is satisfied only when the absolute value of the first force and / or the absolute value of the second force is equal to or greater than the force threshold in a defined first number of determined first forces and / or a defined second number of determined second forces.

[0013] If the force threshold depends on the speed of the rail vehicle, speed-dependent derailment detection triggering can be achieved when the signal is evaluated based on contact force.

[0014] Regarding speed-related derailment detection triggerability, in signal evaluation based on contact force, it is advantageous that the force threshold is constituted by a linear second relationship, which is formed by a second slope (the second slope is the force normalized to the travel speed, and the second slope is multiplied by the travel speed) and a base force (the base force is the second y-intercept, and it is added to the second product of the second slope and the travel speed). Through this measure, the force threshold can, for example, increase with increasing travel speed, wherein the base force can define a second trigger threshold, such that even at a travel speed of 0 km / h, the first force and / or the second force must reach or exceed this second trigger threshold to trigger derailment detection.

[0015] If the limiting frequency is the limiting frequency of the low-pass filter, wherein this limiting frequency is less than the natural frequency of the vibrating system comprising the first retaining element, the second retaining element, and the obstacle contact beam, then an implementation scheme in the low-pass filter with a limiting frequency consistent with the arrangement of the obstacle contact beam, the first retaining element, and the second retaining element can be achieved. The low-pass filter can, for example, be implemented in an evaluation unit.

[0016] If the limiting frequency of the low-pass filter is 20 Hz, then high reliability and safety of derailment detection can be achieved.

[0017] The derailment detection triggering criteria using non-low-pass filtering contact force assessment are established as follows: Before low-pass filtering of the signals, a third force and a fourth force are determined from these signals. Specifically, an assessment unit determines a third force with a direction parallel to the direction of travel from a first bending deformation represented by an unfiltered signal, and a fourth force with a direction parallel to the direction of travel from a second bending deformation represented by an unfiltered signal. The third force forms a third force absolute value, and the fourth force forms a fourth force absolute value. As a third criterion for detecting rail vehicle derailment, the absolute values ​​of the third and fourth forces are compared with a base force threshold (which is less than the force threshold). This verifies whether the third criterion is satisfied. The third criterion is satisfied when the absolute values ​​of the third and / or fourth forces are equal to or greater than the base force threshold. Furthermore, rail vehicle derailment is detected when the second and third criteria, together with / or the first criterion, are satisfied. Through this measure, high-frequency signals used to determine contact forces (e.g., signals in the 400 Hz frequency range) can also be considered in the assessment. The consideration of the third and fourth forces further enhances the credibility of the derailment detection results.

[0018] To combine derailment detection with obstacle recognition, it is advantageous to integrate the third and fourth forces over a defined time interval, and then divide the integral results of the third and fourth forces by the speed of the rail vehicle. This method allows the determination of the mass of the colliding object.

[0019] Furthermore, a favorable solution can be achieved if derailment detection is conducted within a speed range from 0 km / h to the maximum speed of the rail vehicle. This measure, for example, can prevent rail vehicles from derailing undetected at lower speeds. For instance, it can prevent derailed rail vehicles from resuming operation from a stopped state.

[0020] A promising application area can be opened up by a derailment detection device for rail vehicles configured to perform the method of the present invention. The device includes a first retaining element, a second retaining element, and an obstacle contact beam. The lower sides of the first and second retaining elements are connected to the obstacle contact beam, and the upper sides of the first and second retaining elements are connectable to the bogie of the rail vehicle before one wheelset, such that, upon derailment, mechanical contact is formed between the obstacle contact beam and the track bed for the rail vehicle, thereby generating a first bending deformation of the first retaining element and a second bending deformation of the second retaining element. The derailment detection device also includes a first sensor for detecting the first bending deformation, a second sensor for detecting the second bending deformation, and an evaluation unit, wherein the first sensor is connected to the first retaining element, and the second... The sensor is connected to the second holding element, wherein the first sensor and the second sensor are connected to the evaluation unit for signal transmission. The evaluation unit is configured to: determine a first pulse with a first pulse action direction parallel to the direction of travel of the rail vehicle from a first bending deformation, and determine a second pulse with a second pulse action direction parallel to the direction of travel from a second bending deformation; form a first pulse absolute value from the first pulse and a second pulse absolute value from the second pulse, as a first criterion for detecting rail vehicle derailment; compare, on the one hand, the first pulse absolute value and the second pulse absolute value, or on the other hand, the sum of the first pulse absolute value and the second pulse absolute value, with a pulse threshold, and check whether the first criterion is met; wherein the first criterion is met when, on the one hand, the first pulse absolute value and / or the second pulse absolute value, or on the other hand, the sum is equal to or greater than the pulse threshold. Using such a device, for example, combined derailment detection and obstacle recognition can be performed. A low-pass filter for low-pass filtering the signal can be integrated into the evaluation unit, for example.

[0021] A particularly robust device implementation can be obtained if a contact layer or contact element made of impact-resistant and abrasion-resistant material is arranged at least on the underside of the barrier contact beam.

[0022] High operational safety can be achieved by using a rail vehicle equipped with at least one derailment detection device according to the invention. Attached Figure Description

[0023] The present invention will now be described in detail with reference to the embodiments.

[0024] The accompanying drawings illustrate this example: Figure 1 A flowchart of an exemplary implementation variation of the derailment detection method according to the present invention, and Figure 2A perspective view of an exemplary embodiment of a railway vehicle according to the present invention, which has an exemplary embodiment of a derailment detection device according to the present invention. Detailed Implementation

[0025] Figure 1 A flowchart illustrating an exemplary implementation variation of the derailment detection method for rail vehicles according to the present invention is shown. Figure 2 The example shown in the text is related to... Figure 2 The first sensor 1, connected to the first retaining element 3 as exemplarily depicted, detects the first bending deformation of the first retaining element 3; by means of the same... Figure 2 The example shown in the text is related to... Figure 2 The second sensor 2, connected to the second retaining element 4 as exemplarily depicted, detects the second bending deformation of the second retaining element 4 (measurement step 5). The first retaining element 3 and the second retaining element 4 are... Figure 2 The obstacle contact beam 6, exemplarily shown, is held on the bogie frame 8 of the bogie 9 of the rail vehicle in front of a wheelset 7 by means of a first retaining element 3 and a second retaining element 4, and in the event of a derailment of the rail vehicle, the obstacle contact beam is connected to the track bed, exemplarily in... Figure 2 The power supply rail 10 shown forms mechanical contact, thereby producing a first bending deformation and a second bending deformation. The first sensor 1 and the second sensor 2, designed as strain gauges, are exemplary in… Figure 2 The evaluation unit 11 shown in the figure is connected to the signal transmission, and the evaluation unit is arranged in the rail vehicle.

[0026] Based on measurement step 5, pulse evaluation step 12 is then performed. For this purpose, with the aid of evaluation unit 11, a first pulse having a first pulse action direction parallel to the direction of travel of the rail vehicle (parallel to the power supply rail 10) is determined from the first bending deformation, and a second pulse having a second pulse action direction parallel to the direction of travel is determined from the second bending deformation.

[0027] To determine the first and second bending deformations, the first sensor 1 and the second sensor 2 each consist of four strain gauges arranged on the front and back sides of the first holding element 3 and the second holding element 4, having parallel grids (arranged at 0°-0°) and connected to form a Wheatstone bridge. Using the bridge circuit equations, the strains, which are correlated with the first and second bending deformations, are determined from the resistances of the first sensor 1 and the second sensor 2 in the evaluation unit 11.

[0028] The bending moment is determined by the relationship between mechanical stress on one side and bending moment and moment of inertia on the other side, and by Hooke's law, from the determined strain, the elastic modulus of the first retaining element 3 and the second retaining element 4, and the moment of inertia of the first retaining element 3 and the second retaining element 4.

[0029] A first horizontal contact force between the obstacle contact beam 6 and the power supply rail 10 is determined from a first distance between the first sensor 1 and the lower edge of the obstacle contact beam 6, and a first bending moment about the first holding element 3 determined from the first strain of the first sensor 1 related to the first bending deformation. A second horizontal contact force between the obstacle contact beam 6 and the power supply rail 10 is determined from a second distance between the second sensor 2 and the lower edge of the obstacle contact beam 6, and a second bending moment about the second holding element 4 determined from the second strain of the second sensor 2 related to the second bending deformation. A first pulse is determined by multiplying the first contact force by a first duration of action of the first contact force. A second pulse is determined by multiplying the second contact force by a second duration of action of the second contact force.

[0030] A first pulse absolute value is formed by a first pulse, and a second pulse absolute value is formed by a second pulse. As a first standard for detecting derailment of rail vehicles, the sum of the first pulse absolute value and the second pulse absolute value is compared with a pulse threshold to check whether the first standard is met. The first standard is met when the sum is equal to or greater than the pulse threshold.

[0031] According to the present invention, it is also conceivable to compare the absolute value of the first pulse and the absolute value of the second pulse separately with a pulse threshold, and the first criterion is satisfied when the absolute value of the first pulse and / or the absolute value of the second pulse is equal to or greater than the pulse threshold.

[0032] The pulse threshold depends on the speed of the rail vehicle and is formed by a linear first relationship, which is formed by a first slope (which is a pulse normalized to the speed and multiplied by the speed) and a base pulse (which is a first y-intercept and added to the first product of the first slope and the speed).

[0033] In addition to pulse evaluation step 12, a first force evaluation step 13 is also performed in this method. Here, a low-pass filter 15 is used to low-pass filter the signals representing the first bending deformation and the second bending deformation transmitted to the evaluation unit 11 by the first sensor 1 and the second sensor 2. With the aid of the evaluation unit 11, a first force having a first force direction parallel to the travel direction is determined from the first bending deformation represented by the low-pass filtered signal, and a second force having a second force direction parallel to the travel direction is determined from the second bending deformation represented by the low-pass filtered signal. The first force and the second force are determined using the same method as described above in conjunction with the first contact force and the second contact force. The first force and the second force are also the horizontal contact forces between the obstacle contact beam 6 and the power supply rail 10.

[0034] A first force absolute value is formed by a first force, and a second force absolute value is formed by a second force. As a second standard for detecting derailment of rail vehicles, the first force absolute value and the second force absolute value are compared with a force threshold to check whether the second standard is satisfied. The second standard is satisfied when the first force absolute value and the second force absolute value are equal to or greater than the force threshold in a limited first number of determined first forces and a limited second number of determined second forces.

[0035] In the second criterion of the first force evaluation step 13, only forces occurring at frequencies equal to or less than a defined limiting frequency are considered as the first and second forces. This limiting frequency is the limiting frequency of the low-pass filter 15 implemented in evaluation unit 11, and is less than the natural frequency of the vibrating system comprising the first holding element 3, the second holding element 4, and the obstacle contact beam 6. The limiting frequency of the low-pass filter 15 is 20 Hz.

[0036] According to the present invention, it is also conceivable that the second criterion is satisfied when a single absolute value of the first force and / or a single absolute value of the second force is equal to or greater than the force threshold. According to the present invention, it is further possible that the second criterion is satisfied when a defined first number of absolute values ​​of the first force or a defined second number of absolute values ​​of the second force is equal to or greater than the force threshold.

[0037] The force threshold depends on the speed of the rail vehicle and is constituted by a linear second relationship, which is formed by a second slope (which is the force normalized to the speed and multiplied by the speed) and a base force (which is the second y-intercept and added to the second product of the second slope and the speed).

[0038] In the second force assessment step 14, before low-pass filtering the signals representing the first and second bending deformations, a third and fourth force are additionally determined from these signals (as described in combination with the first and second contact forces), which are the horizontal contact forces between the obstacle contact beam 6 and the power supply rail 10.

[0039] Using evaluation unit 11, a third force with a first force acting in a direction parallel to the direction of travel is determined from the first bending deformation represented by the unfiltered signal, and a fourth force with a second force acting in a direction parallel to the direction of travel is determined from the second bending deformation represented by the unfiltered signal. The absolute values ​​of the third and fourth forces are then calculated. As a third standard for detecting derailment of rail vehicles, the absolute values ​​of the third and fourth forces are compared with a base force threshold (which is less than a force threshold), thereby verifying whether the third standard is met. The third standard is met when the absolute values ​​of the third and fourth forces are equal to or greater than the base force threshold.

[0040] According to the present invention, it is also conceivable that the third criterion is satisfied when the absolute value of the third force or the absolute value of the fourth force is equal to or greater than the basic force threshold.

[0041] Then, in detection step 16, a derailment of the rail vehicle is detected when the second criterion is met together with the third criterion or when the first criterion is met. However, according to the invention, a derailment may also be detected, for example, only when the second criterion is met together with the third criterion and the first criterion is met. According to the invention, it is also conceivable that a derailment may be detected, for example, when the first criterion and / or the second criterion is met, without considering the third criterion. If a derailment is detected, the safety circuit of the rail vehicle is intervened by the evaluation unit 11, thereby triggering rapid braking of the rail vehicle (braking triggering step 17).

[0042] According to the combination Figure 1 The derailment detection method described is performed within a first travel speed range from 0 km / h to the maximum speed of the rail vehicle. This is an advantageous solution. However, according to the invention, for example, a smaller second travel speed range can also be defined within this first travel speed range, and derailment detection is activated only when the rail vehicle is traveling at a speed within this second travel speed range.

[0043] In addition to derailment detection, this method also uses a mass assessment step 18 to identify obstacles. For this purpose, the third and fourth forces are integrated over time within a defined time integration limit. The corresponding integral results of the third and fourth forces are divided by the speed of the rail vehicle to determine the mass. If these masses exceed a defined mass threshold, it is considered that an object has contacted the obstacle beam 6, resulting in a critical safety collision, and braking trigger step 17 is executed.

[0044] exist Figure 2 The image shows an exemplary embodiment of a rail vehicle according to the invention, illustrated in oblique view, which includes an exemplary embodiment of a derailment detection device according to the invention.

[0045] The device includes a first retaining element 3, a second retaining element 4, and an obstacle contact beam 6, wherein the lower sides of the first retaining element 3 and the second retaining element 4 are connected to the obstacle contact beam 6, and the upper sides of the first retaining element 3 and the second retaining element 4 are connected to the bogie frame 8 of the bogie 9 of the rail vehicle in front of a wheelset 7 of the rail vehicle.

[0046] The obstacle contact beam 6 is arranged transversely to the track 19 of the track bed for rail vehicles, above the power supply rail 10 of the track bed. When the rail vehicle derails, the obstacle contact beam 6 forms mechanical contact with the power supply rail 10, thereby producing a first bending deformation of the first retaining element 3 and a second bending deformation of the second retaining element 4.

[0047] The device also includes a first sensor 1 for detecting a first bending deformation, a second sensor 2 for detecting a second bending deformation, and an evaluation unit 11. The first sensor 1 is connected to a first holding element 3, and the second sensor 2 is connected to a second holding element 4. The first sensor 1 is connected to the evaluation unit 11 via a first cable 20. The second sensor 2 is connected to the evaluation unit 11 via a second cable 21. According to the invention, it is also conceivable that the first sensor 1 and the second sensor 2 are connected to the evaluation unit 11 via radio signal transmission. The evaluation unit 11 is arranged in the body 22 of the rail vehicle and is designed as an onboard computer with a processor, memory, computer program products, and interfaces.

[0048] On the underside of the obstacle contact beam 6, strip-shaped contact elements 23 made of impact- and wear-resistant material are arranged. For mechanical contact between the contact elements 23 and the power supply rail 10 in a derailment scenario, the contact elements 23 are made of hardened steel.

[0049] The device is configured to perform coupling. Figure 1An exemplary method is described. Measurement step 5 is performed using a first sensor 1 and a second sensor 2; pulse evaluation step 12, first force evaluation step 13, second force evaluation step 14, detection step 16, quality evaluation step 18 are performed using an evaluation unit 11; and braking triggering step 17 is performed if necessary. A low-pass filter 15 is integrated into the evaluation unit 11 to perform the first force evaluation step 13. Measurement step 5, pulse evaluation step 12, first force evaluation step 13, second force evaluation step 14, detection step 16, quality evaluation step 18, and braking triggering step 17 are combined... Figure 1 Exemplary description.

[0050] List of reference numerals 1 First Sensor 2. Second sensor 3 First holding element 4 Second holding element 5. Measurement Steps 6 Obstacle Contact Beam 7-wheel pair 8. Steering frame 9 Bogies 10 Power supply rails 11 Evaluation Units 12 Pulse Evaluation Steps 13 First Force Assessment Steps 14 Second Force Assessment Steps 15 Low-pass filter 16. Testing Steps 17. Braking Triggering Procedure 18 Quality Assessment Steps 19 orbits 20 First Cable 21 Second Cable 22 Car bodies 23 Contact elements

Claims

1. A derailment detection method for rail vehicles, wherein, A first bending deformation of the first retaining element (3) is detected by a first sensor (1) connected to the first retaining element (3), and a second bending deformation of the second retaining element (4) is detected by a second sensor (2) connected to the second retaining element (4). The first retaining element (3) and the second retaining element (4) are connected to an obstacle contact beam (6), which is held on the bogie (9) of the rail vehicle before a wheelset (7) by means of the first retaining element (3) and the second retaining element (4). The obstacle contact beam makes mechanical contact with the track bed for the rail vehicle when the rail vehicle derails, thereby generating the first bending deformation and the second bending deformation. The first sensor (1) and the second sensor (2) are connected to an evaluation unit (11) for signal transmission. The feature is that, by means of the evaluation unit (11), a first pulse with a first pulse action direction parallel to the travel direction of the rail vehicle is determined from the first bending deformation, and a second pulse with a second pulse action direction parallel to the travel direction is determined from the second bending deformation, wherein the first pulse forms a first pulse absolute value, and the second pulse forms a second pulse absolute value, wherein, as a first criterion for detecting the derailment of the rail vehicle, the sum of the first pulse absolute value and the second pulse absolute value, or the sum of the first pulse absolute value and the second pulse absolute value, is compared with a pulse threshold, thereby verifying whether the first criterion is satisfied, wherein, when the first pulse absolute value and / or the second pulse absolute value, or the sum, is equal to or greater than the pulse threshold, the first criterion is satisfied.

2. The method according to claim 1, characterized in that, The pulse threshold depends on the speed of the rail vehicle.

3. The method according to claim 2, characterized in that, The pulse threshold is constituted by a linear first relationship, which is formed by a first slope and a base pulse. The first slope is a pulse normalized to the driving speed and multiplied by the driving speed. The base pulse is a first y-intercept added to the first product of the first slope and the driving speed.

4. The method according to any one of claims 1 to 3, characterized in that, The signals representing the first bending deformation and the second bending deformation transmitted from the first sensor (1) and the second sensor (2) to the evaluation unit (11) are low-pass filtered, wherein the evaluation unit (11) determines a first force having a first force direction parallel to the direction of travel from the first bending deformation represented by the low-pass filtered signal, and determines a second force having a second force direction parallel to the direction of travel from the second bending deformation represented by the low-pass filtered signal, wherein the first force forms a first force absolute value, and the second force forms a second force absolute value, wherein, as a second criterion for detecting the derailment of the rail vehicle, the first force absolute value and the second force absolute value are compared with a force threshold, thereby checking whether the second criterion is met, wherein the second criterion is met when the first force absolute value and / or the second force absolute value are equal to or greater than the force threshold, wherein, in the second criterion, only those forces that occur at a frequency equal to or less than the defined limit frequency are considered as the first force and the second force, and wherein, when the first criterion and / or the second criterion are met, the derailment of the rail vehicle is detected.

5. The method according to claim 4, characterized in that, The second criterion is satisfied only if the absolute value of the first force and / or the absolute value of the second force is equal to or greater than the force threshold in a defined first number of defined first forces and / or a defined second number of defined second forces.

6. The method according to claim 4 or 5, characterized in that, The force threshold depends on the speed of the rail vehicle.

7. The method according to claim 6, characterized in that, The force threshold is formed by a linear second relationship, which is formed by a second slope and a base force. The second slope is the force normalized to the driving speed, and the second slope is multiplied by the driving speed. The base force is the second y-intercept and is added to the second product of the second slope and the driving speed.

8. The method according to any one of claims 4 to 7, characterized in that, The limiting frequency is the limiting frequency of the low-pass filter (15), wherein the limiting frequency is less than the natural frequency of the vibrating system comprising the first holding element (3), the second holding element (4) and the obstacle contact beam (6).

9. The method according to claim 8, characterized in that, The limiting frequency of the low-pass filter (15) is 20Hz.

10. The method according to any one of claims 4 to 9, characterized in that, Before low-pass filtering the signals representing the first bending deformation and the second bending deformation, a third force and a fourth force are determined from the signals, wherein the evaluation unit (11) determines the third force having a first force direction parallel to the direction of travel from the first bending deformation represented by the unfiltered signal, and the fourth force having a second force direction parallel to the direction of travel from the second bending deformation represented by the unfiltered signal, wherein the third force forms a third force absolute value, and the fourth force forms a fourth force absolute value, wherein, as a third criterion for detecting the derailment of the rail vehicle, the third force absolute value and the fourth force absolute value are compared with a base force threshold, the base force threshold being less than the force threshold, thereby checking whether the third criterion is satisfied, wherein the third criterion is satisfied when the third force absolute value and / or the fourth force absolute value are equal to or greater than the base force threshold, and wherein, when the second criterion and the third criterion together and / or the first criterion are satisfied, the derailment of the rail vehicle is detected.

11. The method according to claim 10, characterized in that, The third force and the fourth force are integrated over a defined time interval, and the corresponding integral results of the integration of the third force and the fourth force are divided by the travel speed of the rail vehicle.

12. The method according to any one of claims 1 to 11, characterized in that, Derailment detection is performed within the range of travel speeds from 0 km / h to the maximum speed of the rail vehicle.

13. A derailment detection device for rail vehicles, configured to perform the method according to at least one of claims 1 to 12, the derailment detection device comprising: The device comprises a first retaining element (3), a second retaining element (4), and an obstacle contact beam (6), wherein the lower sides of the first retaining element (3) and the second retaining element (4) are connected to the obstacle contact beam (6), and the upper sides of the first retaining element (3) and the second retaining element (4) are connected to the bogie (9) of the rail vehicle in such a way that, in the event of a derailment, mechanical contact is formed between the obstacle contact beam (6) and the track bed for the rail vehicle, thereby producing a first bending deformation of the first retaining element (3) and a second bending deformation of the second retaining element (4); the derailment detection device further comprises a first sensor (1) for detecting the first bending deformation, a second sensor (2) for detecting the second bending deformation, and an evaluation unit (11), wherein the first sensor (1) is connected to the first retaining element (3), and the second sensor (2) is connected to the second retaining element (4). The connection, wherein the first sensor (1) and the second sensor (2) are connected to the evaluation unit (11) for signal transmission, is characterized in that the evaluation unit (11) is configured to: determine a first pulse having a first pulse action direction parallel to the travel direction of the rail vehicle from the first bending deformation, and determine a second pulse having a second pulse action direction parallel to the travel direction from the second bending deformation; form a first pulse absolute value from the first pulse, and form a second pulse absolute value from the second pulse; as a first criterion for detecting the derailment of the rail vehicle, compare the sum of the first pulse absolute value and the second pulse absolute value, or the sum of the first pulse absolute value and the second pulse absolute value, with a pulse threshold; and check whether the first criterion is satisfied, wherein the first criterion is satisfied when the first pulse absolute value and / or the second pulse absolute value, or the sum, is equal to or greater than the pulse threshold.

14. The apparatus according to claim 13, characterized in that, At least on the underside of the obstacle contact beam (6), a contact layer or contact element (23) made of impact-resistant and wear-resistant material is arranged.

15. A rail vehicle having at least one device according to claim 13 or 14.

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