Equipment and rail vehicles used for derailment detection

Abstract

This invention relates to an apparatus and method for derailment detection of a rail vehicle, and a rail vehicle. The apparatus includes at least one ray-based first distance sensor (14) and at least one evaluation device (16), wherein the at least first distance sensor (14) and the at least one evaluation device (16) are connected by signal transmission, and wherein the measurement results of the at least first distance sensor (14) can be evaluated by means of the at least one evaluation device (16). The at least first distance sensor (14) can be connected to a bogie (1) so that a radiated signal can be transmitted from the track (18) of the guide rail by means of the at least first distance sensor (14), wherein the at least one evaluation device (16) is configured to detect whether the first wheel (5) of the rail vehicle is supported on the track (18). Thus, simple and safe derailment detection can be achieved.

Description

Technical Field

[0001] The present invention relates to an apparatus for detecting derailment of rail vehicles, the apparatus comprising at least one ray-based first distance sensor and at least one evaluation device, wherein the at least one first distance sensor is connected to the at least one evaluation device by means of signal transmission, and wherein the measurement results of the at least one first distance sensor can be evaluated by means of the at least one evaluation device. Background Technology

[0002] Rail vehicles must possess high operational safety. Therefore, accurate estimation and prediction of the technical condition of the vehicle, bogies, and other vehicle components are crucial. In particular, rail vehicle derailment can cause serious harm to people and the environment, as well as severe damage to the rail vehicle itself; thus, identifying derailment conditions is paramount. High reliability in avoiding false alarms is equally important for derailment detection equipment and methods. It is desirable that such equipment and methods be used flexibly throughout the rail network.

[0003] Derailment detection methods and equipment are important. For example, for automated driving operations that meet GoA 4 (Grade of Automation, Level 4), derailment detection methods are specified according to IEC (International Electrotechnical Commission) 62267.

[0004] From existing technology, such as the known document WO 2004 / 101343 A1, a method and apparatus for detecting derailment of rail vehicle wheels are disclosed. Based on the measurement signal from an acceleration sensor mounted on the wheel axle of the rail vehicle, the falling speed of the rail vehicle wheel is determined by integration, and derailment is detected when the falling speed exceeds a defined limit value. Furthermore, the detection of derailment is provided based on a falling speed curve. This method, in its known form, suffers from the disadvantage of inaccurate detection results.

[0005] In addition, WO 2020 / 089035 A1 discloses a method for detecting derailment of rail vehicles, in which the falling speeds of the ends of the first wheel set and the ends of the second wheel set are compared with different limit values ​​to detect derailment. Utility Model Content

[0006] The objective of this invention is to describe a derailment detection device in which acceleration or descent speed does not need to be processed.

[0007] According to the present invention, the task is solved using a derailment detection device, wherein the at least first distance sensor is connectable to the bogie, enabling the guide rail to radiate a track radiation signal by means of the at least first distance sensor, wherein the at least one evaluation device is configured to detect whether the first wheel of the rail vehicle is supported on the track.

[0008] This measure enables simple and safe derailment detection, which aims to identify the derailment state of a rail vehicle rather than the derailment process itself. Accelerometers are not required, but they can be provided as redundancy for the primary distance sensor. The device according to the invention is flexible in its use. Its use is not limited to specific track sections where defined or predetermined behavior of the rail vehicle at the time of derailment can be expected (particularly regarding the rail vehicle's acceleration, descent speed, or descent distance). Furthermore, there are no limitations on the use of the device according to the invention on specific rail vehicles. Only one or more suitable locations are needed for installing the device according to the invention and for connections (e.g., electrical connections if the device is not battery-powered or designed as an energy-harvesting unit, and connections for signal or data transmission, etc.). It is also conceivable that the rail vehicle may be equipped with the device according to the invention, for example, after delivery to the operator.

[0009] The first distance sensor can be connected to the bogie. If the bogie is mounted on or rolls on a guide rail, the first distance sensor is positioned near the guide rail or track, thereby enabling accurate detection of derailment.

[0010] Since the at least one evaluation device is set up to detect whether the first wheel of the rail vehicle is supported on the track, a standard for identifying derailment can be easily established.

[0011] In addition to the first distance sensor, other distance sensors can be provided in the derailment detection device according to the invention. For example, a second distance sensor can serve as redundancy for the first distance sensor, and the physical measurement principle of the second distance sensor may be the same as or different from that of the first distance sensor.

[0012] Other advantageous designs of the derailment detection device according to the present invention will be derived from the following description.

[0013] For example, it is advantageous that at least the first distance sensor is designed as a radar sensor. Therefore, reliable measurement results can be obtained even under adverse weather conditions such as rain, snow, or fog.

[0014] If at least the first distance sensor is designed as an optical sensor, particularly accurate measurement results can be obtained. For example, it is conceivable to design the first distance sensor as a laser rangefinder or a photonic hybrid detector.

[0015] If the at least one evaluation device is configured to perform signal quality analysis on the signal from the at least first distance sensor, preferably to analyze signal attenuation, signal noise, and / or signal strength, derailment detection based on simple logic can be achieved. For example, if signal attenuation, measured in decibels, such as due to path loss, exceeds a defined attenuation threshold, derailment can be identified. For example, derailment can also be identified by evaluating the signal-to-noise ratio (SNR), defined as the ratio of the average effective power of the signal to the average noise power, and so on, through signal quality analysis.

[0016] It can also be helpful that the at least one evaluation device is set up to perform signal flow analysis on the signal from the at least first distance sensor.

[0017] By using signal flow analysis, it can be determined, for example, whether the signal reflected by the track was received by the first distance sensor within a defined time period, and so on.

[0018] Furthermore, if the measuring unit of at least the first distance sensor is pointed vertically or approximately vertically downward, a suitable solution is obtained, especially for the arrangement of the device according to the invention above the track.

[0019] The first distance sensor can be positioned, for example, directly in front of or directly behind the wheels of the rail vehicle along the direction of travel. If other distance sensors are provided besides the first distance sensor, for example, the first distance sensor can be positioned in front of the wheels and the second distance sensor can be positioned behind the wheels.

[0020] Further assistance is provided by designing at least the first distance sensor and the at least one evaluation device as a single unit. This measure shortens the transmission path between the first distance sensor and the evaluation device.

[0021] For rail vehicles equipped with at least one derailment detection device according to the present invention, promising application areas for derailment detection can be opened up.

[0022] Here, it is advantageous that at least one first distance sensor of the at least one derailment detection device is arranged in and close to the first wheel of the rail vehicle, at least in the neutral steering state, wherein the motion range is oriented in the neutral steering state, extending mainly along the longitudinal axis of the rail vehicle and along the vertical axis of the rail vehicle.

[0023] A neutral steering state refers to the state in which the first wheel does not turn, for example, on a straight section of road. This range of motion is an imaginary volume that, in the neutral steering state, extends primarily along the longitudinal axis and the vertical axis of the rail vehicle. In this state, the end face of the first wheel is positioned within or laterally defines this volume. In the neutral steering state, the extension dimension of this volume along the transverse axis of the rail vehicle is smaller than its extension dimension along the longitudinal axis, and in the neutral steering state corresponds, for example, to the width of the first wheel.

[0024] A preferred solution is achieved when at least one first distance sensor of the at least one derailment detection device is connected to an unsprung component of the rail vehicle. This measure prevents changes in the distance between the first distance sensor and the track caused by the suspension process of the rail vehicle.

[0025] If at least one first distance sensor of the at least one derailment detection device is connected to the first wheel bearing housing of the rail vehicle, the wheel bearing housing of the rail vehicle, the first wheel guide device of the rail vehicle, or the wheel guide device of the rail vehicle, then the derailment detection device can be appropriately positioned relative to the track. This measure allows the first distance sensor to be positioned close to the wheels of the rail vehicle and close to the track.

[0026] The first wheel set bearing housing or wheel bearing housing can be an unsprung component of the rail vehicle (e.g., when the rail vehicle's wheels are designed as unsprung wheels). However, the first distance sensor can also be connected, for example, to a swing arm through which the rail vehicle's wheel set or wheel is connected to the bogie frame, and the swing arm can be part of the first wheel set guide or wheel guide.

[0027] It is also advantageous that at least one first distance sensor of the at least one derailment detection device is connected to the bogie frame of the rail vehicle. If the bogie frame is mechanically decoupled, for example, by the main suspension, the first distance sensor is thus protected from excessive loads (e.g., due to impact).

[0028] An advantageous solution is achieved if at least one evaluation device of the at least one derailment detection device is arranged in or on the car body of the rail vehicle. If other components of the derailment detection device are connected, for example, to the bogie of the rail vehicle, this measure avoids excessive concentration of the components of the derailment detection device on the bogie, thereby reducing the load on the bogie. Furthermore, the arrangement of the evaluation device in or on the car body allows for connection of the evaluation device to the rail vehicle's onboard power supply, control equipment, and / or train bus, etc., with minimal effort. It is conceivable that the evaluation device is designed as a central evaluation device, for example, with multiple distance sensors connected to it.

[0029] A simple and safe derailment detection can be achieved using the following method, in which at least one first signal is transmitted to the track of the guide rail by means of at least one first distance sensor; if at least one second signal, which is a reflection of the first signal, is received by means of the at least one first distance sensor, then a signal quality analysis is performed by means of at least one evaluation device; and if the signal quality meets the defined signal quality criteria for indicating derailment, then the derailment is detected based on the signal quality analysis by means of the at least one evaluation device.

[0030] Helpful aspects of the signal quality analysis include evaluating signal attenuation, signal noise, and / or signal strength. Signal quality criteria indicating derailment may include, for example, a first comparison of the signal attenuation of the second signal with a defined attenuation threshold, etc. Signal quality criteria indicating derailment may also include, for example, a second comparison of the signal-to-noise ratio (SNR) with a SNR threshold. Attached Figure Description

[0031] The invention will then be described in more detail with reference to embodiments.

[0032] in:

[0033] Figure 1 A schematic side view of a segment of an exemplary first embodiment of a rail vehicle according to the invention is shown, the rail vehicle having an exemplary first embodiment of a derailment detection device according to the invention;

[0034] Figure 2 A schematic plan view of a segment of an exemplary second embodiment of a rail vehicle according to the invention is shown, the rail vehicle having an exemplary second embodiment of a derailment detection device according to the invention, wherein a view of the rail vehicle viewed from below is shown; and

[0035] Figure 3 A flowchart of an exemplary embodiment of the method for derailment detection of rail vehicles according to the present invention is shown. Detailed Implementation

[0036] Figure 1 A schematic side view of a fragment of an exemplary first embodiment of a rail vehicle according to the invention is shown, the rail vehicle having an exemplary first embodiment of a derailment detection device according to the invention.

[0037] The rail vehicle includes a bogie 1 and a car body 2. The bogie 1 has a first wheel set 3 and a... Figure 1 The second wheel assembly is not shown in the diagram. The first wheel assembly 3 includes the first wheel 5 and... Figure 1 The second wheel, which is not visible in the middle, is the first wheel assembly via... Figure 1 The first wheel set bearing, first wheel set bearing housing 7, swing arm 8, and wheel set guide sleeve 9, which are not visible in the center, are connected to the bogie frame 10. The first wheel set bearing and first wheel set bearing housing 7 are arranged in the area of ​​the first wheel 5. The swing arm 8 and wheel set guide sleeve 9 form the first wheel set guide device 11. A first main spring 12 is also arranged between the first wheel set bearing housing 7 and the bogie frame 10.

[0038] Furthermore, the first wheel set 3 is via... Figure 1 The second wheel set bearing, second wheel set bearing housing, second wheel set guide device, and second main spring, which are not visible in the center, are connected to the bogie frame 10. The second wheel set bearing and second wheel set bearing housing are arranged in the area of ​​the second wheel. The second wheel set guide device is implemented in the same way as the first wheel set guide device 11 in terms of structure, function, and connection technology. The second main spring is arranged between the second wheel set bearing housing and the bogie frame 10.

[0039] The second wheel set is implemented in the same way as the first wheel set 3 in terms of structure, function and connection technology.

[0040] Bogie 1 via the first auxiliary spring 13 and in Figure 1 An invisible second spring connects to the vehicle body 2.

[0041] The derailment detection device includes: a first distance sensor 14, designed as a radar sensor based on rays; and an evaluation device 16. The first distance sensor 14 is connected to a bracket 17, which is connected to a first wheel set bearing housing 7. In an exemplary first embodiment of the rail vehicle according to the invention, the first wheel set bearing housing 7 is an unsprung component of the rail vehicle. The bracket 17 is L-shaped and partially surrounds the first wheel 5. The first distance sensor 14 is arranged directly in front of the first wheel 5 and directly above the track 18 of the guide rail on which the bogie 1 is arranged, or the bogie 1 can roll on the guide rail via the first wheel set 3 and the second wheel set. Thus, the first distance sensor 14 is connected to the bogie 1 so that a signal can be radiated toward the track 18 by means of the first distance sensor 14. According to the invention, it is also contemplated that the first distance sensor 14 is connected, for example, to the first wheel set guide device 11 (e.g., to the swing arm 8). According to the invention, it is also contemplated that, instead of being designed as a radar sensor, the first distance sensor 14 is designed as, for example, an optical sensor (e.g., a laser rangefinder or a photon hybrid detector).

[0042] The evaluation device 16 is implemented as a computer with a microprocessor and memory, and is arranged in the vehicle body 2. The evaluation device 16 is used to evaluate the measurement results of the first distance sensor 14. According to the invention, it is also conceivable that the evaluation device 16 be arranged on the vehicle body 2 (e.g., under the floor or on the roof of the rail vehicle, and encapsulated in a container, etc.). Furthermore, the first distance sensor 14 and the evaluation device 16 can also be designed as a single unit, which can, for example, be connected to the bogie 1.

[0043] Evaluation device 16 and the rail vehicle in Figure 1 It is connected to and powered by an onboard electrical network (not shown). Furthermore, the evaluation device 16 is connected to... Figure 1 The train bus connection, not shown, is used for data transmission (e.g., transmitting data to the rail vehicle's...). Figure 1 (In the driver's cab, not shown). A cable 19 is arranged between the first distance sensor 14 and the evaluation device 16 for data transmission between the first distance sensor 14 and the evaluation device 16, and for powering the first distance sensor 14. The first distance sensor 14 is powered via the evaluation device 16 and via the cable 19, the evaluation device being connected to the vehicle's electrical grid. Furthermore, the first distance sensor 14 has a first antenna 20, and the evaluation device 16 has a second antenna 21, both of which are provided for radio data transmission. According to the invention, it is also possible that the first distance sensor 14 includes a battery or is implemented as an energy harvesting sensor, etc.

[0044] The measuring unit 22 of the first distance sensor 14 points vertically downwards. The measuring axis 23 is oriented parallel to the vertical axis 24 of the rail vehicle. Figure 1 In the measurement state shown, the first signal 25 is transmitted to the track 18 via the measurement unit 22, and the measurement unit 22 receives the second signal 26 as a reflection of the first signal 25 on the track 18.

[0045] The first distance sensor 14 transmits information about signal quality to the evaluation device 16, in which a signal attenuation check of the first signal 25 and the second signal 26 is performed by means of a signal quality analysis 27, which exemplarily also incorporates... Figure 3 This will be described in more detail. Here, if the evaluation device 16 determines that the signal attenuation of the second signal 26 exceeds a defined attenuation threshold, this can indicate that the rail vehicle has derailed. The signal attenuation exceeding the defined attenuation threshold indicates that the first wheel 5 is located on or rolling on a surface that has a strong scattering and / or absorption effect on the first signal 25 (e.g., on a ballast bed or asphalt surface), and thus the evaluation device 16 concludes that the first wheel 5 is not supported on the track 18.

[0046] Therefore, the evaluation device 16 is set up for signal quality analysis 27 of the signal from the first distance sensor 14, in order to evaluate signal attenuation and to detect whether the first wheel 5 is supported on the track 18.

[0047] According to the present invention, it is also conceivable that the evaluation device 16 is configured for signal flow analysis of the signal from the first distance sensor 14. Using this signal flow analysis, for example, it can be determined whether the reflected second signal 26 is received by the first distance sensor 14 within a defined time period, and so on.

[0048] According to the present invention, it is also conceivable that the evaluation device 16 is configured to perform signal quality analysis 27 by analyzing signal noise and / or signal strength. In this case, by means of signal quality analysis 27, derailment detection can be performed, for example, by evaluating the signal-to-noise ratio, etc., which is defined as the ratio of the average effective power of the signal to the average noise power.

[0049] According to the present invention, it is also conceivable that the bogie 1 has, for example, a movable wheel assembly with a single wheel, a wheel bearing, a wheel bearing housing, and a wheel guide device; and the first distance sensor 14 is connected, for example, to the wheel bearing housing or the wheel guide device.

[0050] exist Figure 2The image shows a schematic plan view of a segment of an exemplary second embodiment of a rail vehicle according to the invention, the rail vehicle having an exemplary second embodiment of a derailment detection device according to the invention, wherein a view of the rail vehicle viewed from below is shown.

[0051] The rail vehicle includes: a bogie 1 having a first wheel set 3 and a second wheel set 4; and a car body 2 connected to the bogie 1. The derailment detection device includes a first distance sensor 14 and a second distance sensor 15 in the region of the first wheel 5 of the first wheel set 3, and other distance sensors in the regions of the second wheel 6 of the first wheel set 3 and the second wheel set 4. The first distance sensor 14, the second distance sensor 15, and the other distance sensors are connected to the bogie 1 and are implemented in accordance with structural and functional principles. Figure 1 The first distance sensor 14 described in the example is the same. However, it differs from the one described in the example. Figure 1 The exemplary first embodiment of the derailment detection device according to the present invention, based on Figure 2 The first distance sensor 14, the second distance sensor 15, and other distance sensors are also connected to the bogie 1. Figure 1 The bogie frame 10 is shown as an example connection.

[0052] The measuring units of the first distance sensor 14, the second distance sensor 15, and other distance sensors are oriented vertically downwards, allowing them to radiate electromagnetic waves emitted by the first distance sensor 14, the second distance sensor 15, and the other distance sensors into the track 18. The track... Figure 1 As exemplarily shown, the rail vehicle is arranged on the track or rolls on the track via a first wheel set 3 and a second wheel set 4.

[0053] The first distance sensor 14 and the second distance sensor 15 are arranged close to the first wheel 5 within the movement range 28 of the first wheel 5, wherein, along the direction of travel of the rail vehicle, the first distance sensor 14 is arranged in front of the first wheel 5 and the second distance sensor 15 is arranged behind the first wheel.

[0054] exist Figure 2 In the neutral steering state, that is, the non-deflection state of the first wheel group 3 and the second wheel group 4, the first wheel group 3 and the second wheel group 4, as well as the first wheel 5 and the second wheel 6 of the first wheel group 3 and the two additional wheels of the second wheel group 4, are shown. This non-deflection state occurs, for example, when a rail vehicle is traveling on a straight guide rail.

[0055] The range of motion 28 of the first wheel 5 extends in front of and behind the first wheel 5 along the direction of travel of the rail vehicle. This range of motion 28 is an imaginary volume that, in a neutral steering state, is primarily along the longitudinal axis 29 of the rail vehicle and along the direction of travel of the rail vehicle. Figure 2 The vertical axis 24, projected in the center, extends in the direction of the first wheel 5, which, in the neutral steering state, is laterally defined by the end face of the first wheel 5. In the neutral steering state, the extension dimension of the range of motion 28 along the transverse axis 30 of the rail vehicle is smaller than the extension dimension of the range of motion 28 along the longitudinal axis 29, and corresponds to the width of the first wheel 5 in the neutral steering state. Based on the same principle, other distance sensors are arranged in front of and behind the second wheel 6 and the two other wheels of the second wheel group 4. Two other distance sensors are arranged in front of and behind the second wheel 6, and four other distance sensors are arranged in front of and behind the other wheels of the second wheel group 4.

[0056] Figure 3 A flowchart of an exemplary embodiment of the method for derailment detection of rail vehicles according to the present invention is disclosed.

[0057] This method utilizes a combination Figure 1 The derailment detection device described in the exemplary description is used to perform this. In this method, by means of... Figure 1 The first distance sensor 14, exemplarily shown in the diagram and designed as a radar sensor, will... Figure 1 The first signal 25, as exemplarily shown, is emitted to the guide rail in the form of an electromagnetic wave. Figure 1 On track 18 (signal transmission 31) as exemplarily shown in the diagram. Then, it is checked whether the same signal is received by means of the first distance sensor 14. Figure 1 The second signal 26 disclosed in the report is a reflection of the first signal 25 on track 18.

[0058] If the first signal 25 is reflected on track 18 and the first distance sensor 14 receives the second signal 26 (signal receiver 33), then by means of... Figure 1 The evaluation device 16 shown in the example performs signal quality analysis 27.

[0059] In signal quality analysis 27, the signal attenuation of the second signal 26, measured in decibels by the first distance sensor 14, is evaluated as an indicator of possible derailment. Information regarding this signal attenuation is transmitted from the first distance sensor 14 to the evaluation device 16. In this case, the evaluation device 16 compares the signal attenuation with a defined attenuation threshold. This attenuation threshold is determined based on a comparative measurement of radar signals reflected, on the one hand, by the track, and on the other hand, by surfaces with strong scattering and / or absorption (e.g., asphalt or ballast surfaces), and is set in the evaluation device 16. If the signal attenuation exceeds the attenuation threshold, it indicates that the first wheel 5 is no longer supported on the track 18, but is positioned on or rolling on a surface with strong scattering and / or absorption (e.g., on an asphalt track or ballast bed).

[0060] The attenuation threshold, or the signal attenuation exceeding the attenuation threshold, forms a defined signal quality standard indicating derailment. The signal quality of the second signal 26 can meet this signal quality standard. When such an exceedance occurs, the signal quality standard is considered to be met, and derailment is therefore detected.

[0061] According to the present invention, it is also conceivable that an assessment of signal noise and / or signal strength is performed in the signal quality analysis 27.

[0062] In this case, derailment detection can be performed by means of signal quality analysis 27, for example by evaluating the signal-to-noise ratio, etc., where the signal-to-noise ratio is defined as the ratio of the average effective power of the signal to the average noise power.

[0063] List of reference numerals

[0064] 1. Bogie

[0065] 2. Vehicle body

[0066] 3 First wheel set

[0067] 4 Second wheel set

[0068] 5. First wheel

[0069] 6. Second wheel

[0070] 7 First wheel set bearing housing

[0071] 8. Swing arm

[0072] 9. Wheel Set Guide Sleeves

[0073] 10 Bogie Frame

[0074] 11 First wheel set guide device

[0075] 12 First main spring

[0076] 13 First spring

[0077] 14 First distance sensor

[0078] 15 Second Distance Sensor

[0079] 16 Evaluation Device

[0080] 17. Bracket

[0081] 18 orbits

[0082] 19 Cables

[0083] 20 First Antenna

[0084] 21 Second Antenna

[0085] 22 Measurement Units

[0086] 23. Measuring the axis

[0087] 24 Vertical axis

[0088] 25 First Signal

[0089] 26 Second Signal

[0090] 27 Signal Quality Analysis

[0091] 28. Scope of Activities

[0092] 29. Vertical axis

[0093] 30 Horizontal axis

[0094] 31 Signal Transmission

[0095] 32. Receiving Inspection

[0096] 33. Signal reception.

Claims

1. An apparatus for detecting derailment of rail vehicles, the apparatus comprising at least one ray-based first distance sensor (14) and at least one evaluation device (16), wherein, At least a first distance sensor (14) is connected to the at least one evaluation device (16) by means of signal transmission, and wherein the measurement results of the at least first distance sensor (14) can be evaluated by means of the at least one evaluation device (16), characterized in that the at least first distance sensor (14) can be connected to the bogie (1) so that the at least first distance sensor (14) can radiate signals to the track (18) of the guide rail, wherein the at least one evaluation device (16) is configured to detect whether the first wheel (5) of the rail vehicle is supported on the track (18).

2. The derailment detection device according to claim 1, characterized in that, The at least first distance sensor (14) is designed as a radar sensor.

3. The derailment detection device according to claim 1, characterized in that, The first distance sensor (14) is designed as an optical sensor.

4. The derailment detection device according to any one of claims 1 to 3, characterized in that, The at least one evaluation device (16) is configured to perform signal quality analysis (27) on the signal of the at least first distance sensor (14).

5. The derailment detection device according to claim 4, characterized in that, The at least one evaluation device (16) is configured to analyze signal attenuation, signal noise and / or signal strength.

6. The derailment detection device according to any one of claims 1 to 3, characterized in that, The at least one evaluation device (16) is configured to perform signal flow analysis on the signal of the at least first distance sensor (14).

7. The derailment detection device according to any one of claims 1 to 3, characterized in that, The measuring unit (22) of at least the first distance sensor (14) points vertically or approximately vertically downward.

8. The derailment detection device according to any one of claims 1 to 3, characterized in that, The at least first distance sensor (14) and the at least one evaluation device (16) are designed as a single unit.

9. A rail vehicle having at least one device for detecting derailment according to any one of claims 1 to 8.

10. The rail vehicle according to claim 9, characterized in that, At least one first distance sensor (14) of the at least one derailment detection device is arranged in and close to the range of motion (28) of the first wheel (5) of the rail vehicle at least in the neutral steering state, wherein the range of motion (28) is oriented to extend mainly along the longitudinal axis (29) of the rail vehicle and along the vertical axis (24) of the rail vehicle in the neutral steering state.

11. The rail vehicle according to claim 9 or 10, characterized in that, At least one first distance sensor (14) of the at least one derailment detection device is connected to the unsprung components of the rail vehicle.

12. The rail vehicle according to claim 9 or 10, Its features are, At least one first distance sensor (14) of the at least one derailment detection device is connected to the first wheel bearing seat (7) of the rail vehicle, the wheel bearing seat of the rail vehicle, the first wheel guide device (11) of the rail vehicle, or the wheel guide device of the rail vehicle.

13. The rail vehicle according to claim 9 or 10, characterized in that, At least one first distance sensor (14) of the at least one derailment detection device is connected to the bogie frame (10) of the rail vehicle.

14. The rail vehicle according to claim 9 or 10, characterized in that, At least one evaluation device (16) of the at least one derailment detection device is arranged in or on the body (2) of the rail vehicle.

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