Device and method for detecting a derailment for rail vehicles, and rail vehicle

Abstract

The invention relates to a device and a method for detecting a derailment for rail vehicles and to a rail vehicle, said device comprising at least one beam-based first distance sensor (14) and at least one analysis device (16), wherein at least the first distance sensor (14) is connected to the at least one analysis device (16) so as to transmit signals, and measurement results of at least the first distance sensor (14) can be analyzed by means of the at least one analysis device (16). According to the invention, at least the first distance sensor (14) can be connected to a chassis (1) in such a manner that a rail (18) of a track can be irradiated with signals by means of at least the first distance sensor (14), and the at least one analysis device (16) is designed to detect whether a first wheel (5) of a rail vehicle is being supported on the rail (18). In this manner, a simple and reliable detection of a derailment is facilitated.

Description

[0001] Device and method for derailment detection for rail vehicles and rail vehicle

[0002] The invention relates to a device for derailment detection for rail vehicles, comprising at least one beam-based first distance sensor and at least one evaluation device, wherein the at least first distance sensor is connected to the at least one evaluation device in a signal-transmitting manner, and wherein measurement results of the at least first distance sensor can be evaluated by means of the at least one evaluation device.

[0003] Rail vehicles must offer a high level of driving safety. A precise assessment of the technical condition of vehicles, running gear, and other vehicle components is therefore important. Derailments of a rail vehicle, in particular, can cause serious damage to people and the environment, as well as to the rail vehicle itself, which is why detection of a derailed condition of the rail vehicle is of great importance. High reliability with regard to avoiding false alarms is also important for derailment detection devices and methods. It is desirable that such devices and methods can be used flexibly within a rail network.

[0004] Methods and devices for derailment detection are important. For example, for automated ferry operations according to GoA 4 (Grade of Automation, Level 4), derailment detection devices are required according to IEC (International Electrotechnical Commission) 62267.

[0005] From the prior art, for example, WO 2004 / 101343 A1 is known, which discloses a method and a device for detecting a derailment of rail vehicle wheels. From measurement signals from an acceleration sensor, which is provided on a wheelset bearing of a rail vehicle, the falling speeds of the rail vehicle wheels are determined by means of integration, and a derailment is detected when a falling speed exceeds a defined limit value. Furthermore, detection of a derailment is also provided on the basis of a falling speed profile. In its known form, this approach has the disadvantage of inaccurate detection results.

[0006] Furthermore, WO 2020 / 089035 A1 discloses a method for derailment detection in a rail vehicle, in which falling speeds of a first wheelset end section and a second wheelset end section are compared with different limit values ​​to detect a derailment.

[0007] The invention is based on the object of specifying a device for derailment detection in which processing of accelerations or falling speeds is not required.

[0008] According to the invention, this object is achieved with a device for derailment detection according to claim 1, in which the at least first distance sensor can be connected to a chassis in such a way that a rail of a track can be irradiated with signals by means of the at least first distance sensor, wherein the at least one evaluation device is set up to detect whether a first wheel of a rail vehicle is supported on the rail.

[0009] This measure enables simple yet reliable derailment detection, which aims to detect a derailed condition in a rail vehicle rather than a derailment. The use of acceleration sensors is not required, but they can be provided as redundancy to the first distance sensor. The device according to the invention can be used flexibly. It is not necessary to restrict the use of the device to specific routes on which a defined or predetermined behavior of a rail vehicle in the event of a derailment (in particular with regard to acceleration, falling speeds or falling distances of the rail vehicle, etc.) is to be expected. Furthermore, there are no restrictions on the use of the device according to the invention on specific rail vehicles.All that is required is a suitable position or positions for mounting the device according to the invention as well as connections (e.g. electrical connections if the device is not powered by a battery or is designed as an energy harvesting unit, and connections for signal or data transmission, etc.). It is also conceivable that a rail vehicle, for example, is only retrofitted with the device according to the invention (e.g. after it has been delivered to an operator).

[0010] The first distance sensor can be connected to a bogie. If the bogie is located on a track or rolling on it, the first distance sensor is positioned near the track or rail, enabling precise detection of a derailment.

[0011] Because the at least one evaluation device is designed to detect whether a first wheel of a rail vehicle is supported on the rail, criteria for detecting a derailment can be formulated simply. In addition to the first distance sensor, further distance sensors can be provided in the device for derailment detection according to the invention. For example, a second distance sensor, whose physical measuring principle can be the same or different from that of the first distance sensor, can function as redundancy to the first distance sensor. Further advantageous embodiments of the device for derailment detection according to the invention arise from the dependent claims.

[0012] It is advantageous, for example, if at least the first distance sensor is designed as a radar sensor.

[0013] This means that reliable measurement results can be achieved even in adverse weather conditions such as rain, snowfall or fog.

[0014] Particularly precise measurement results can be obtained if at least the first distance sensor is designed as an optical sensor.

[0015] For example, it is conceivable to design the first distance sensor as a laser rangefinder or as a photonic mixer detector, etc.

[0016] Derailment detection based on straightforward logic can be achieved if the at least one evaluation device is configured to analyze the signal quality of signals from the at least first distance sensor, preferably to analyze signal attenuation, signal noise, and / or signal strength. A derailment can be detected, for example, if a signal attenuation in decibels, such as occurs due to path losses, exceeds a defined attenuation threshold.

[0017] Determining a derailment by means of signal quality analysis is also possible, for example, by evaluating a signal-to-noise ratio, which is defined as the ratio of an average useful power to an average noise power of the signals, etc.

[0018] It can also be helpful if the at least one evaluation device is configured to analyze the signal path of signals from at least the first distance sensor. The signal path analysis can be used, for example, to assess whether a signal reflected from a rail is received by the first distance sensor within a defined period of time, etc.

[0019] A suitable solution is further obtained in particular for an arrangement of the device according to the invention above a rail if a measuring unit of the at least first distance sensor is directed vertically or approximately vertically downwards.

[0020] The first distance sensor can, for example, be arranged in the direction of travel of a rail vehicle directly in front of or behind a wheel of the rail vehicle. If, for example, additional distance sensors are provided in addition to the first distance sensor, the first distance sensor can be arranged in front of the wheel and a second distance sensor behind the wheel.

[0021] It can also be helpful if the at least first distance sensor and the at least one evaluation device are designed as a unit.

[0022] This measure allows transmission paths between the first distance sensor and the evaluation device to be shortened.

[0023] A promising field of application for derailment detection can be developed with a rail vehicle having at least one device for derailment detection according to the invention.

[0024] It may be advantageous if at least a first distance sensor of the at least one device for derailment detection is arranged, at least in a neutral steering state, in alignment with a first wheel of the rail vehicle and close to the first wheel, wherein the alignment in the neutral steering state is oriented to extend predominantly in the direction of a longitudinal axis of the rail vehicle and in the direction of a vertical axis of the rail vehicle.

[0025] The neutral steering state means a non-deflected state of the first wheel, as occurs, for example, in a straight section of track. The alignment is an imaginary volume which, in the neutral steering state, extends predominantly in the direction of the longitudinal axis of the rail vehicle and in the direction of the vertical axis of the rail vehicle, wherein, in the neutral steering state, end faces of the first wheel are, for example, arranged within the volume or delimit the volume laterally. An extension of the volume in the direction of a transverse axis of the rail vehicle is smaller in the neutral steering state than an extension of the volume in the direction of the longitudinal axis and, in the neutral steering state, corresponds, for example, to a width of the first wheel.

[0026] A preferred solution is obtained if at least a first distance sensor of the at least one derailment detection device is connected to an unsprung component of the rail vehicle.

[0027] This measure avoids varying distances between the first distance sensor and a rail due to suspension processes of the rail vehicle.

[0028] An expedient positioning of the device for derailment detection relative to a rail can be achieved if at least a first distance sensor of the at least one device for derailment detection is connected to a first wheelset bearing housing of the rail vehicle, to a wheel bearing housing of the rail vehicle, to a first wheelset guiding device of the rail vehicle or to a wheel guiding device of the rail vehicle.

[0029] This measure enables the first distance sensor to be arranged close to a wheel of the rail vehicle and close to the rail. The first wheelset bearing housing or the wheel bearing housing can be an unsprung component of the rail vehicle (e.g. when wheels of the rail vehicle are designed as unsprung wheels). However, the first distance sensor can also be connected, for example, to a swing arm, via which a wheelset or a wheel of the rail vehicle is coupled to a chassis frame of the rail vehicle and which can be part of the first wheelset guiding device or the wheel guiding device.

[0030] It may also be advantageous if at least a first distance sensor of the at least one derailment detection device is connected to a chassis frame of the rail vehicle.

[0031] If the chassis frame is mechanically decoupled, for example via a primary suspension, the first distance sensor is protected from excessive loads (e.g. due to impacts).

[0032] An advantageous solution is achieved if at least one evaluation device of the at least one device for derailment detection is arranged in or on a car body of the rail vehicle.

[0033] If further components of the derailment detection device are connected, for example, to a running gear of the rail vehicle, this measure prevents an excessive concentration of components of the derailment detection device on the running gear and can thus relieve the load on the running gear.

[0034] Furthermore, arranging the evaluation device in or on the car body allows for connection of the evaluation device to an on-board power supply, to control devices, and / or to a train bus, etc. of the rail vehicle with minimal effort. It is conceivable for the evaluation device to be designed as a central evaluation device, to which, for example, a plurality of distance sensors are connected.

[0035] A simple and reliable derailment detection is made possible by a method in which at least a first signal is emitted onto a rail of a track by means of at least one first distance sensor, a signal quality analysis is carried out by means of at least one evaluation device when at least a second signal is received as a reflection of the first signal by means of the at least first distance sensor, and a derailment is detected by means of the at least one evaluation device on the basis of the signal quality analysis when a signal quality fulfills a defined signal quality criterion indicating a derailment.

[0036] It can be helpful if an evaluation of signal attenuation, signal noise and / or signal strength is carried out in the signal quality analysis.

[0037] The signal quality criterion indicating a derailment may, for example, comprise a first comparison of the signal attenuation with respect to the second signal with a defined attenuation threshold, etc.

[0038] The signal quality criterion indicating a derailment may, for example, also include a second comparison of a signal-to-noise ratio with a signal-to-noise ratio threshold.

[0039] The invention is explained in more detail below using exemplary embodiments.

[0040] Examples include:

[0041] Fig. 1: A schematic side view of a section of an exemplary first embodiment of a rail vehicle according to the invention with an exemplary first embodiment of a device according to the invention for derailment detection,

[0042] Fig. 2: A schematic plan view of a section of an exemplary second embodiment of a rail vehicle according to the invention with an exemplary second embodiment of a device according to the invention for derailment detection, wherein a view from below of the rail vehicle is shown, and

[0043] Fig . 3 : A flow chart for an exemplary

[0044] Embodiment of an inventive method for derailment detection for rail vehicles.

[0045] Fig. 1 shows a schematic side view of a section of an exemplary first embodiment of a rail vehicle according to the invention with an exemplary first embodiment of a device according to the invention for derailment detection.

[0046] The rail vehicle comprises a running gear 1 and a car body 2. The running gear 1 has a first wheelset 3 and a second wheelset (not shown in Fig. 1). The first wheelset 3, which comprises a first wheel 5 and a second wheel (not visible in Fig. 1), is coupled to a running gear frame 10 via a first wheelset bearing (not visible in Fig. 1), a first wheelset bearing housing 7, a swing arm 8 and a wheelset guide bush 9. The first wheelset bearing and the first wheelset bearing housing 7 are arranged in the region of the first wheel 5. The swing arm 8 and the wheelset guide bush 9 form a first wheelset guide device 11. A first primary spring 12 is also arranged between the first wheelset bearing housing 7 and the running gear frame 10.

[0047] The first wheelset 3 is further connected to the chassis frame 10 via a second wheelset bearing, a second wheelset bearing housing, a second wheelset guide device, and a second primary spring, which are not visible in Fig. 1. The second wheelset bearing and the second wheelset bearing housing are arranged in the region of the second wheel.

[0048] The second wheelset guidance device is designed in the same way as the first wheelset guidance device 11 in terms of structural, functional, and connection aspects. The second primary spring is arranged between the second wheelset bearing housing and the chassis frame 10. The second wheelset is designed in the same way as the first wheelset 3 in terms of structural, functional, and connection aspects.

[0049] The running gear 1 is connected to the car body 2 via a first secondary spring 13 and a second secondary spring not visible in Fig. 1.

[0050] The derailment detection device comprises a beam-based first distance sensor 14 designed as a radar sensor and an evaluation device 16. The first distance sensor 14 is connected to a carrier 17, which is coupled to the first wheelset bearing housing 7. In the exemplary first embodiment of a rail vehicle according to the invention, the first wheelset bearing housing 7 is an unsprung component of the rail vehicle.

[0051] The support 17 has an L-shape and partially encompasses the first wheel 5. The first distance sensor 14 is arranged directly in front of the first wheel 5 and above a rail 18 of a track on which the running gear 1 is arranged or on which the running gear 1 can roll over the first wheelset 3 and the second wheelset. The first distance sensor 14 is therefore connected to the running gear 1 in such a way that the rail 18 can be irradiated with signals by means of the first distance sensor 14. According to the invention, it is also conceivable that the first distance sensor 14 is connected, for example, to the first wheelset guiding device 11 (for example, to the swing arm 8). According to the invention, it is further conceivable to design the first distance sensor 14, for example, as an optical sensor (for example, as a laser rangefinder or as a photonic mixer detector) instead of as a radar sensor.

[0052] The evaluation device 16 is designed as a computer with a

[0053] Microprocessor and a memory and arranged in the car body 2. Measurement results of the first distance sensor 14 are evaluated by means of the evaluation device 16. According to the invention, it is also conceivable to arrange the evaluation device 16 on the car body 2 (for example underfloor or on a roof of the rail vehicle and encased in a container, etc.). Furthermore, it is also possible for the first distance sensor 14 and the evaluation device 16 to be designed as a unit, wherein this unit can be connected, for example, to the chassis 1.

[0054] The evaluation device 16 is connected to an on-board power system of the rail vehicle (not shown in Fig. 1) and is supplied with electricity via this system. Furthermore, the evaluation device 16 is connected to a train bus (not shown in Fig. 1) for data transmission (for example, to a driver's cab of the rail vehicle (not shown in Fig. 1).

[0055] 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, as well as for supplying electricity to the first distance sensor 14. The first distance sensor 14 is supplied with electricity via the evaluation device 16, which is connected to the on-board power supply, and via the cable 19.

[0056] Furthermore, the first distance sensor 14 has a first antenna 20, and the evaluation device 16 has a second antenna 21, which are provided for radio data transmission. According to the invention, it is also possible for the first distance sensor 14 to include a battery or be designed as an energy-harvesting sensor, etc.

[0057] A measuring unit 22 of the first distance sensor 14 is directed vertically downward. A measuring axis 23 is aligned parallel to a vertical axis 24 of the rail vehicle. In the measuring state shown in Fig. 1, a first signal 25 is emitted onto the rail 18 via the measuring unit 22, and a second signal 26 is received by the measuring unit 22 as a reflection of the first signal 25 at the rail 18.

[0058] In the evaluation device 16, to which information about signal quality is transmitted from the first distance sensor 14, a signal attenuation test is carried out with regard to the first signal 25 and the second signal 26 by means of a signal quality analysis 27, as is also described by way of example in connection with FIG. 3. If the evaluation device 16 determines that a signal attenuation of the second signal 26 exceeds a defined attenuation threshold value, this indicates a derailment of the rail vehicle. If the defined attenuation threshold value is exceeded by the signal attenuation, this indicates that the first wheel 5 is on a surface with a strong scattering and / or absorption effect with regard to the first signal 25 (e.g.on a ballast bed or an asphalt surface) and it is concluded from this in the evaluation device 16 that the first wheel 5 is not supported on the rail 18.

[0059] The evaluation device 16 is therefore set up for the signal quality analysis 27 of signals from the first distance sensor 14 to evaluate signal attenuation and to detect whether the first wheel 5 is supported on the rail 18.

[0060] According to the invention, it is also conceivable that the evaluation device 16 is set up for signal flow analysis of signals from the first distance sensor 14.

[0061] The signal path analysis can be used, for example, to assess whether the reflected second signal 26 is received by the first distance sensor 14 within a defined period of time, etc. According to the invention, it is also conceivable for the evaluation device 16 to be configured for signal quality analysis 27 by analyzing signal noise and / or signal strength. Using the signal quality analysis 27, derailment detection can be carried out, for example, by evaluating a signal-to-noise ratio, which is defined as the ratio of an average useful power to an average noise power of signals, etc.

[0062] According to the invention, it is also conceivable that the chassis 1 has, for example, loose wheel sets with individual wheels, wheel bearings, wheel bearing housings and wheel guidance devices and that the first distance sensor 14 is connected, for example, to a wheel bearing housing or a wheel guidance device.

[0063] In Fig. 2 a schematic floor plan of a section of an exemplary second embodiment of a rail vehicle according to the invention with an exemplary second embodiment of a device according to the invention for derailment detection is shown, wherein a view from below of the rail vehicle is shown.

[0064] The rail vehicle comprises a running gear 1 with a first wheelset 3 and a second wheelset 4 as well as a car body 2 which is coupled to the running gear 1.

[0065] The device for derailment detection comprises a first distance sensor 14 and a second distance sensor 15 in the area of ​​a first wheel 5 of the first wheelset 3, as well as further distance sensors in the area of ​​a second wheel 6 of the first wheelset 3 and in the area of ​​the second wheelset 4. The first distance sensor 14, the second distance sensor 15 and the further distance sensors are connected to the running gear 1 and are designed with regard to structural and functional principles like the first distance sensor 14, as described by way of example in connection with Fig. 1. In contrast to that exemplary first embodiment of a device according to the invention for derailment detection according to Fig. 1, the first distance sensor 14, the second distance sensor 15 and the further distance sensors according to Fig. 2 however, is connected to a chassis frame 10 of the chassis 1, as is also shown by way of example in Fig. 1.

[0066] Measuring units of the first distance sensor 14, the second distance sensor 15 and the further distance sensors are aligned vertically downwards, so that a rail 18, as shown by way of example in Fig. 1 and on which the rail vehicle is arranged or rolls via the first wheel set 3 and the second wheel set 4, can be irradiated with electromagnetic waves emitted by the first distance sensor 14, the second distance sensor 15 and the further distance sensors.

[0067] The first distance sensor 14 and the second distance sensor 15 are arranged in an alignment 28 of the first wheel 5 close to the first wheel 5, wherein in the direction of travel of the rail vehicle the first distance sensor 14 is arranged in front of and the second distance sensor 15 is arranged behind the first wheel 5.

[0068] The first wheelset 3 and the second wheelset 4 and thus also the first wheel 5 and the second wheel 6 of the first wheelset 3 as well as two further wheels of the second wheelset 4 are shown in Fig . 2 in a neutral steering state, i . h . in a non-deflected state of the first wheelset 3 and the second wheelset 4 , as occurs, for example, when the rail vehicle travels on a straight track .

[0069] The alignment 28 of the first wheel 5 extends in the direction of travel of the rail vehicle in front of and behind the first wheel 5. The alignment 28 is an imaginary volume which, in the neutral steering state, extends predominantly in the direction of a longitudinal axis 29 of the rail vehicle and in the direction of a vertical axis 24 of the rail vehicle, which appears projected in Fig. 2, wherein in the neutral steering state, end faces of the first wheel 5 laterally delimit the volume. An extension of the alignment 28 in the direction of a transverse axis 30 of the rail vehicle is smaller in the neutral steering state than an extension of the alignment 28 in the direction of the longitudinal axis 29 and corresponds to a width of the first wheel 5 in the neutral steering state.

[0070] The additional distance sensors are arranged according to the same principle in front of and behind the second wheel 6 and the two additional wheels of the second wheel set 4. Two additional distance sensors are arranged in front of and behind the second wheel 6, and four additional distance sensors are arranged in front of and behind the additional wheels of the second wheel set 4.

[0071] Fig. 3 discloses a flow chart for an exemplary embodiment of a method according to the invention for derailment detection for rail vehicles.

[0072] The method is carried out by means of a device for derailment detection, as described by way of example in connection with Fig. 1.

[0073] In the method, a first distance sensor 14 designed as a radar sensor, as shown by way of example in Fig. 1, is used to emit a first signal 25, as shown by way of example in Fig. 1, in the form of electromagnetic waves onto a rail 18 of a track, as shown by way of example in Fig. 1 (signal emission 31). A check is then carried out to determine whether a second signal 26, also shown in Fig. 1, which is a reflection of the first signal 25 at the rail 18, is received by means of the first distance sensor 14 (reception check 32).

[0074] If the first signal 25 is reflected at the rail 18 and the second signal 26 is received by the first distance sensor 14 (signal reception 33), a signal quality analysis 27 is carried out by means of an evaluation device 16, as shown by way of example in Fig. 1.

[0075] In the signal quality analysis 27, a signal attenuation measured by the first distance sensor 14 with respect to the second signal 26 in decibels, via which information is transmitted from the first distance sensor 14 to the evaluation device 16, is evaluated as an indicator of a possible derailment.

[0076] In the evaluation device 16, the signal attenuation is compared with a defined attenuation threshold value.

[0077] The attenuation threshold value is determined before commissioning of the derailment detection device on the basis of comparative measurements with radar signals which are reflected from rails on the one hand and from surfaces with strong scattering and / or absorption (e.g. asphalt surfaces or ballast surfaces) on the other hand, and is set in the evaluation device 16.

[0078] If the signal attenuation exceeds the attenuation threshold, this indicates that the first wheel 5 is no longer supported on the rail 18, but is arranged or rolling on a strongly scattering and / or absorbing surface (e.g. on an asphalt track or a ballast bed).

[0079] The attenuation threshold or an exceedance of the attenuation threshold by the signal attenuation forms a defined signal quality criterion indicating a derailment, which can be met by a signal quality with respect to the second signal 26. If such an exceedance occurs, the signal quality criterion is considered to be met, and consequently, a derailment is detected.

[0080] According to the invention, it is also conceivable for the signal quality analysis 27 to evaluate signal noise and / or signal strength. Using the signal quality analysis 27, derailment detection can be performed, for example, by evaluating a signal-to-noise ratio, which is defined as the ratio of an average useful power to an average noise power of signals, etc.

[0081] List of names

[0082] 1 chassis

[0083] 2 car bodies

[0084] 3 First wheelset

[0085] 4 Second wheelset

[0086] 5 First wheel

[0087] 6 Second wheel

[0088] 7 First wheelset bearing housing

[0089] 8 swing arm

[0090] 9 Wheel set guide bush

[0091] 10 chassis frames

[0092] 11 First wheelset guiding device

[0093] 12 First primary spring

[0094] 13 First secondary spring

[0095] 14 First distance sensor

[0096] 15 Second distance sensor

[0097] 16 Evaluation device

[0098] 17 carriers

[0099] 18 rail

[0100] 19 cables

[0101] 20 First antenna

[0102] 21 Second antenna

[0103] 22 measuring unit

[0104] 23 Measuring axis

[0105] 24 vertical axis

[0106] 25 First Signal

[0107] 26 Second Signal

[0108] 27 Signal quality analysis

[0109] 28 Escape

[0110] 29 Longitudinal axis

[0111] 30 Transverse axis

[0112] 31 Signal transmission

[0113] 32 Reception test

[0114] 33 Signal reception

Claims

Patent claims 1. Device for derailment detection for rail vehicles, comprising at least one beam-based first distance sensor (14) and at least one evaluation device (16), wherein the at least first distance sensor (14) is connected to the at least one evaluation device (16) in a signal-transmitting manner, and wherein 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 a chassis (1) in such a way that a rail (18) of a track can be irradiated with signals by means of the at least first distance sensor (14), wherein the at least one evaluation device (16) is set up to detect whether a first wheel (5) of a rail vehicle is supported on the rail (18).

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

3. Device for derailment detection according to claim 1, characterized in that the at least first distance sensor (14) is designed as an optical sensor.

4. Device for derailment detection according to one of claims 1 to 3, characterized in that the at least one evaluation device (16) is set up for signal quality analysis (27) of signals from the at least first distance sensor (14), preferably for analysis of signal attenuation, signal noise and / or signal strength.

5. Device for derailment detection according to one of claims 1 to 4, characterized in that the at least one evaluation device (16) for signal path analysis of signals of at least the first distance sensor (14).

6. Device for derailment detection according to one of claims 1 to 5, characterized in that a measuring unit (22) of the at least first distance sensor (14) is directed vertically or approximately vertically downwards.

7. Device for derailment detection according to one of claims 1 to 6, characterized in that the at least first distance sensor (14) and the at least one evaluation device (16) are designed as a unit.

8. Rail vehicle with at least one derailment detection device according to one of claims 1 to 7.

9. Rail vehicle according to claim 8, characterized in that at least one first distance sensor (14) of the at least one device for derailment detection is arranged at least in a neutral steering state in an alignment (28) of a first wheel (5) of the rail vehicle and close to the first wheel (5), wherein the alignment (28) in the neutral steering state is oriented to extend predominantly in the direction of a longitudinal axis (29) of the rail vehicle and in the direction of a vertical axis (24) of the rail vehicle.

10. Rail vehicle according to claim 8 or 9, characterized in that at least one first distance sensor (14) of the at least one derailment detection device is connected to an unsprung component of the rail vehicle.

11. Rail vehicle according to one of claims 8 to 10, characterized in that at least one first distance sensor (14) of the at least one device for derailment detection is connected to a first wheelset bearing housing (7) of the rail vehicle, to a wheel bearing housing of the Rail vehicle, with a first wheelset guiding device (11) of the rail vehicle or with a wheel guiding device of the rail vehicle.

12. Rail vehicle according to claim 8 or 9, characterized in that at least one first distance sensor (14) of the at least one derailment detection device is connected to a chassis frame (10) of the rail vehicle.

13. Rail vehicle according to one of claims 8 to 12, characterized in that at least one evaluation device (16) of the at least one device for derailment detection is arranged in or on a car body (2) of the rail vehicle.

14. Method for derailment detection for rail vehicles, characterized in that at least one first signal (25) is emitted onto a rail (18) of a track by means of at least one first distance sensor (14), a signal quality analysis (27) is carried out by means of at least one evaluation device (16) when at least one second signal (26) is received as a reflection of the first signal (25) by means of the at least first distance sensor (14), and a derailment is detected by means of the at least one evaluation device (16) on the basis of the signal quality analysis (27) when a signal quality fulfills a defined signal quality criterion indicating a derailment.

15. The method according to claim 14, characterized in that in the signal quality analysis (27) an evaluation of a signal attenuation, a signal noise and / or a signal strength is carried out.

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