KR102111237B1 - A Movement Tracking Type of a System for Investigating a Condition of a Train - Google Patents

Abstract

The present invention relates to a system for detecting a state of a train with a movement tracking method. The system comprises: at least one contact detecting unit (121) which is installed in a train track (R) on which a train (T) is moved; at least one non-contact detecting unit (122, 123, 124, 125) which is installed in at least one side of the train track (R); a signal processing unit (13) which converts detection information transmitted from the detecting units (121 to 125) into a transmittable form; a data obtaining unit (14) which classifies signals transmitted from the signal processing unit (13) according to a classification reference; an information processing unit (15) which processes data transmitted to the data obtaining unit (14) in real time; and a database unit (16) which stores information processed in the information processing unit (15) according to a component record. The present invention improves the reliability of component state detection.

Description

A Movement Tracking Type of a System for Investigating a Condition of a Train}

The present invention relates to a system for detecting a condition of a railway vehicle of a movement tracking method, and specifically, detecting a condition of a railway vehicle of a movement tracking method for determining a level of danger by detecting a condition of a wheel or axle of the railway vehicle based on various detection factors It's about the system.

In the case of rail vehicles for the transportation of cargo or passengers, it is necessary to detect the possibility of accidents in various ways due to the scale of transportation and take measures accordingly. Railroad cars run along rails, so railroad accidents can occur due to aging or defects in parts, and it is necessary to detect defects that occur mainly on wheels or axles in advance. As such defects are generated in various forms, it is difficult to identify them by external inspection, and since a plurality of wheels or axles are coupled to one railway vehicle, inspection is difficult to be performed simultaneously. As a prior art related to detection and diagnosis of parts of a railroad vehicle, US Patent Registration No. US 6,951,132 discloses a technique of detecting a defect in a railroad vehicle by detecting an entry speed and a vibration frequency of the railway vehicle. In addition, US Patent Publication No. US20170210401 discloses a technology capable of wireless communication with a management system while detecting an abnormal state of a vehicle for each vehicle body through a sensor installed on a railway vehicle and a route. Defects on parts of a railroad vehicle may be generated in various forms, and operating conditions may be changed due to defects depending on a track or surrounding environment, and thus need to be detected based on various parameters. In addition, it is necessary to perform inspection on the entirety of one component as detection of one component is multi-faceted. However, prior art or known techniques are not disclosed for such a method.

The present invention is to solve the problems of the prior art has the following purposes.

Prior Art 1: US 6,951,132 (General Electric Company, published on December 30, 2004) Rail and Train Monitoring System and Method Prior art 2: US 20170210401 (International Electronic Machines Corporation, published on July 27, 2017) Railway Vehicle Operations Monitoring

It is an object of the present invention to provide a state tracking system of a railroad vehicle with a movement tracking method capable of accurately detecting a state of a vehicle by detecting detection information in a process of moving the railroad while detecting the state of the wheel or axle of the railroad by various detection means will be.

According to a preferred embodiment of the present invention, the state tracking system of the railroad vehicle of the movement tracking method includes at least one contact detection unit installed on a track on which the railroad vehicle is moved; At least one non-contact detection unit installed on at least one side of the track; A signal processing unit that converts detection information transmitted from the detection unit into a transmittable form; A data acquisition unit that classifies signals transmitted from the signal processing unit according to classification criteria; An information processing unit that processes the data transmitted to the data acquisition unit in real time; And a database unit that stores the information processed by the information processing unit according to the parts history.

According to another embodiment of the present invention, it further comprises a code identification unit and a speed detection unit for starting detection.

According to another suitable embodiment of the present invention, the at least one detection unit performs position-based detection or time-based detection to continuously detect in a predetermined line section based on the speed of the component to be detected.

According to the present invention, the system for detecting a condition of a railroad vehicle using a movement tracking method detects a condition of a component related to driving, including a wheel or an axle, during the movement of the railway vehicle, thereby improving reliability of component condition detection. The state detection system according to the present invention is capable of detecting various types of defects that can be generated by detecting the state of parts based on various detection factors by a contact method and a non-contact method. In addition, the state detection system according to the present invention is processed in real time detection information to prevent the occurrence of a dangerous situation in advance. The state detection system according to the present invention processes the detection information based on a large number of detection means based on big data, thereby detecting the entire state of the same component coupled to the vehicle to improve detection efficiency. In addition, the state detection system according to the present invention is capable of monitoring a plurality of different vehicles by applying a track side method. The state detection system according to the present invention can be applied to various railway vehicles for cargo transportation or passenger transportation while being able to inspect low-speed or high-speed vehicles.

1 is a view showing an embodiment of a system for detecting a state of a railway vehicle of a movement tracking method according to the present invention.
2 illustrates an embodiment of the arrangement structure of various detection modules of the state detection system according to the present invention.
Figure 3 shows an embodiment of a structure in which the state of the wheel or axle is detected by the state detection system according to the present invention.
Figure 4 shows an embodiment of the operation process of the state detection system according to the present invention.

The present invention will be described in detail below with reference to the embodiments presented in the accompanying drawings, but the embodiments are intended for a clear understanding of the present invention and the present invention is not limited thereto. In the following description, components having the same reference numerals in different drawings have similar functions, and are not described repeatedly unless necessary for understanding of the invention, and well-known components are briefly described or omitted, but the present invention It should not be understood as being excluded from the embodiment.

1 is a view showing an embodiment of a system for detecting a state of a railway vehicle of a movement tracking method according to the present invention.

Referring to FIG. 1, a state tracking system of a railroad vehicle of a movement tracking method includes at least one contact detection unit 121 installed on a track R where the railroad vehicle T is moved; At least one non-contact detection unit 122, 123, 124, 125 installed on at least one side of the line R; A signal processing unit 13 for converting detection information transmitted from the detection units 121 to 125 into a transmittable form; A data acquisition unit 14 for classifying signals transmitted from the signal processing unit 13 according to classification criteria; An information processing unit 15 that processes the data transmitted to the data acquisition unit 14 in real time; And a database unit 16 for storing the information processed by the information processing unit 15 according to the parts history.

The state tracking system of the railroad vehicle of the movement tracking method, for example, may detect the state of various parts of the train T moving to the garage for maintenance or waiting of the vehicle after the operation. The vehicle moving to the garage has an advantage of being easy to measure since it is moved at a low speed of 5 to 30 km/h, for example. In addition, it has an advantage that the diagnosis of various parts of the train T can be made in advance before the maintenance process of the train T proceeds. The parts to be detected can be, but are not limited to, wheels, axles, axle bearings, bogies or similar parts. The detection module for detecting the condition of the parts may be placed on the line R, or may be installed around the line R. For example, a module for detection of gravity, stress or vibration may be arranged on the line R. Can be. It can also be installed around the track or on the side of the track in a detection unit for detection of displacement due to temperature, noise, vibration or movement of the wheel or bearing. The detection unit installed on the track R or the side of the track may be measured in real time, and the information detected by the detection unit may be converted into a processable electrical signal and transmitted to an information processing means through an appropriate relay means for analysis. Optionally, the detection information may be obtained through detection means installed on the train T, and the state detection system may have a structure capable of data communication with the vehicle T or the vehicle operation control system. The state detection system may be applied to various types of railway vehicles T moving at various speeds, and the present invention is not limited thereto.

When the movement of the railway vehicle T is detected, the operation of the trigger unit 11 may be started, and the trigger unit 11 receives information on the vehicle T to be detected, and the vehicle T is When the predetermined position of the line R is reached, a signal for starting detection can be generated. The start signal generated from the trigger unit 11 may have a function of a wake-up signal to start operation of the detection module. The trigger unit 11 and the contact sensors 121 to 125 may be connected by a status checking unit 12, and the status checking unit 12 may transmit a trigger signal while checking the status of each detection unit 121 to 125. It can have the function of transmitting and receiving the operation status signal. When the start signal is transmitted to the trigger unit 11, the detection module becomes an operable state, and the activation signal can be transmitted to the trigger unit 11. Upon receiving the activation signal, the trigger unit 11 may transmit to the control module, whereby the operation of the state detection system may be started. When the operation of the state detection system is started, the contact detection sensor 121, the non-contact detection sensors 122 to 125, and the detection signal processing means become operable. At least one contact detection unit 121 may be installed on the line R, and the contact detection sensor 121 may be, for example, an acceleration sensor, a vibration sensor, a load sensor such as a load cell, a stress sensor or a displacement sensor. It may include. The contact detection sensor 121 may be installed on both sides or one side of the track R, and a detection operation may be initiated based on a predetermined time or the position of the wheel according to the movement of the railway vehicle T.

The non-contact detection units 122, 123, 124, and 125 include, for example, an acoustic detection unit 122 that detects the state of a component by transmitting a signal such as ultrasonic waves; A vibration detection sensor 123 that detects vibration by transmission and reception to a laser; It may include a vision sensor 124 based on the image acquisition and a temperature sensor 125 for detecting the temperature by receiving infrared radiation emitted from an object. The part information detected by the contact detection unit 121 and the non-contact detection units 122, 123, 124, and 125 may be transmitted to the signal processing unit 13. The signal processing unit 13 may have a function of converting a detection signal transmitted from a contact or non-contact sensor into an electrically processable signal. The signal processing unit 13 may have a function of matching signals transmitted from respective sensors by parts and time. In addition, by assigning a classification code to each detection information, it is possible to identify the missing signal while classifying the detection information according to parts or time. The contact detection unit 121 and the non-contact detection units 122, 123, 124, and 125 may be synchronized according to an operation start signal of the trigger 11. The detection position of each detection unit (121, 122, 123, 124, 125) may be set in advance, for example, a predetermined position of the line R may be set as the detection position. The predetermined position of the line R may be, for example, a position where the contact detection unit l 121 is installed or a position moved by a predetermined distance from a position where the contact detection unit 121 is installed as a detection position. When the detection positions of the detection units 121, 122, 123, 124, and 125 are set, the detection units 121, 122, 123, 124, and 125 based on the detection position may detect a predetermined component. Different detection units 121, 122, 123, 124, and 125 may have the same or different detection reference positions, and each detection unit 121, 122, 123, 124, and 125 may be synchronized with detection information. The transmitted time information can be transmitted to the signal processing unit 13 together. The signal processing unit 13 may apply a signal code together with the visual information while forming a plurality of detection signals as one detection information unit based on the visual information, and identify missing detection information. In this way, a plurality of detection information units having a signal code can be transmitted to the data acquisition unit 14.

The data acquisition unit 14 may have a function of classifying detection information units transmitted from the signal processing unit 13 according to classification criteria. The data acquisition unit 14 may have a function of classifying detection information from the signal processing unit 13 in the form of a detection information unit or with similar time information based on, for example, parts. Detection information for a plurality of wheels or axles may be transmitted from the signal processing unit 13, and the data acquisition unit 14 may match each detection information with each component. Each part may have a part identification code, and it can be confirmed whether the part identification code and the detection information unit match. Then, the matched parts detection information may be transmitted to the information processing unit 15. The information processing unit 15 can analyze the condition of each component based on the detection information and determine whether there is a defect. Or it can be detected whether each part should be checked or replaced. And the processing result for each part can be transmitted to a management server that manages, for example, the railroad car T. In addition, parts processing information may be transmitted to the database unit 16, and the database unit 16 may store parts processing information. The database unit 16 may store detection history, inspection history, or similar information for each component.

Information obtained from each detection unit (121, 122, 123, 124, 125) can be processed in various ways and is not limited to the presented embodiment.

2 illustrates an embodiment of the arrangement structure of various detection modules of the state detection system according to the present invention.

Referring to FIG. 2, a code identification unit 211 and a speed detection unit 212 for starting detection are included. The detection of the railway vehicle T may be divided into a vehicle information identification area (IC), a contact detection area (CD), and a non-contact detection area (NCD). The vehicle information identification area (IC), the contact detection area (CD), and the non-contact detection area (NCD) may be divided based on the extending direction of the track R of the railway vehicle T, respectively, The various detection sensors described above can be installed. Vehicle identification and vehicle speed may be detected in the vehicle information identification area IC based on the traveling direction of the railway vehicle T, and then contact and non-contact detection may be performed as the railway vehicle T progresses. The railway vehicle T may be made of a locomotive ET and a plurality of carrier vehicles CT1, CT2, CT3, and whether the locomotive ET reaches a predetermined position of the track R while moving along the track R Whether it can be detected. When the locomotive ET reaches the predetermined position of the track R, the code detection unit 211 and the speed detection unit 212 can be operated. The code detection unit 211 may identify a railroad vehicle T, a locomotive ET, and respective carrier vehicles CT1, CT2, and CT3 using identification means such as a camera or RF chip. The speed of the railway vehicle T may be detected by the speed detection unit 212, and the speed detection unit 212 may include, for example, an ultrasonic sensor, a laser sensor, a microwave sensor, or a similar sensor. The speed of the railway vehicle T by the speed detection unit 212 can be detected in real time, and the position of each component can be calculated. For example, a plurality of axles or wheels may be subject to inspection, and the position of each wheel or axle may be detected along with the speed of the railroad vehicle T, and whether or not the detection of each part is a part code unit ( 213). The part code unit 213 may generate a part code for each part and transmit it to the relay unit 22 along with time information. The relay unit 22 may transmit the transmitted part code to the detection unit, and the detection unit may detect each part according to a predetermined location and time based on the part code. The relay unit 22 may receive detection information transmitted from a contact sensor such as a load measurement sensor 221 such as a load cell installed on the track R and a displacement measurement sensor 222 and transmit it to the information processing unit 15. have. Detection information may be transmitted to the information processing unit 15 via the signal conversion unit 24 by various non-contact sensor modules 23 including laser sensors corresponding to the non-contact sensors. In addition, information detected by the code detection unit 211 and the speed detection unit 212 described above may be transmitted to the information processing unit 15. The information processing unit 15 may check whether it corresponds to information on a predetermined part in preparation for part detection information transmitted from the sensors 221, 222, and 23 and part information transmitted from the part code unit AC. In addition, the information processing unit 15 may analyze the condition of each component based on the detection information as described above, and determine whether there is a defect. The information processing unit 15 may determine various status factors according to each component, analyze the status factors for each component, and transmit them to the element database 25 for this. The element database 25 can store changes in status factors for each component. Analysis of the condition factors for each component can be done in a variety of ways.

Figure 3 shows an embodiment of a structure in which the state of the wheel or axle is detected by the state detection system according to the present invention.

Referring to FIG. 3, the at least one detection unit 121 to 125 performs location-based detection or time-based detection that continuously detects in a predetermined line section based on the speed of a component to be detected. Position-based detection may be set, for example, based on a track, or based on a position relative to a track of a wheel or axle. And time-based detection refers to the detection of parts such as wheels or axles continuously based on the speed of a railroad car. The detection method may be determined by an appropriate method according to the detection type or installation location of the contact detection sensor or the non-contact detection sensor, and detection of the component may be performed accordingly.

The bogie 31 of the railroad vehicle may include a plurality of wheels 311a and 311b coupled to the bogie frame 312, a central shaft unit 313, and various braking means. The bogie 31 may be installed in each vehicle 32 of the railway vehicle, and a plurality of axles 33_1 to 33_N and wheel bearing units 34_1 to 34_K may be disposed in each vehicle 32. The detection position may be determined based on the cart 31 to which the wheels 311a and 311b are coupled, and for example, the detection section D1 may be installed based on the position of the contact sensor installed on the track R. . The contact sensor may be installed based on the center of the detection section D1. And at least one detection location (P1, P2, P3) may be installed in the detection period DT, for example, one second detection location P2 is set in the center of the detection period DT, and detection First and third detection positions P1 and P3 may be set at both ends of the section DT, respectively. When the detection positions P1, P2, and P3 are set as described above, the states of the axles 33_1 to 33_N and the axle bearings 34_1 to 34_K can be detected by the contact sensor and the non-contact sensor. For example, when the first and second wheels 311a and 311b contact the first, second, and third detection positions P1, P2, and P3, respectively, the state of the component can be detected by the contact and non-contact sensors. When the bogie 31 reaches the position of the preset line in front of the first detection position P1, the contact sensor and the non-contact sensor are activated, and each detection position P1, based on the speed information of the railway vehicle, In P2, P3), detection information for axles 33_1 to 33_N, axle bearings 34_1 to 34_K, or wheels 311a and 311b may be obtained. Alternatively, the time passing through the detection period DT is calculated, and each axle 33_1 to 33_N for at least one time. Status information about the axle bearings 34_1 to 34_K or the wheels 311a and 311b may be obtained. For example, detection information may be obtained over 3 to 5 times in the detection period DT. The detection method unit 321 may determine whether detection is initiated at a predetermined location while determining a detection method such as time-based detection or location-based detection. For example, the detection method unit 321 may check the time at which the first wheel 311a is in contact with the first detection position P1 and the time at which each of the contact sensors and the non-contact sensors is activated. A factor to be detected in the vehicle 32 may be determined by the detection element unit 322. Detection factors can be, for example, cracks, stresses, displacements, loads, slopes, temperatures, vibrations, noise, or similar condition factors. When the truck 31 reaches the front of the first detection position P1, a truck identification code 313 such as a barcode is identified, and a detection method can be set by the detection method unit 321. The detection factor for the component may be set by the detection element unit 322, and the detection factor set for the component by the detection element unit 322 may be transmitted to the detection method unit 321. Part detection information obtained by the detection sensor operated according to the method set by the detection method unit 321 may be transmitted to the detection database 33. As described above, the detection information may be analyzed in advance by the information processing unit and stored in the detection database 33. Detection information according to the passage of time for each component may be stored in the detection database 33, and detection history of each component may be stored. The detection history information for each component stored in the detection database 33 may be transmitted to the defect probability calculation unit 34. The defect probability calculation unit 34 may generate a defect occurrence probability graph according to each detection factor for each component. The probability graph may be a probability value over time for each detection factor. In addition, the generated defect occurrence probability graph may be transmitted to the risk level unit 35, and the risk level unit 35 may determine a risk level for each component. The level of risk for each part can be determined, and depending on the level of risk, the time of repair, whether to repair, the time to replace, or a method of treating similar parts can be determined. The defect probability calculation unit 34 and the risk level unit 35 can generate a probability graph and a risk level based on the big data processed by the big data module 38. The big data module 38 may calculate a defect probability based on information on various parts stored in a database or various information stored on various railway specialized servers. In addition, defect probability and risk level can be calculated based on the correlation of different detection factor values. The big data module 38 collects and processes various information, and the results can be applied to detection information and is not limited to the presented embodiment.

The risk level determined by the risk level determination unit 35 can be transmitted to the risk elimination selection unit 36. The removal selection unit 36 may determine a method for removing danger according to the risk level of each component. The risk elimination method may include, for example, an inspection method, a maintenance method, or transmission of related information to the manager, and may be appropriately determined according to the history of detection factors. The detection information can be processed in various ways and is not limited to the presented embodiment.

Figure 4 shows an embodiment of the operation process of the state detection system according to the present invention.

Referring to FIG. 4, the entire operation can be controlled by the control module 41, and the risk for each element can be calculated based on the detection information. The component component can be a risk factor for detection information.

The entire operation of the state detection system can be controlled by the control module 41, and the operation of the operation start unit 411 including the trigger can be started. The detection initiation unit 411 may start operation by confirming the operating states of the contact sensor and the non-contact sensor while operating the trigger. Each vehicle can be identified by the vehicle identification unit 211, and the operation of the detection module 44 can be started according to the identification of the vehicle. The detection module 44 may include means for controlling their operation while including a contact detection unit and a non-contact detection sensor. The detection position of each component can be calculated by the detection position calculation unit 43, and the calculation of the detection position can be made by setting a detection section as described above. The calculated detection position may be transmitted to the detection module 44 and may be transmitted to the detection module 44. The detection element may be determined in advance by the control module 41 and transmitted to the detection element determination unit 421. The detection element determination unit 421 may set a detection factor suitable for each component and transmit it to the detection time determination unit 422. An appropriate detection time may be determined according to the detection factor, and the determined detection time may be transmitted to the detection location calculation unit 43 and transmitted to the detection module 44 together with the detection location. The speed of the railway vehicle or each part detected in real time by the speed detection unit 212 may be transmitted to the detection module 44 through the detection position calculation unit 43. The detection module 44 may be operated based on the detection element, detection time, speed, and detection location to obtain detection information for each component. Detection information acquired by the detection module 44 may be transmitted to the data acquisition unit 14, and each detection information may be matched with each component by the data acquisition unit 14. In addition, each part may have a part identification code, and it may be confirmed whether the part identification code and the detection information unit match. The matched detection information can be sent to the elemental risk extraction unit 45, and the risk for each component can be extracted in the same way as described above. In addition, the extracted risk may be transmitted to the element database 25, and may be transmitted to a management server such as, for example, the portable electronic device 47 of the administrator.

The state detection system according to the present invention can operate various methods and is not limited to the presented embodiments.

According to the present invention, the system for detecting a condition of a railroad vehicle using a movement tracking method detects a condition of a component related to driving, including a wheel or an axle, during the movement of the railway vehicle, thereby improving reliability of component condition detection. The state detection system according to the present invention is capable of detecting various types of defects that can be generated by detecting the state of parts based on various detection factors by a contact method and a non-contact method. In addition, the state detection system according to the present invention is processed in real time detection information to prevent the occurrence of a dangerous situation in advance. The state detection system according to the present invention processes the detection information based on a large number of detection means based on big data, thereby detecting the entire state of the same component coupled to the vehicle to improve detection efficiency. In addition, the state detection system according to the present invention is capable of monitoring a plurality of different vehicles by applying a track side method. The state detection system according to the present invention can be applied to various railway vehicles for cargo transportation or passenger transportation while being able to inspect low-speed or high-speed vehicles.

The present invention has been described in detail with reference to the presented embodiments, but those skilled in the art will be able to make various modifications and modified inventions without departing from the technical spirit of the present invention with reference to the presented embodiments. . The present invention is not limited by such modified and modified inventions, but is limited by the appended claims.

11: Trigger unit 12: Status check unit
13: signal processing unit 14: data acquisition unit
15: information processing unit 16: database unit
21: code identification unit 22: relay unit
23: non-contact sensor module 24: signal conversion unit
25: Element database 31: Balance
32: vehicle 33_1 to 33_N: axle
34_1 to 34_M: Axle bearing unit 35: Defect probability calculation unit
36: danger level unit 37: electronic equipment
38: Big Deti module 121 to 125: detection unit
211: code identification unit 212: speed detection unit

Claims (3)

At least one contact detection unit 121 installed on the track R where the railway vehicle T is moved;
At least one non-contact detection unit 122, 123, 124, 125 installed on at least one side of the line R;
A signal processing unit 13 for converting detection information transmitted from the detection units 121 to 125 into a transmittable form;
A data acquisition unit 14 for classifying signals transmitted from the signal processing unit 13 according to classification criteria;
An information processing unit 15 that processes the data transmitted to the data acquisition unit 14 in real time; And
And a database unit 16 for storing the information processed by the information processing unit 15 according to the part history,
The at least one detection unit 121 to 125 performs location-based detection or time-based detection that continuously detects at a plurality of detection locations set in a predetermined line section based on the speed of a component to be detected,
A system for detecting a condition of a railway vehicle of a mobile tracking method, further comprising a defect probability calculation unit (34) for generating a defect occurrence probability graph according to a probability value over time for each detection factor. The system of claim 1, further comprising a code identification unit (211) and a speed detection unit (212) for initiating detection. delete

Images