DE102021210476A1 - System for condition monitoring of electrically powered vehicles - Google Patents

Abstract

The invention relates to a system (22) for monitoring the condition of electrically driven vehicles (1), which have a current collector (4) for feeding in electrical energy from an electrical catenary system (3) installed along a route (2) traveled by the vehicle (1). . It comprises a sensor device (23) arranged on the track side and having sensor units (24) for determining actual status data (ZDI) from pantographs (4) of passing vehicles (1) from sensor data (SD) recorded by the sensor units (24), and an evaluation device (25) for the automated detection of deviations (ΔZD) between the recorded actual status data (ZDI) of a pantograph (4) and target status data (ZDS) of this pantograph (4). According to the invention, the evaluation device (25) has a storage unit (26) for storing target status data (ZDS) from pantographs (4), which is automatically generated by machine learning from a large number of actual status data (ZDI ) the pantograph (4) are generated, a detection unit (27) accessing the storage unit (26) for detecting the deviations (ΔZD) by means of a trained neural network, and a message unit (28) for transmitting a detected deviation (ΔZD) indicative status messages (ZM) to one or more output devices (29) of message recipients. Thereby the system (22) overcomes disadvantages of the prior art.

Description

The invention relates to a system for monitoring the condition of electrically driven vehicles according to the preamble of patent claim 1.

Current collectors for feeding electrical energy from an electrical overhead line system into a vehicle are subject to operational wear and tear and can suffer defects, for example due to external mechanical violence or electrical errors or faults. A worn or defective pantograph can not only affect the power supply to the vehicle, but also harbors the risk of damaging the overhead contact line system and causing other hazards. A failure of the overhead contact line system also prevents all vehicles driving on the route with damaged overhead lines from drawing energy and must be avoided. For this purpose, the operational suitability of pantographs is checked in different ways. Systems are known which monitor particularly critical components of the pantograph, such as the carbon contact strips of the contact strips, during vehicle operation. The general condition of pantographs is assessed type-specifically as part of maintenance work outside of vehicle operation by visual inspection. The actual condition in the periods between regular maintenance of individual pantographs is therefore not known and critical errors in particular are detected too late in case of doubt. In addition, unnecessary maintenance work may be carried out on intact pantographs. Due to the large number of manufacturers of pantograph types, there are very different requirements for pantograph inspections, which must be carried out by specially trained personnel, since there is no generally valid description of the condition of any pantograph. This is particularly important in the area of pantographs for road vehicles, since these are significantly more complex and diverse than pantographs for rail vehicles.

The European patent application EP 2 312 269 A1 shows a system for inspecting pantographs with at least one light source illuminating the pantograph and at least one camera. The camera is connected to a processor that evaluates the images to determine the condition of the pantograph. The light source is designed as a laser, which forms several parallel laser lines on the current collector. At least one analysis module in the processor compares the recorded laser lines with predetermined parameters and/or patterns in order to detect unevenness in the surface of the carbon contact strip and uneven wear of the carbon contact strip. Alternatively, the processor is also able to calculate the thickness of the carbon contact strip. The state of the horn of the pantograph is determined by means of the camera or at least one sensor unit connected to the processor. However, this known system requires precise information about the type and structure of the pantograph, in particular about the carbon contact strip and the horn.

From the international patent application WO 2015/007718 A2 a system for detecting a state of a pantograph of an electrically powered vehicle is known. It includes a video camera device for digitally recording images of the pantograph and an image evaluation device for evaluating the data from the recorded images. The current collector has optically detectable markings whose position and/or shape and/or surface area and/or color can be automatically detected by the image evaluation device. The marking of the pantograph extends in the direction of wear, with its position and/or shape and/or surface area and/or color changing with increasing wear. The contact strip has a continuous marking or several markings spaced apart from one another over its working width. This known system requires special markings on the contact strip.

The invention is therefore based on the object of providing a generic system which overcomes the aforementioned disadvantages.

The object is achieved by a system of the type mentioned with the features specified in the characterizing part of patent claim 1.

Such a system is designed and provided for monitoring the status of electrically driven vehicles, in particular road vehicles but also rail vehicles, which have a pantograph for feeding in electrical energy from an electrical catenary system installed along a route traveled by the vehicle. Such a system comprises a sensor device arranged on the roadway side and having sensor units for determining actual status data of pantographs of passing vehicles from sensor data recorded by the sensor units. It also includes an evaluation device for the automated detection of discrepancies between the recorded actual status data of a pantograph and target status data of this downstream employee. According to the invention, the evaluation device has a memory unit for storing target status data of pantographs, which is generated automatically by machine learning from a large number of actual status data of the pantographs determined in a learning phase of the evaluation device. Furthermore, the evaluation device has a recognition unit that accesses the memory unit for recognizing the deviations by means of a trained neural network. In addition, the evaluation device has a reporting unit for transmitting status reports indicating a detected deviation to one or more output devices of report recipients.

In the learning phase, actual status data from pantographs is recorded and analyzed using machine learning algorithms until a target status is automatically modeled for each type of pantograph. The modeled target states can be continuously improved by newly acquired actual state data during the operating phase of the evaluation device. For new types of pantographs, further target status data are modeled after a sufficient amount of actual status data has been recorded. Newly generated or improved target status data for a type of pantograph is stored in the storage unit. In the operating phase, the recognition unit accesses the storage unit in order to compare the detected actual status data of a pantograph mounted on a vehicle passing the sensor device with target status data of this type of pantograph stored in the storage unit. This comparison takes place automatically using a trained neural network and provides detected deviations in the actual status data from the target status data. The actual status data recorded by the sensor device and the modeled target status data of the various types of pantographs are used as training data. In order to train the neural network, actual status data annotated by specialists through visual inspection with regard to existing deviations from target status data can also be included. Deviations that can be detected by the sensor units include wear and tear, cracks and spalling on contact strips, as well as bent, damaged and misaligned or missing components of the pantograph. How critical the detected deviations are can also be assessed in a training phase by the interaction of people and algorithms of the neural network. If a deviation is detected, a status message can be transmitted to an output device of a message receiver by means of the message unit depending on the degree of the deviation. For example, the status report to a driver of a detected vehicle can contain an ironing command to lower the analyzed pantograph in order to avoid damage to the overhead contact line system due to a defective or worn pantograph. The ironing command can also be transmitted directly to a control unit of the pantograph in order to trigger an automatic lowering of the pantograph if necessary. The status message can also contain information described below and can be transmitted to other appropriate message recipients.

In an advantageous embodiment of the system according to the invention, the sensor device has one or more sensor units for detecting sensor data representing geometric variables of the pantograph. One or more of the sensor units can be designed as a video camera for capturing video image data of the pantograph. Additionally or alternatively, one or more of the sensor units can be designed as a radar detector for acquiring radar image data of the pantograph. Additionally or alternatively, one or more of the sensor units can be designed as a laser scanner or as a time-of-flight camera for capturing 3D point cloud data of the pantograph. Sensor units can capture sensor data of the pantograph from different perspectives in order to be able to determine the desired geometrical parameters of the pantograph by merging the sensor data. In particular, lengths, distances, positions, radii, angles, positions as well as corners, edges and surfaces of components of the current collector come into consideration as geometric parameters. In this way, the dimensions and the position angle of contact strips of the current collector, in particular the heights of the contact strip describing the current wear profile, as well as the position, size and depth of cracks and eruptions in the contact strip can be recorded. The dimensions and position of other components of the current collector on a vehicle can also be recorded as geometric parameters of the current collector, such as discharge horns arranged to the side of the contact strips, seesaws carrying the contact strips, articulated support rods carrying the seesaws, as well as insulators and the like. By comparing the actual status data of a pantograph recorded from this sensor data with the corresponding target status data stored in the memory unit, the detection unit can detect residual heights of the contact strip profile in millimeters or as a percentage compared to a new contact strip and the presence, positions and dimensions of cracks and Detect cracks in the contact strip. Deflections, damage, misalignments or missing components of the Pantograph are recognized as deviations between actual and target status data. A misalignment is recognized in particular when components of the pantograph protrude above a contact level defined by the contact strips of a seesaw to the contact wire.

In an advantageous embodiment of the system according to the invention, the sensor device has one or more sensor units for detecting sensor data representing thermodynamic variables of the current collector and/or sensor data representing acoustic variables of the current collector and/or sensor data representing electromagnetic field variables of the current collector. One of the sensor units can be designed as a thermographic camera, for example, and can record a temperature distribution on the component surfaces of a current collector. From the comparison of actual status data determined in this way with target status data of the pantograph, unusual hot spots, for example, which can be caused by narrowed electrical conductor cross sections, for example, can be recognized and localized as deviations. Furthermore, abnormally high temperatures can be detected on the contact strip or contact wire. Another of the sensor units can be designed as a microphone, for example, and can record noises emitted by the current collector. The actual state deviates from a target state of the pantograph, which can be determined by operational wind noise and noise from sliding contact between contact strip and contact wire, due to unusual noises such as grinding, rattling and the like, which indicates loose, misaligned or hanging components of the pantograph close. Another of the sensor units can be designed, for example, as a field strength measuring device and can record electrical and/or magnetic field strengths in the area of the pantograph. From the discrepancies between actual and target status data, faults in electrical components that lead to increased emission values of electromagnetic fields can be inferred.

In a further advantageous embodiment of the system according to the invention, the evaluation device has an annotation unit which is designed to recognize from detected sensor data whether a vehicle has a pantograph and to determine what type of pantograph it is, and determined from sensor data to annotate actual status data and target status data by adding type data representing the specific type of pantograph. This can improve both the learning or training phase and the operating phase of the system, since the stock of target status data to be compared is significantly restricted by knowledge of the pantograph type that corresponds to the actual status data. In addition, information about the type of pantograph relevant to the deviation can be added to the status report.

In a further advantageous embodiment of the system according to the invention, the evaluation device is designed to obtain identity data identifying the vehicle from sensor data recorded for a passing vehicle and to assign the obtained identity data of the vehicle to the determined actual status data of the pantograph of this vehicle. A vehicle's identification data can be, for example, the registration number on a number plate or another identification feature on the pantograph or on the vehicle, which can be obtained by algorithms for automatic number plate recognition. This vehicle identification preferably takes place in a step preceding the discrepancy detection, in order to be able to better assign a subsequently identified discrepancy between the actual and the target status data of a pantograph to the associated vehicle. The vehicle's identity data can be added to a status report about detected deviations of its pantograph.

In a further advantageous embodiment of the system according to the invention, the evaluation device also has a database in which identity data from vehicles with pantographs are stored, and a comparison unit for comparing identity data obtained from detected sensor data with identity data stored in the database. In addition to the identity data, the type of current collector installed in this vehicle could also be stored in the database. From the number plate comparison, the comparison unit recognizes the vehicles with pantographs among the many road vehicles approaching or passing the sensor device. The sensor device only has to collect sensor data from vehicles with pantographs and make them available for evaluation. In the case of vehicles with lowered pantographs in particular, it is more difficult to identify whether the vehicle has a pantograph without knowing the identity date.

In a further advantageous embodiment, the system according to the invention comprises a route-side measuring device for detecting a pantograph contacting a contact wire of the overhead line system of a vehicle approaching the sensor device, the measuring device being designed to to measure pantograph-related lift of the contact wire and / or a conditional by the pantograph height of the vehicle, and to transmit a registration signal to the sensor device upon detection of a vehicle with pantograph. Viewed in the direction of travel, the measuring device is positioned in front of the sensor device. It can have a light barrier that scans under the contact wire of the overhead line system and is triggered by a wired pantograph. Alternatively or additionally, the measuring device can have a distance sensor arranged above the contact wire, which measures the uplift of the contact wire caused when a pantograph grinding the contact wire passes through. When a vehicle with a pantograph is detected, the sensor device can be activated. The contact force acting between contact strips and contact wire can also be deduced from the measured contact wire lift. The contact force can also be recorded as part of the status data. If the actual state deviates from the target state, it can be concluded that the pantograph's lifting device is faulty or that the height of the contact wire is abnormal.

In a further advantageous embodiment of the system according to the invention, the reporting unit is designed to transmit a status report to a vehicle-side output device for a vehicle driver of the vehicle affected by the deviation, and/or an operations center-side output device for a holder or operator of the vehicle affected by the deviation, and/or or an operations control center output device for an operator of the overhead line system contacted by the vehicle affecting the deviation, and/or a police control center output device of a police control center responsible for the route traveled by the vehicle affecting the deviation. Depending on the recipient of the message, a status message can have different information content in connection with a detected deviation from actual to target status data of a monitored pantograph. The driver of the vehicle in question can be given a command to disconnect the pantograph in the event of serious deviations or an instruction to maintain or repair the pantograph in the event of simpler deviations via a status message. The vehicle-side output device can be formed by a control lamp and/or a display screen in the driver's cab. The owner or operator of the affected vehicle, for example a freight forwarder whose fleet the affected vehicle belongs to, can receive additional information about preventive maintenance in the event of minor deviations via a status report. The operator of the overhead line system and/or the monitoring system according to the invention can receive information about vehicles that have been temporarily excluded from using the overhead line system due to the determined actual state of the pantograph via a status report. The operator of the system can be the Federal Office for Goods Transport. It can receive information on the condition of a pantograph via a status report and ensure that vehicles with damage to the pantograph do not use the overhead contact line system until the damage has been repaired in order to avoid consequential damage to the infrastructure. In order to enforce such bans, the police can be informed at the same time about status reports. The transmission of status reports to central output devices can be transmitted by e-mail or via a short message service (SMS) or other electronic methods.

A status report can include information about the time and place of the condition monitoring carried out, the vehicle registration number of the vehicle of the monitored pantograph, the type and, if applicable, the manufacturer of the monitored pantograph, the width, length and remaining height of the collector strips of the monitored pantograph, damage to collector strips of the monitored pantograph such as the position and depth and size of cracks or eruptions, the angle of the contact strips of the monitored pantograph relative to the contact wire, the temperature, noise or field deviations from the target state of the monitored pantograph, loose, damaged or missing components such as discharge horns or rockers of the monitored pantograph, or via the contact force exerted on the contact wire by the monitored pantograph. Reporting limits for the various deviations can be defined in the evaluation device, once which the transmission of status reports is triggered.

In a further advantageous embodiment of the system according to the invention, the sensor device is designed to determine actual status data of other vehicle parts of passing vehicles, and the evaluation device is designed to automatically detect deviations between the recorded actual status data of another vehicle part and target status data of this other vehicle part . In addition to the pantograph, other vehicle parts can be monitored in an analogous manner with the system according to the invention, provided their condition can be detected directly by sensor units of the sensor device or by combination or fusion of the sensor data.

• 1 ein erfindungsgemäßes System zur Zustandsüberwachung eines Stromabnehmers eines Fahrzeugs in Seitenansicht und
• 2 ein Typ eines zu überwachenden Stromabnehmers in perspektivischer Ansicht

schematisch veranschaulicht sind.Further advantages and properties of the system according to the invention result from the following description of an embodiment with reference to the drawings, in which

• 1 a system according to the invention for monitoring the condition of a pantograph of a vehicle in side view and
• 2 A perspective view of a type of pantograph to be monitored

are illustrated schematically.

An electrically powered vehicle 1 refers according to 1 while driving on a route 2 electrical energy from an electrical overhead line system 3 by means of a pantograph 4. In the illustrated embodiment, the vehicle 1 is designed as a diesel-electrically driven semitrailer tractor, which travels on a route 2 designed as a multi-lane trunk road or motorway. Likewise, the vehicle 1 can be designed as a locomotive, train or tram, which travels on a route 2 designed as a track. The overhead contact line system 3 provides electrical energy for the vehicle 1 via at least one contact wire 5 running above an electrified lane of the guideway 2, which is suspended in a manner known per se via hangers 6 on carrying cables 7. Due to the ground-insulating rubber-tired vehicle wheels 8 of the road vehicle 1, the overhead line system 3 has two poles, ie it has two chain systems running next to one another with contact wires 5 designed as forward and return conductors. The catenaries are carried by lateral brackets 9 which are fastened to masts 10 erected on the side of the guideway 2 and protrude from them over the guideway 2 . The vehicle 1 comprises an electric or hybrid-electric traction drive 11, for whose supply of traction energy the pantograph 4 is provided, which is supported, for example, via its main frame 12 on the vehicle frame 13 of the vehicle 1.

the inside 2 The type of pantograph 4 shown has, for example, a pantograph-like erectable support linkage with a lower arm 14 and an upper arm 15 connected to it in an articulated manner. The lower arm 14 is supported on the vehicle side on a base joint 16, while the upper arm 15 on the contact wire side carries a contact rocker 17 with two contact strips 18 arranged one behind the other in the longitudinal direction X of the vehicle. The elongate contact strips 18 extend in the vehicle transverse direction Y and are equipped at their lateral ends with discharge horns 19 bent downwards. The support linkage can be set up by means of a lifting device 20 designed as an air bellows, as a result of which the contact strips 18 move from a lower rest position to an upper contact position according to FIG 1 can be raised along a vehicle vertical direction Z. In order to parallelly raise the contact plane defined by the contact strips 18, the current collector 4 comprises a known parallel guide linkage made up of tie rods 21 and coupling rods, not shown in detail, which articulately connect the lower arm 14 to the contact rockers 17. In the contact position, the contact strips 18 of a contact pole are pressed against the contact wire 5 assigned to this contact pole in order to produce an electrical contact.

According to FIG 1 a system 22 according to the invention is provided, which is also called monitoring system 22 or condition monitoring system 22 in the following description. Although the status monitoring of pantographs 4 is described with the exemplary embodiment shown, the system 22 can also be used to monitor the status of other vehicle parts 4′, for example body parts, window panes, add-on parts, vehicle wheels and the like.

The monitoring system 22 comprises a sensor device 23 with one or preferably several sensor units 24 arranged on the route side at predefined measurement cross sections in the network of the routes 2 traveled by the vehicles 1. The sensor units 24 record sensor data SD, from which actual status data ZDI of pantographs 4 and, if necessary, other vehicle parts 4 'passing vehicles 1 are determined. For this purpose, the sensor units 24 are preferably attached to scaffolding, gantries, or other infrastructure facilities in the area of the roadway 2 above passing vehicles 1 and may be differently positioned and aligned to acquire the sensor data SD required to determine the actual status data ZDI. The system 22 also includes an evaluation device 25 for the automated detection of deviations ΔZD between the recorded actual status data ZDI of a pantograph 4 and target status data ZDS of this type of pantograph 4. The evaluation device 25 has a storage unit 26 for storing target status data ZDS of pantographs 4 on. The target status data ZDS are automatically generated by machine learning from a large number of actual status data ZDI of the pantographs 4 determined in a learning phase of the evaluation device 25 . Furthermore, the evaluation device 25 has a recognition unit 27 that accesses the memory unit 26 for recognizing the deviations ΔZD. Deviations ΔZD are detected by means of a trained neuro nal network. In addition, the evaluation device 25 has a message unit 28 for transmitting status messages ZM indicating a detected deviation ΔZD to one or more output devices 29 of message receivers.

The sensor device 23 has one or more sensor units 24 for detecting sensor data SDG representing geometric variables of the current collector 3 . Thus, one or more of the sensor units 24 can be embodied as a video camera 24V for capturing video image data of the pantograph 4 . Additionally or alternatively, one or more of the sensor units 24 can be embodied as a radar detector 24R for acquiring radar image data of the pantograph 4 . Additionally or alternatively, one or more of the sensor units 24 can be embodied as a laser scanner 24L or as a time-of-flight camera for capturing 3D point cloud data of the pantograph 4 . These sensor units 24V, 24R, 24L can capture sensor data SDG of the pantograph 3 from different viewing directions in order to be able to determine the desired geometric variables of the pantograph 4 by merging the sensor data SDG. In particular lengths, distances, positions, radii, angles, positions as well as corners, edges and surfaces of components of the current collector 4 come into consideration as geometric variables. In this way, the dimensions and the position angle of contact strips 18 of the current collector 4, in particular the heights of the contact strip describing the current wear profile, as well as the position, size and depth of cracks and breakouts in the contact strip can be recorded. The dimensions and position of other components of the current collector 4 on a vehicle 1 can also be recorded as geometric variables of the current collector 4, for example of discharge horns 19 arranged to the side of the contact strips 18, of contact rockers 17 carrying the contact strips 18, of an articulated support linkage carrying the contact rockers 17 14, 15 as well as insulators and the like. By comparing actual status data ZDI of a pantograph 4 recorded from this sensor data SDG with corresponding target status data ZDS stored in storage unit 26, detection unit 27 can calculate residual heights of the contact strip profile in millimeters as deviations ΔZD or as a percentage in comparison to a new contact strip of contact strips 18 and detect the presence, locations and dimensions of cracks and chipping in the contact strip. Deflections, damage, misalignments or the absence of components of the pantograph 4 can also be recognized as deviations ΔZD between actual ZDI and target status data ZDS. A misalignment is recognized in particular when components of the pantograph 4 protrude upwards beyond a contact plane defined by the contact strips 18 of a contact rocker 17 to the contact wire 5 .

Furthermore, the sensor device 23 can have one or more sensor units 24 for detecting sensor data SDT representing thermodynamic variables of the current collector 4 . One of the sensor units 24 can be in the form of a thermographic camera 24T, for example, and can record a temperature distribution on the component surfaces of a current collector 4 . From the comparison of actual status data ZDI determined in this way with target status data ZDS of pantograph 4, deviations ΔZD, for example, can be used to identify and localize unusual hot spots, which can be caused, for example, by narrowed electrical conductor cross sections. Furthermore, abnormally high temperatures on contact strip 18 or contact wire 5 can be detected as deviation ΔZD.

Furthermore, the sensor device 23 can have one or more sensor units 24 for detecting sensor data SDA representing acoustic variables of the pantograph 4 . One of the sensor units 24 can be embodied, for example, as a microphone 24M and can record noises emitted by the current collector 4 . From a target state ZDS of pantograph 4, which can be determined by operational wind noise and sliding contact noise between contact strip 18 and contact wire 5, an actual state ZDI can differ by unusual noises, such as grinding, rattling and the like, deviations ΔZD, which on loose, misaligned or hanging components of the pantograph 4 can be closed.

Furthermore, the sensor device 23 can have one or more sensor units 24 for detecting sensor data SDE representing electromagnetic field variables of the pantograph 4 . One of the sensor units 24 can be embodied, for example, as a field strength measuring device 24E and can record electric and/or magnetic field strengths in the area of the current collector 4 . From the deviations ΔZD between the actual ZDI and the target status data ZDS, faults in electrical components of the pantograph 4, which lead to increased emission values of electromagnetic fields, can be inferred.

Furthermore, the sensor device 23 can have one or more sensor units (not shown) for detecting sensor data representing vibrations of the pantograph 4 . One of the sensor units can be designed as an acceleration sensor, for example, in order to detect vibration patterns of vibrating parts of the pantograph 4 .

In the learning phase of the evaluation device 25, actual status data ZDI of pantographs 4 is recorded and analyzed using machine learning algorithms until target status data ZDS is automatically modeled for each type of pantograph 4. The modeled target status data ZDS can be continuously improved by newly recorded actual status data ZDI during the operating phase of the evaluation device 25 . For newly added types of pantographs 4, additional target status data ZDS are modeled after a sufficient number of actual status data ZDI have been recorded. Newly generated or improved setpoint status data ZDS for a type of pantograph 4 is stored in the storage unit 26 . In the operating phase, the recognition unit 27 accesses the storage unit 26 in order to compare the recorded actual status data ZDI of a pantograph 4, which is mounted on a vehicle 1 passing the sensor device 23, with the target status data ZDS of this pantograph type 4 stored in the storage unit 26 compare. This comparison takes place automatically using a trained neural network and provides recognized deviations ΔZD of the actual status data ZDI from the target status data ZDS. The actual status data ZDI recorded by the sensor device 23 and the modeled target status data ZDS of the various types of pantographs 4 are used as training data. In order to train the neural network, actual status data ZDI annotated by specialists through visual inspection with regard to existing deviations ΔZD from target status data ZDS can also be included. Deviations ΔZD that can be detected by the sensor units 24 include wear and tear, cracks and spalling on contact strips 18 and bent, damaged and incorrectly positioned or missing components of the current collector 4, but also abnormal temperatures, noise and electromagnetic field emissions. How critical the detected deviations ΔZD are can also be assessed in a training phase by the interaction of people and algorithms of the neural network.

If a deviation ΔZD is detected, a status message ZM can be transmitted to an output device 29 of a message receiver by means of the message unit 28 depending on the degree of the deviation. The status report ZM to a driver of a detected vehicle 1 can contain an ironing command to lower the analyzed pantograph 4 in order to avoid damage to the overhead line system 3 by the defective or worn pantograph 4 . The status message ZM can also contain information that is described further below and can be transmitted to other appropriate message recipients.

The evaluation device 25 has an annotation unit 30 which is designed to recognize from the detected sensor data SD whether a vehicle 1 has a pantograph 4 . The annotation unit 30 is also designed to determine the type of current collector 4 . The annotation unit 30 then annotates actual status data ZDI and target status data ZDS determined from sensor data SD, in each case by adding type data TD representing the specific type of pantograph 4 . This can improve both the learning or training phase and the operating phase of the system 22, since the stock of target status data ZDS to be compared is significantly restricted by knowledge of the pantograph type 4 corresponding to the actual status data ZDI. In addition, the information about the current collector type TD relevant to the deviation ΔZD can be added to the status report ZM.

Evaluation device 25 is also designed to obtain identity data ID identifying vehicle 1 from sensor data SD recorded for a passing vehicle 1, and to assign the obtained identity data ID of vehicle 1 to the determined actual status data ZDI of pantograph 4 of this vehicle 1. This can be done by the annotation unit 30, for example. The identity data ID of a vehicle 1 can be, for example, the registration number on a number plate or another identification feature on the pantograph 4 or on the vehicle 1, which can be obtained by algorithms for automatic number plate recognition. This vehicle identification preferably takes place in a step preceding the deviation detection in order to be able to better assign a subsequently detected deviation ΔZD of the actual ZDI from the target status data ZDS of a pantograph 4 to the associated vehicle 1 . The identity data ID of the vehicle 1 can be added to a status report ZM about detected deviations ΔZD of its pantograph 4 .

The evaluation device 25 also has a database 31 in which identity data ID of vehicles 1 with pantographs 4 are stored. In addition, the evaluation device 25 has a comparison unit 32 for comparing identity data ID obtained from detected sensor data SD with identity data ID stored in the database 31 . In addition to the identity data ID, type data TD of the current collector 4 installed in this vehicle 1 could also be stored in the database 31 . The comparison unit 32 recognizes from the number plate comparison among the many vehicles approaching or passing the sensor device 23 1 those with pantographs 4. The sensor device 23 only has to record sensor data SD from vehicles 1 with pantographs 4 and make them available for evaluation. Particularly in the case of vehicles 1 with lowered pantographs 4, without knowing the identity data ID it is more difficult to recognize whether it is a vehicle 1 with a pantograph 4.

The system 22 according to the invention can have a measuring device 33 on the route side for detecting a pantograph 4 of a vehicle 1 approaching the sensor device 23 and contacting a contact wire 5 of the overhead contact line system 3 . The measuring device 33 is designed to measure a lift of the contact wire 5 caused by the current collector 4 and has, for example, a distance sensor arranged above the contact wire 5, which measures the lift of the contact wire 5 caused when a current collector 4 grinding the contact wire 5 passes through. and to transmit a registration signal AS to the sensor device 23 when a vehicle 1 with a pantograph 4 is detected. Alternatively, the measuring device can measure the height of the vehicle 1 caused by the installed pantograph 4 by having a light barrier that scans under the contact wire 5 of the overhead line system 3 and is triggered by a wired pantograph 4 . The measuring device 33 is located in front of the sensor device 23 as viewed in the direction of travel of the vehicle 1 . When a vehicle 1 with pantograph 4 is detected, the sensor device 23 can be activated. The contact force FK acting between contact strips 18 and contact wire 5 can also be deduced from the measured contact wire lift. The contact force FK can also be recorded as part of the actual status data ZDI. In the event of deviations ΔZD of the actual ZDI from the target status data ZDS, a faulty lifting device 20 of the pantograph 4 or an abnormal contact wire height can be inferred.

The message unit 28 is designed to transmit a status message ZM to an output device 29 of a message receiver. Depending on the message receiver, a status report ZM can have different information content in connection with a detected deviation ΔZD from actual ZDI to target status data ZDS of a monitored pantograph 4 .

The output device 29 can be a vehicle-side output device 29F for a vehicle driver of the vehicle 1 relating to the deviation ΔZD. The driver of the relevant vehicle 1 can be given a command to disconnect the pantograph 4 in the event of serious deviations ΔZD or an instruction to maintain or repair the pantograph 4 in the event of simpler deviations ΔZD via a status message ZM. The vehicle-side output device 29F can be formed by a pilot lamp and/or a display screen in the cab 34 of the vehicle 1 .

The output device 29 can also be a central output device 29Z of a central office 35 . The central office 35 can be maintained by a keeper or operator of the vehicle 1 affected by the deviation ΔZD, for example a freight forwarder whose fleet the vehicle 1 concerned belongs to. A status message ZM can also provide information on preventive maintenance in the event of minor deviations ΔZD. The central office 35 can also be maintained by an operator of the overhead line system 3 contacted by the vehicle 1 relating to the deviation ΔZD or of the system 22 recognizing the deviations ΔZD. The operator of the overhead contact line system 3 and/or the monitoring system 22 according to the invention can receive information about vehicles 1 via a status report ZM that have been temporarily excluded from using the overhead contact line system 3 based on the determined actual status data ZDI of the pantograph 4 . The operator of the system 22 can be the Federal Office for Goods Transport. Via a status report ZM, it can receive information on the status of a pantograph 4 and ensure that vehicles 1 with damage to the pantograph 4 do not use the overhead contact line system 3 until it has been repaired, in order to avoid consequential damage to the infrastructure. The central office 35 can also maintain the police, which is responsible for the route 2 traveled by the vehicle 1 relating to the deviation ΔZD. In order to enforce bans on contacting overhead line system 3, the police can be informed at the same time via status reports ZM. Status reports ZM can be transmitted to central output devices 29Z by e-mail or via a short message service (SMS) or via another electronic method.

For this purpose, a status report ZM can contain information about the time and location of the condition monitoring carried out, the vehicle registration number ID of the vehicle 1 of the monitored pantograph 4, type data TD and, if applicable, the manufacturer of the monitored pantograph 4, the width, length and remaining height of contact strips of the monitored pantograph 4, damage to contact strips of the monitored current collector 4, such as the position and depth and size of cracks or eruptions, the position angle of contact strips 18 of the monitored current collector 4 relative to the contact wire 5, over Temperature, noise or field deviations from the target state of the monitored pantograph 4, loose, damaged or missing components such as discharge horns 19 or contact rockers 17 of the monitored pantograph 4, or the contact force exerted on the contact wire 5 of the monitored pantograph 4. In the evaluation device 25 reporting limits for the various deviations ΔZD can be defined, when they are reached the transmission of status reports ZM is triggered.

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• EP 2312269 A1 [0003]
• WO 2015007718 A2 [0004]

Claims (9)

System (22) for monitoring the condition of electrically driven vehicles (1), in particular road vehicles, which have a current collector (4) for feeding in electrical energy from an electrical catenary system (3) installed along a route (2) traveled by the vehicle (1). , comprising - a sensor device (23) arranged on the track side and having sensor units (24) for determining actual status data (ZDI) of pantographs (4) of passing vehicles (1) from sensor data (SD) recorded by the sensor units (24), and - an evaluation device (25) for the automated detection of deviations (ΔZD) between the recorded actual status data (ZDI) of a pantograph (4) and target status data (ZDS) of this pantograph (4), characterized in that the evaluation device (25) has - A storage unit (26) for storing target status data (ZDS) of pantographs (4), which is automated by machine learning a from a large number of current collector (4) status data (ZDI) determined in a learning phase of the evaluation device (25), - a detection unit (27) accessing the storage unit (26) for detecting the deviations (ΔZD) by means of a trained neural network, and - a message unit (28) for transmitting status messages (ZM) indicating a detected deviation (ΔZD) to one or more output devices (29) of message receivers. system (22) according to claim 1 - wherein the sensor device (23) has one or more sensor units (24V, 24R, 24L) for detecting sensor data (SDG) representing geometric variables of the pantograph (4). System (22) according to any one of the preceding claims, - wherein the sensor device (23) has one or more sensor units (24T, 24, A, 24E) for detecting sensor data (SDT) representing thermodynamic variables of the current collector (4) and/or sensor data (SDA ) and/or sensor data (SDE) representing electromagnetic field variables of the pantograph (4). System (22) according to one of the preceding claims, wherein the evaluation device (25) has an annotation unit (30) which is designed to - recognizing from detected sensor data (SD) whether a vehicle (1) has a pantograph (4) and to determine what type of pantograph (4) it is, and - to annotate actual status data (ZDI) and target status data (ZDS) determined from sensor data (SD) by adding type data (TD) representing the specific type of pantograph. System (22) according to one of the preceding claims, wherein the evaluation device (25) is designed to - to obtain an identity data item (ID) identifying the vehicle (1) from sensor data (SD) recorded for a passing vehicle (1), and - Assign the obtained identity data (ID) of the vehicle (1) to the determined actual status data (ZDI) of the pantograph (4) of this vehicle (1). system (22) according to claim 5 , wherein the evaluation device (25) also has - a database (31) in which identity data (ID) of vehicles (1) with pantographs (4) are stored, and - a comparison unit (32) for comparing sensor data (SD ) obtained identity data (ID) with in the database (31) stored identity data (ID). System (22) according to one of the preceding claims, comprising a route-side measuring device (33) for detecting a pantograph (4) contacting a contact wire (5) of the overhead contact line system (3) of a vehicle (1) approaching the sensor device (23), wherein the Measuring device (33) is designed to - to measure a lift of the contact wire (5) caused by the pantograph (4) and/or a height of the vehicle (1) caused by the pantograph (4), and - To transmit a registration signal (AS) to the sensor device (23) upon detection of a vehicle (1) with pantograph (4). System (22) according to one of the preceding claims, in which the reporting unit (28) is designed to transmit a status report (ZM) to - a vehicle-side output device (29F) for a vehicle driver of the vehicle (1) relating to the deviation (ΔZD), and/or - an operations center output device (29Z) for a holder or operator of the vehicle (1) relating to the deviation (ΔZD), and/or - an operations center output device (29Z) for an operator of the vehicle (1) relating to the deviation (ΔZD) 1) contacted overhead line system (3), and/or - an output device (29Z) at the police headquarters for the deviation from the (ΔZD) relevant vehicle (1) traveled route (2) competent traffic police. System (22) according to any one of the preceding claims, - wherein the sensor device (23) is designed to determine actual status data (ZDI) of other vehicle parts (4) passing vehicles (1), and - The evaluation device (25) is designed for the automated detection of deviations (ΔZD) between the recorded actual status data (ZDI) of a further vehicle part (4') and target status data (ZDS) of this further vehicle part (4').

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