EP2483127A1 - Procédé et système de contrôle de pantographes, de gabarits d'isolement et de la position horizontale et verticale du fil de contact au niveau des convois ferroviaires - Google Patents

Procédé et système de contrôle de pantographes, de gabarits d'isolement et de la position horizontale et verticale du fil de contact au niveau des convois ferroviaires

Info

Publication number
EP2483127A1
EP2483127A1 EP10743115A EP10743115A EP2483127A1 EP 2483127 A1 EP2483127 A1 EP 2483127A1 EP 10743115 A EP10743115 A EP 10743115A EP 10743115 A EP10743115 A EP 10743115A EP 2483127 A1 EP2483127 A1 EP 2483127A1
Authority
EP
European Patent Office
Prior art keywords
train
contact wire
cameras
camera
detected
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP10743115A
Other languages
German (de)
English (en)
Other versions
EP2483127B1 (fr
Inventor
Joachim Kaiser
Nils-Michael Theune
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Priority to PL10743115T priority Critical patent/PL2483127T3/pl
Publication of EP2483127A1 publication Critical patent/EP2483127A1/fr
Application granted granted Critical
Publication of EP2483127B1 publication Critical patent/EP2483127B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
    • B61K9/02—Profile gauges, e.g. loading gauges
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/02—Electric devices associated with track, e.g. rail contacts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/12—Electric devices associated with overhead trolley wires
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
    • B61L27/57—Trackside diagnosis or maintenance, e.g. software upgrades for vehicles or trains, e.g. trackside supervision of train conditions

Definitions

  • the invention relates to the control of vehicle associations, in particular to electrified railroad associations, wherein compliance with prescribed clearance gauge, prescribed contact wire positions and the standard-compliant implementation of pantographs is checked.
  • Rail freight transport will rise sharply over the next few years, according to forecasts. For this reason, intelligent solutions are required for the processing and control of the upcoming goods flows.
  • Today's rail freight transport is characterized by competition with road freight transport. In order here to be successful, factors such as cost, performance and reliability of critical importance Be ⁇ are.
  • the principle of the article according to the patent DE 19508730 Cl is that the detection of goods and passenger cars and their ranking in the train during the passage past a process performing reading station is used.
  • a picture is taken with the aid of a fast line scan camera with a number of 2048 pixels during the passage of the train.
  • This process is triggered by one or more wheel sensors.
  • a lighting unit in particular with light-emitting diodes / LED is present in addition to the railway line.
  • the recorded data of a train are compared with the desired car train from a previous message.
  • the sensors of the system are used to record features of freight wagons which allow conclusions to be drawn about their identity. Typical features are axle pattern, axle weight and car number. Depending on the feature and feature combination, the degree of novelty of recognition can be determined down to uniqueness.
  • the actual wagon series with the previously The target set of wagons is compared and the consistency of the data is checked.
  • the method according to DE 19508730 Cl describes a video-optical system which only an object he fills ⁇ . This is the reading of individual car numbers on each individual car or locomotive and their evaluation. The results can be fed to a post-processing software, whereby then in principle a special form of the "Optical Character Recognition / OCR" exists. Other He ⁇ results of are not provided by the cited process.
  • the Fahrdrahthub is determined according to the current state of the art, for example with the aid of a cable potentiometer, in which on one side a rope is attached via a guide roller points on the contact wire and at the other end of the rope, the lifting or lowering movement via a resistance change to a Cable pull potentiometer is detected.
  • a disadvantage of this form of Anhub Kli the need is ness of a fastening of the cable by means of a contact wire ⁇ terminal in a high-voltage potential of typically 15 kV.
  • the corresponding Stre ⁇ ckenabites must be decoupled voltage technical and transport links. This means significant costs and downtime. Furthermore arise due to design
  • the prior art is yet another system to mention, which is based on a capacitive distance measurement.
  • an elastic sensor arm is suspended by a cross bar above the contact wire on the same and firmly connected with him.
  • the changes in the contact wire height are detected as a capacitance change at the capacitor of the sensor arm.
  • Such a system is used for example by a Norwegian company.
  • the power supply at high voltage level is carried out optionally via battery / rechargeable battery or in combination with a solar panel.
  • the data transfer from high voltage to zero potential is done optically
  • the invention has for its object to describe a method and a device, which essential features of train assemblies and overhead wires in the catenary controls, errors can be detected and quantified. Furthermore, a device in the manner of a measuring station on the route of a train is to describe.
  • the invention is based on the recognition that in order to con ⁇ trolls of train sets for the testing of at least the quality of current collectors, compliance with the clearance gauge of a train formation or the actual position of the contact wire at a location of the route fixed cameras can be used, the characteristics take up of the train or to kon ⁇ troll Schlour elements and perform an evaluation unit, so that at least a nominal-actual comparison for error lererkennung is executable.
  • Means Minim ⁇ least two is on the driving route of the train is interrupted ⁇ ter and are each vertically aligned from the top to an edge of the train ⁇ Association upper cameras compliance with a maximum clearance dimension controlled.
  • the Vertika ⁇ le location of the trolley wire is directly measured at the location of the camera and thus a measure of the vertical force pressing the Stromabneh ⁇ mers of the contact wire of a passing train set ⁇ be true.
  • the at least one lateral camera is set ⁇ .
  • the horizontal position of the contact wire is again ge ⁇ measure directly at the site of the camera and determines a measure with which the horizontal deflection forces are achieved at a point of the catenary. This is done by at least one upper camera.
  • the lateral dimensions of the flanks of the train and their exceedances or falls below the predetermined limits are measured.
  • the flanks of the train are monitored parallel to their surface by at least one upper camera.
  • the measurement of the state of the contact strips, of the pantograph head, the pantograph linkage and the roof structures is also compared directly at the site of a lateral camera vermes ⁇ sen and setpoints.
  • the cameras used can be two-dimensional cameras with a flat-trained camera chip.
  • one-dimensional resolution line scan cameras are particularly advantageous. since the one-dimensional resolution of the camera is combined with the suk ⁇ zessiven recording when passing train band to represent a two-dimensional image.
  • the orientation of the line scan cameras must be such that their field of view or the resolution of the camera is transverse to the travel distance of the train or to its direction of movement.
  • the control system according to the invention can identify faults and assign them to a specific area of the train. It is particularly advantageous to determine the fault location on the train ⁇ association.
  • Usable is a car identification system. This can have any structure and structure, it being advantageous if, for example, codes attached to wagons can be triggered simultaneously with the cameras of the measuring system.
  • the at least one side camera is used for example at least one further if the area of the top line or the contact wire for determining the contact wire height can be detected with a single camera simultaneously, and simultaneously attached to a carriage ⁇ brought coding is detected. In the case of two lateral cameras mounted one above the other at a certain distance from one another, the detection of one respective feature would be possible without problems.
  • the at least two upper cameras In order to reliably receive the two flanks of a train formation, left and right flank, the at least two upper cameras must be aligned in such a way that they observe the pull flank in parallel from above. Since the cameras can resolve parallel to the direction of travel, protruding objects are visible to the outside.
  • a strip image is advantageously created, which can be generated at the complete passage of a train at a corresponding measuring point.
  • Figure 1 shows a train 9, on which a Stromab ⁇ takers 9 and a contact wire 7 and a support cable 6 and two lateral line scan cameras 10, 1 are ⁇ arranged;
  • Figure 2 shows the image features corresponding to Figure 1 additionally, the illumination unit 40 that the fields of view of the upper cameras 20, 21, lights 22, and the intersection point 11 between the contact wire 7, and the field of view of the upper to ⁇ sharmlichen camera 22;
  • FIG. 3 shows an enlarged view of the upper one
  • Figure 4 shows a view corresponding to the prior art, wherein a carriage is marked 8, and a surface radiatinggraphsein ⁇ unit 2 which illuminates the carriage 8 from the side ⁇ , said attached to the traveling route ⁇ brought lateral camera 1 only for interpretation ⁇ solution of codes which are attached to the carriage 8, and a wheel sensor for triggering a corresponding record is used;
  • FIG. 5 shows an illustration corresponding to the prior art, to which is placed a reading unit for coding on a train with a lateral camera 1, a line camera, and a lighting unit 2, a wheel switch 3 and an evaluation unit 4 and a submitblen ⁇ de 5 for the camera.
  • a car identification system can be used as described for example in the European patent EP 0 877 695 Bl.
  • a gauge space a defined boundary line is be ⁇ draws, which is usually determined for the vertical transverse plane of a driving ⁇ way, for example, of roads or railroad tracks.
  • the clearance gauge prescribes the clear space to be filled in on the track of counterfeits and, on the other hand, it also serves as a design specification for the dimensioning of the intended vehicles. These may not exceed the prescribed limits in cross-section.
  • This contact wire position is the subject of acceptance tests of overhead line systems. For the permissible tolerances of the static rest position of the contact wire of standard overhead lines European standards apply.
  • the vertical position of the contact wire at the location of the line scan camera is determined, thereby determining a measure of the vertical contact force or contact force of the electric pantograph / pantograph of a passing train.
  • the measurement of the contact wire side deflection is essential since the values permitted by standardization, resulting from different regulations or resulting from manufacturer's specifications.
  • a strong lateral contact wire deflection can also be an indicator of a wrongly set or defective current collector or a defective contact strip. This is in serious cases, the continuation of the train to prevent in order to avoid a destruction of the overhead line.
  • the lateral dimensions ie the flanks of the train, are observed and their exceeding or falling below the statutory or supplied by the manufacturer data, based.
  • the measurement of the state of the contact strips, the Pantographenwippe, the Pantographengestfites and Dachauf- built likewise takes place directly at the location of a camera, in particular ⁇ sondere line camera, however, when passing the To ⁇ ges added the total number of pantographs and contact strips and analyzed.
  • Figure 1 shows an arrangement for measuring the contact wire height in the vertical direction by means of a line camera, which is arranged laterally next to the route of a train and is aligned with the overhead line area. A height change tion of the trolley wire is detected by an image analysis which may be ele ment ⁇ an evaluation unit 4.
  • the image analysis can be simplified by an additional measure, for example, by the area of the catenary detected by the camera being particularly marked by aids such as miniature reflectors, reflective or suitable color strokes.
  • the season ⁇ Lich induced expansion of the overhead line is to be considered and ren to marking a correspondingly long upper conduit portion.
  • the method described is particularly advantageous in that by the additional provision of a carriage identification system with corresponding data, a unique identification of the tractive caused or pantograph or individual wagons is made possible. This means a considerable effort reduction for subsequent repairs.
  • a contact wire side deflection can be measured with an additional upper line scan camera, the upper camera 22. This is above the Fahr ⁇ wire mounted vertically downwards to accommodate the lateral position of the contact wire.
  • the non-regular position of the contact wire is in comparison with set values he ⁇ known, with successive recordings are made in a passing train.
  • the identifi cation ⁇ certain specific cart or trolley sequences results in the location of an error within the band Wegver ⁇ easily be determined by a carriage identification system. This means for subsequent repairs a significant reduction in costs.
  • FIG. 3 shows an enlarged image detail corresponding to FIG.
  • the contact wire provided with the reference numeral 7 intersects the projection of the line camera 22 at location 11.
  • the contact wire will wobble up and down during the passage of a train due to the Fahrdrahtanhubes and move a few centimeters to the left and to the right.
  • the representation according to FIGS. 2 and 3 can be explained.
  • the line camera 20 and the line camera 21 are with their optical axes, each running vertically downwards and their distance from each other, the maximum permissible clear Prei ⁇ te, which may have the train, dar.
  • any exceeding of the dimensions of the right and the left car page can be read as image information from the respective data sets.
  • the train is controlled respect ⁇ Lich its lateral dimensions and protruding and slipped cargo parts, such as Anten ⁇ NEN, tarpaulins, etc., can, if they survive on the traction edge 13, are detected.
  • This method is particularly advantageous since the combination with the car identification system makes it possible to identify the causing cars or locomotives or pantographs.
  • a contact wire stroke measurement can be performed by the line scan camera 10.
  • Ceib can be measured and also other parts of the overhead line.
  • the exceeding of the permissible height of the clearance measurement can be determined. This is in particular ⁇ by the camera 10 according to their orientation ⁇ art measured that it is determined where a roof height of a car or a traction vehicle exceeds the maximum allowable height. Exceeding the Lichtraum remplis upwards is recognizable in the recorded image of the train as Feh ⁇ ler. An exception is of course the one or more pantographs, which are systematically pressed above the Dachkonstrukti ⁇ on as a bracket to the contact wire.
  • pantographs with complete linkage and the other train structures are to be cited.
  • This vi deo optical or photographic recording example ei ⁇ nes pantograph has the particular advantage that the geo ⁇ metry of the pantograph with predetermined templates is comparable and can be determined early deviations which are due only to damage to the pantograph Kings ⁇ nen. Triggering a signal followed by an action plan could thus bring the train with a damaged pantograph to a standstill or inspect for an evasion track.
  • the control of a train can be carried out on the basis of various characteristics. Total can be compared certain dimen ⁇ solutions or geometric designs with nominal values, which are stored on databases, and an error may be detected in time.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)
  • Length Measuring Devices By Optical Means (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne un dispositif de contrôle d'un convoi ferroviaire, comprenant au moins une caméra montée sur le côté (10) et au moins deux caméras montées en hauteur (20, 21). Ces caméras (10, 20, 21) sont montées à demeure sur une voie, sur le côté et sur au-dessus du convoi ferroviaire. La caméra montée sur le côté (10) permet de capter la zone du fil de contact (7) comportant le dispositif de suspension et au moins un pantographe (12). Les deux caméras montées en hauteur (20, 21) permettent de capter les flancs du convoi ferroviaire. Selon l'invention, une unité d'évaluation (4) permet de déterminer l'état du pantographe, la dimension du gabarit du convoi ferroviaire, ainsi qu'au moins une position réelle du fil de contact ou une combinaison de ces éléments. Des écarts relevés par rapport aux normes sont indiqués et associés à diverses voitures individuelles.
EP10743115.7A 2009-09-28 2010-08-13 Procédé et système de contrôle de pantographes, de gabarits d'isolement et de la position horizontale et verticale du fil de contact au niveau des convois ferroviaires Active EP2483127B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL10743115T PL2483127T3 (pl) 2009-09-28 2010-08-13 Sposób i układ do kontroli odbieraków prądu, profili skrajni oraz poziomej i pionowej pozycji przewodu jezdnego na zestawie pojazdów

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009043215A DE102009043215A1 (de) 2009-09-28 2009-09-28 Verfahren und Anordnung zur Kontrolle von Stromabnehmern, Lichtraumprofilen und horizontaler und vertikaler Fahrdrahtposition an Fahrzeugverbänden
PCT/EP2010/061814 WO2011035983A1 (fr) 2009-09-28 2010-08-13 Procédé et système de contrôle de pantographes, de gabarits d'isolement et de la position horizontale et verticale du fil de contact au niveau des convois ferroviaires

Publications (2)

Publication Number Publication Date
EP2483127A1 true EP2483127A1 (fr) 2012-08-08
EP2483127B1 EP2483127B1 (fr) 2016-12-28

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EP10743115.7A Active EP2483127B1 (fr) 2009-09-28 2010-08-13 Procédé et système de contrôle de pantographes, de gabarits d'isolement et de la position horizontale et verticale du fil de contact au niveau des convois ferroviaires

Country Status (9)

Country Link
US (1) US20120274759A1 (fr)
EP (1) EP2483127B1 (fr)
CA (1) CA2775394A1 (fr)
DE (1) DE102009043215A1 (fr)
DK (1) DK2483127T3 (fr)
ES (1) ES2621016T3 (fr)
PL (1) PL2483127T3 (fr)
PT (1) PT2483127T (fr)
WO (1) WO2011035983A1 (fr)

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DE102015215572A1 (de) 2015-08-14 2017-02-16 Siemens Aktiengesellschaft Prüfeinrichtung und Verfahren zur Überprüfung eines definierten Profils von einem Zugverband aus Fahrzeugen, insbesondere Schienenfahrzeugen
JP6771318B2 (ja) * 2016-06-06 2020-10-21 知子 一安 インフラ管理方法及び装置
WO2018087338A2 (fr) * 2016-11-10 2018-05-17 Deutsche Bahn Fernverkehr Ag Procédé de contrôle et système de contrôle d'un véhicule en état de fonctionnement
WO2019092248A1 (fr) 2017-11-10 2019-05-16 Db Fernverkehr Ag Procédé et système d'analyse de données brutes enregistrées avec un système d'inspection pour l'inspection optique d'un véhicule
WO2019092247A1 (fr) * 2017-11-10 2019-05-16 Db Fernverkehr Ag Module et système d'inspection pour inspecter des objets roulants
JP6913615B2 (ja) * 2017-11-27 2021-08-04 東日本旅客鉄道株式会社 鉄道車両の外観検査装置及びその設定方法
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JP7227442B2 (ja) * 2018-08-07 2023-02-22 株式会社日立製作所 車両寸法測定装置及び車両寸法測定方法
CN109835367B (zh) * 2019-02-28 2020-03-27 马鞍山蓝信环保科技有限公司 一种应用于轨道交通的限界检测装置
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CN113829926B (zh) * 2020-06-24 2023-07-14 比亚迪股份有限公司 一种列车充电方法及其充电站
CN111723794B (zh) * 2020-06-24 2022-07-22 西南交通大学 一种实时柔性接触网定位点识别方法
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Also Published As

Publication number Publication date
EP2483127B1 (fr) 2016-12-28
ES2621016T3 (es) 2017-06-30
DE102009043215A1 (de) 2011-05-19
PL2483127T3 (pl) 2017-06-30
WO2011035983A1 (fr) 2011-03-31
US20120274759A1 (en) 2012-11-01
DK2483127T3 (en) 2017-03-20
CA2775394A1 (fr) 2011-03-31
PT2483127T (pt) 2017-03-30

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