EP3028921B1 - Überwachungssystem der betriebsbedingungen eines zugs - Google Patents

Überwachungssystem der betriebsbedingungen eines zugs Download PDF

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Publication number
EP3028921B1
EP3028921B1 EP15197819.4A EP15197819A EP3028921B1 EP 3028921 B1 EP3028921 B1 EP 3028921B1 EP 15197819 A EP15197819 A EP 15197819A EP 3028921 B1 EP3028921 B1 EP 3028921B1
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EP
European Patent Office
Prior art keywords
module
damage
formatted signal
indicator
train
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.)
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Application number
EP15197819.4A
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English (en)
French (fr)
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EP3028921A1 (de
Inventor
Frédéric LE-CORRE
Frédéric HALLONET
Jean-Yves Fargette
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.)
Alstom Transport Technologies SAS
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Alstom Transport Technologies SAS
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Publication of EP3028921A1 publication Critical patent/EP3028921A1/de
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
    • B61L15/0054—Train integrity supervision, e.g. end-of-train [EOT] devices
    • 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
    • B61K9/08—Measuring installations for surveying permanent way
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
    • B61L15/0081—On-board diagnosis or maintenance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
    • B61L15/0018—Communication with or on the vehicle or vehicle train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning, or like safety means along the route or between vehicles or vehicle trains
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning, or like safety means along the route or between vehicles or vehicle trains
    • B61L23/04—Control, warning, or like safety means along the route or between vehicles or vehicle trains for monitoring the mechanical state of the route
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • 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 vehicle trains, e.g. trackside supervision of train conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/04—Satellite based navigation systems, e.g. GPS

Definitions

  • the present invention relates to a system for monitoring the operating conditions of a train.
  • the design of a train is based on assumptions about the conditions under which it is planned to operate this train. For example, the mission profile envisaged for the train, the quality of the railway on which the train will be run, the mass of passengers transported, the distances to be covered, the effects of blast during tunnel crossings are taken into account. or crossings with other trains, etc.
  • a train is equipped with different sensors allowing for example to detect an irregularity in the track from the vertical acceleration and the lateral acceleration of the body of the train (the roll angle of the body being measured using a gyroscope in order to distinguish between an irregularity of the track and an irregularity of the ground), or, for example still, to detect an undulatory wear of the rails from the noise measured in the cabin and the calculation of a spectral peak.
  • the train is also equipped with a system comprising a GPS-based satellite positioning device capable of implementing a train location algorithm on a geographical map to identify the precise location of the train and, consequently, that of the train. a fault detected by the on-board sensors.
  • the document US 8,504,225 B2 discloses a method for determining a remaining service life for a component of a railway vehicle operating on a known route.
  • the train is equipped with different sensors allow, during the normal operation of the train, the acquisition of measurements.
  • the train is equipped with a satellite tracking device for geographically tagging the measurements acquired by the onboard sensors. These measurements are then transmitted to a remote processing center on the ground, able to aggregate the measurements received over time and to update accordingly the value of a remaining life of a component of the train.
  • the document DE102013105397D1 discloses a system comprising a plurality of kinematic sensors attached to a bogie so as to measure the vibrational response of the bogie, the vibrations being symptomatic of the state of wear of the bogie.
  • An embedded module performs a Fourier Transform of the raw signals to obtain a frequency signal, which is then transmitted to a computer on the ground. Other information is also transmitted to the ground, such as the position of the train and the speed of it.
  • the computer classifies a frequency signal in a histogram according to the speed of the train at the moment of acquisition of this signal.
  • the document WO13121344 discloses a railway monitoring system which, based on the analysis of video images collected by different cameras, some of which are embarked on board trains, to determine a degree of vulnerability of the track. This indicator is taken into account for the maintenance of the track.
  • An embedded module performs a pre-analysis of the images acquired by the cameras before transmitting them on the ground, with location information. The ground analysis of the pre-analyzed images provides the comparison of these with reference images.
  • the present invention aims to provide an improved monitoring system.
  • the subject of the invention is a system for monitoring the operating conditions of a railway vehicle according to the claims.
  • the monitoring system 1 comprises an on-board component 10 and a ground component 20, the data collected by the on-board component 10 being communicated to the ground component 20 via a radio communication infrastructure 6.
  • the communication infrastructure 6 comprises, on board each train of the fleet, a transmission module 11 able to establish a wireless communication with a base station 7, itself connected to a wired network. 8.
  • the ground component 20 being otherwise connected to the network 8.
  • the on-board component 10 comprises a geolocation device and a plurality of measuring devices coupled to a plurality of sensors so as to make real-time and continuous measurements of several relevant physical quantities. These physical quantities are geolocated and transmitted to the ground component.
  • the ground component 20 allows the real-time processing of measurements of these physical quantities relevant for medium and long-term monitoring to evaluate injury and damage variation indicators and for short-term monitoring to detect exceptional events.
  • the onboard component 10 comprises a plurality of sensors 12. These sensors are possibly redundant. They are chosen for their relevance in the measurement of the instantaneous state of exploitation of a particular component of the train 2, of the railroad 3, or of the catenary (not shown in the figures), etc. This choice can result from a first test campaign, allowing the selection of a group of sensors in a wide range of possible sensors.
  • a sensor may be an accelerometer 12.1, an optical monitoring means of the channel 12.2, a current measuring sensor 12.3, an accelerometer 12.4, a means of imaging the surface of a rail 12.5, an accelerometer 12.6, a means of imaging welds between rails 12.7, a camera 12.8, a laser system 12.9, etc.
  • the on-board component 10 comprises several modules 14 for conditioning the raw signals delivered by the different sensors 12.
  • a module 14 makes it possible to associate, by means of a suitable mathematical function, several incoming raw signals to generate a signal formatted as output, which is its own. to be operated directly by modules of the ground component 20, as will be described below.
  • module 14.1 can generate a formatted signal corresponding to the instantaneous state of the railway. This signal is prepared from the raw signals delivered by the sensors 12.1 and 12.2.
  • the module 14.2 makes it possible to generate a formatted signal corresponding to the instantaneous state of the surface of a rail.
  • This signal is prepared from the raw signals delivered by the sensors 12.3 to 12.5.
  • the module 14.3 makes it possible to generate a formatted signal corresponding to the instantaneous state of the welds between two successive rails. This signal is produced from the raw signals delivered by the sensors 12.6 and 12.7.
  • the module 14.4 makes it possible to generate a formatted signal corresponding to the instantaneous state of expansion of the welds between two successive rails. This signal is also generated from the raw signals delivered by the sensors 12.6 and 12.7.
  • the module 14.5 makes it possible to generate a formatted signal corresponding to the instantaneous state of the catenary.
  • This signal is prepared from the raw signals delivered by the sensors 12.8 and 12.9.
  • These formatted signals are transmitted to the ground component 20 via the radio communication infrastructure 6.
  • each module 14 comprises a buffer memory allowing the recording of the incoming signals on a configurable time window.
  • This window has, for example, a duration of a few hours so as to allow a resumption of raw signal processing in case eg of an interruption of edge / ground communication.
  • the on-board component 10 also comprises a satellite positioning module 13 of the GPS type, so as to be able to geographically label the formatted signals delivered at each instant by the different modules 14.
  • the ground component 20 is for example constituted by a central computer 22, as represented on the figure 1 .
  • This central computer 22 is able to execute various software modules 24, for the implementation of the method shown in FIG. figure 3 .
  • the central computer 22 includes a real-time data stream reduction module 24.1, which considerably reduces the amount of data corresponding to the formatted signals coming from the on-board component 10 of a particular train 2.
  • the module 24.1 is able to take into account a signal formatted according to its amplitude. More precisely, the module 24.1 uses an instance matrix M, which is a square matrix with N columns Ci.
  • the matrix M is a 64x64 matrix.
  • a column Ci corresponds to a particular formatted signal, each element mi, j of the column Ci being associated with a maximum amplitude interval dj of the corresponding formatted signal.
  • the value of the element mi, j is equal to the number of occurrences of the formatted signal associated with the column Ci whose maximum amplitude is in the interval dj.
  • the matrix of occurrences M makes it possible to count, for each type of formatted signal, the different forms of the formatted signal.
  • the matrix M will be exploited for medium or long-term monitoring of a component by a computer 70 able to calculate the damage D affecting the monitored train.
  • the central computer 22 includes a module 24.2 for exceptional event detection E for short-term monitoring.
  • An exceptional event E is defined when a given formatted signal passes an amplitude threshold. This threshold was previously defined by an operator during the configuration of the monitoring system, via a user interface.
  • this threshold is a function of the position of the train along the track with respect to a predefined origin. By defining a high threshold for a range of positions along the path where it is known that there is a fault, and a low threshold elsewhere, it is possible to detect the occurrence of new defects on the path.
  • the central computer comprises a module 24.3 for recognizing the path on which the train 2 is traveling at the current instant, starting from the instantaneous position P delivered by the satellite positioning module 13 of the train 2 and a set of cartographies of the railway network on which the train is circulated.
  • the central computer 22 includes a damage module 24.4 able to calculate, from the current value of the matrix of occurrences M, maintained by the module 24.1 and geographical position information of the train and recognition of the track maintained by module 24.3, a quantity D relating to a mechanical damage that may affect a monitored component.
  • Module 24.4 uses a fatigue model of the monitored component for this purpose. This model is chosen from a model catalog possible, depending on the type of damage being monitored: damage due to tunneling, damage due to crossings in the open air, etc.
  • the central computer 22 comprises a damage variation module 24.5 able to calculate, with respect to the time or distance traveled by the train, or for a given track or channel profile, a variation of a damage D to from a plurality of values of the damage quantity D at the output of the module 24.4.
  • the central computer 22 comprises a man / machine interface allowing an operator to interact with the system, for example to define the threshold alert values for the damage or their variations and thresholds for the definition of the exceptional events, or again for the initialization of the matrix of occurrences M.
  • the central computer 22 includes a supervision module 26 capable of comparing, at each moment, the value of a damage D or the value of a variation of damage ⁇ D with respect to an alert threshold. If this alert threshold is exceeded, the module 26 is able to generate a maintenance alert.
  • the indicators calculated by this system are more relevant than the only mileage traveled by the train.
  • the system is able to analyze both short-lived events (local faults of channel devices generating abnormal stresses, over-speed berthing, lane movement, etc.) and long-lived events. (aging of tracks and equipment).
  • the service life and / or maintenance rate of the train can be optimized, in particular by adapting the mission profile with respect to an indicator corresponding to a signaling index.
  • this monitoring makes it possible to optimize the maintenance of a fleet of trains and to detect any appearance of defects in the track that abnormally degrades the comfort of the passengers and the life of the train.
  • the manufacturer may have objective elements with respect to a warranty on the equipment. Contractual guarantees may therefore be subject to operating clauses that can be monitored by the system according to the invention.

Claims (4)

  1. System (1) zur Überwachung von Betriebsbedingungen eines Schienenfahrzeugs (2), aufweisend eine bordeigene Komponente (10) an Bord des Schienenfahrzeugs, welche eine Vorrichtung zur Positionsbestimmung (13), eine Mehrzahl von Sensoren (12), welche nach ihrer Relevanz gewählt sind, um einen momentanen Betriebszustand einer überwachten Komponente des Schienenfahrzeugs zu messen, und mindestens ein Modul (14) zum Formen von Roh-Messsignalen, welche von einem oder mehreren von den Sensoren geliefert werden, zum Erzeugen von mindestens einem formatierten Signal, welches mit dem momentanen Betriebszustand der überwachten Komponente korrespondiert, umfasst, und eine streckenseitige Komponente (20), welche einen Rechner umfasst, der dazu geeignet ist, das mindestens eine formatierte Signal zu analysieren, um mindestens einen Indikator bezüglich der überwachten Komponente zu erzeugen, wobei der Indikator es erlaubt, derart Schäden zu erfassen und ihre Veränderungen zu verfolgen, dass eine Wartung der überwachten Komponente optimiert wird, wobei der Rechner ein Schadenberechnungsmodul (24.4) aufweist, welches dazu geeignet ist, ausgehend von dem mindestens einem formatierten Signal und einem Ermüdungsmodell der überwachten Komponente den Schadensindikator zu berechnen,
    gekennzeichnet dadurch, dass die streckenseitige Komponente (20) ein Modul zur Reduzierung (24.1) des Datenflusses in Echtzeit aufweist, welches eine Matrix des Auftretens (M), die es erlaubt, für jede Art von formatierten Signal die unterschiedlichen Formen des formatierten Signals in Abhängigkeit von dessen Amplitude zu erfassen, nutzt, wobei die Matrix des Auftretens (M) am Eingang das mindestens eine formatierte Signal benutzt, wobei das Schadensmodul (24.4) am Eingang die Matrix verwendet,
    und dadurch, dass die Matrix des Auftretens (M) eine quadratische Matrix mit N Spalten Ci ist, wobei eine Spalte Ci mit einem bestimmten formatierten Signal korrespondiert, wobei jedes Element mi,j der Spalte Ci zu einem Intervall einer maximalen Amplitude (dj) des korrespondierenden formatierten Signals gehört und wobei der Wert des Elements mi,j gleich einer Anzahl des Auftretens des zu der Spalte Ci zugehörigen formatierten Signals, wovon die maximale Amplitude sich in dem Intervall (dj) befindet, ist.
  2. System gemäß dem Anspruch 1, wobei die streckenseitige Komponente (20) ein Schadensveränderung-Modul (24.5) aufweist, welches dazu geeignet ist, ausgehend von den mehreren Werten des Schadensindikators, welche am Ausgang des Schadensrechners (24.4) erhalten werden, eine Veränderung des Indikators zu berechnen.
  3. System gemäß irgendeinem der Ansprüche 1 bis 2, aufweisend ein Überprüfungsmodul (26), welches dazu geeignet ist, zu jedem Zeitpunkt den Wert des Schadensindikators, welcher durch das Schadensmodul (24.4) berechnet wird, und/oder den Wert einer Veränderung des Schadensindikators, welcher durch das Schadensveränderung-Modul (24.5) berechnet wird, mit einem Alarmschwellenwerts zu vergleichen, und wobei, im Fall der Überschreitung des Alarmschwellenwerts, das Überprüfungsmodul (26) dazu geeignet ist, einen Alarm zu erzeugen.
  4. System gemäß irgendeinem der Ansprüche 1 bis 3, aufweisend eine Datenbank (23) zum Speichern der Werte des Schadensindikators und/oder des Schadensveränderungsindikators, vorzugsweise entsprechend der Zeit und/oder dem geographischen Ort gekennzeichnet.
EP15197819.4A 2014-12-04 2015-12-03 Überwachungssystem der betriebsbedingungen eines zugs Active EP3028921B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1461926A FR3029488B1 (fr) 2014-12-04 2014-12-04 Systeme de surveillance des conditions d'exploitation d'un train

Publications (2)

Publication Number Publication Date
EP3028921A1 EP3028921A1 (de) 2016-06-08
EP3028921B1 true EP3028921B1 (de) 2019-04-03

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Country Status (8)

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US (1) US9676402B2 (de)
EP (1) EP3028921B1 (de)
CN (1) CN105667538B (de)
AU (1) AU2015264781B2 (de)
BR (1) BR102015030366B1 (de)
ES (1) ES2733473T3 (de)
FR (1) FR3029488B1 (de)
IL (1) IL242792B (de)

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CN106080659A (zh) * 2016-07-18 2016-11-09 广州荣知通信息科技有限公司 轨道检测方法
CN108007562A (zh) * 2017-12-12 2018-05-08 卡斯柯信号有限公司 一种基于噪音检测的列车及钢轨状态监测装置及方法
CN108128320A (zh) * 2017-12-29 2018-06-08 成都森川科技股份有限公司 一种多功能自动过分相地感器车载式检测设备支架
CN109577116A (zh) * 2018-12-31 2019-04-05 北京天高科科技有限公司 铁路建设铺轨机械定位系统
EP3753801A1 (de) * 2019-06-17 2020-12-23 Mitsubishi Heavy Industries, Ltd. Überwachungssystem für eine infrastruktur und/oder ein fahrzeug mit ereigniserkennung
CA3102073A1 (en) * 2019-12-10 2021-06-10 MOW Equipment Solutions, Inc. Systems and methods for railway equipment control
CN114715233A (zh) * 2022-03-30 2022-07-08 江苏普瑞尔特控制工程有限公司 城轨轮轨健康管理系统

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Also Published As

Publication number Publication date
ES2733473T3 (es) 2019-11-29
CN105667538A (zh) 2016-06-15
US20160159380A1 (en) 2016-06-09
AU2015264781A1 (en) 2016-06-23
BR102015030366B1 (pt) 2022-05-17
CN105667538B (zh) 2019-11-19
EP3028921A1 (de) 2016-06-08
AU2015264781B2 (en) 2020-11-26
FR3029488A1 (fr) 2016-06-10
IL242792A0 (en) 2016-04-21
BR102015030366A2 (pt) 2016-06-07
US9676402B2 (en) 2017-06-13
IL242792B (en) 2020-02-27
FR3029488B1 (fr) 2017-12-29

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