EP3458331A1

EP3458331A1 - Method and device for monitoring at least one travel path component laid in rail construction

Info

Publication number: EP3458331A1
Application number: EP17724725.1A
Authority: EP
Inventors: Sven ECK; Reinhold Ebner; Paul O'leary; Werner KOLLMENT
Original assignee: Materials Center Leoben Forschung GmbH
Current assignee: Materials Center Leoben Forschung GmbH
Priority date: 2016-05-17
Filing date: 2017-05-16
Publication date: 2019-03-27
Anticipated expiration: 2037-05-16
Also published as: AT518759A1; WO2017197423A1; ES2823163T3; EP3458331B1

Abstract

The invention relates to a method for monitoring the state of at least one travel path component laid in rail construction, in particular a rail switch, in a continuous manner in particular using at least one sensor arranged on the travel path component. Data is detected by the sensor while a rail vehicle is rolling over the travel path component and additionally before and/or after the rail vehicle rolls over the travel path component, and the data is segmented. The state of the travel path component is ascertained from the detected and segmented data. The invention further relates to a device for monitoring the state of at least one travel path component laid in rail construction, such as a rail switch, in a continuous manner in particular, comprising at least one sensor which is arranged on the travel path component. A signal processing system is provided in order to evaluate data detected by the sensor directly on the travel path component. The invention further relates to the use of such a device.

Description

Method and device for monitoring at least one infrastructure component laid in railway construction

The invention relates to a method for continuous particular

Condition monitoring of at least one laid in railway construction infrastructure component, in particular a rail switch, with at least one arranged on the infrastructure component sensor.

Furthermore, the invention relates to a device for continuous particular

Condition monitoring of at least one infrastructure component laid in railway construction, such as a railroad switch, comprising at least one sensor arranged on the infrastructure component.

Furthermore, the invention relates to a use of such a device.

From the prior art it is known to investigate track components in railway construction, such as rails, or to monitor a state thereof, in order to be able to detect a wear of such components. this happens

for example, by regular optical inspection. Here, a person checks a Fahrwegkomponente at predetermined intervals and decides on the basis of this

Inspection for repair or replacement of such infrastructure component. However, this method has the disadvantage that a human eye recognizes only a strong wear of a track component. In addition, this inspection is dependent on a daily constitution of the inspecting person. Moreover, during a visual inspection, it is necessary to block at least a portion of a railway line for traffic. In spite of such a barrier, the inspecting person still has a certain risk potential during the inspection due to traffic on sidings. To overcome these disadvantages, it is also known to data one

Track components or their changes recorded automatically. For this purpose, sensors are arranged, for example, on a specially used rail vehicle, which measure forces acting on rails on the rails. A method of diagnosing a rail switch with a rail vehicle Sensor is disclosed, for example, in WO 2006/032307 A1. With such a method, it is possible to detect acting forces or their change, but there is always only a punctual monitoring instead. In addition, it is also necessary during a journey of such a rail vehicle, a

Rail line at least partially blocked for scheduled traffic.

Furthermore, for example, WO 02/090166 A1 discloses a device for

Condition monitoring of tracks with multiple sensors, comparing measured values with reference values. With such a device, a condition of any infrastructure component, in particular a rail switch, can not be monitored effectively enough, since a considerable part of defects is not recognized.

EP 0 344 145 A1 discloses a device for detecting a state of

Rail switches or crossing points revealed. Although deviations of a wheel arch in one direction are measured, but this is not sufficient to reliably detect a state of any infrastructure component.

It is not possible with known methods for monitoring a track component to determine a cumulative or resulting from multiple causes damage to a track component. In particular, multiple causes that cause damage or change in state of a track component can not be detected decoupled from each other.

This is where the invention starts. The object of the invention is to provide a method of the type mentioned, with which a state of a track component, in particular a rail switch, can be reliably and effectively detected and automated.

Another object is to provide a device of the aforementioned type, with which a state of a track component, in particular a rail switch, reliably and effectively and automatically recognizable.

Further, it is an object to provide a use of such a device. The procedural object is achieved in that in a method of the type mentioned by the sensor at and additionally before and / or after a rollover of the infrastructure component by a rail vehicle data is collected and segmented, wherein from the detected and segmented data, a state of the infrastructure component is determined.

An advantage achieved with the invention is to be seen in particular in that, by segmenting the data, a state of a route component can be continuously, automatically and in-situ monitored or determined. It can be monitored, for example, moving points, rigid Weichenherzen, rails and / or sleepers of a railway line. Data is preferred in each case

Rolling over the infrastructure component, in particular a rigid switch heart, recorded and analyzed by a rail vehicle. It is thus an efficient data evaluation and data interpretation such as a

Disturbance characterization and / or data comparison with reduction of one

Computing power possible. In particular, a response of the infrastructure component to a current operation is used to make statements about a state of the same, for example, a time-resolved development of an elongation at a certain position. In a first step, a load of the corresponding infrastructure component before, during and / or after a rolling over or crossing of a rail vehicle is measured or recorded at a measuring point for all rail vehicles. The recorded or recorded data are segmented or evaluated a load of the infrastructure component as a function of time. The data is divided into three parts: a load on the infrastructure component before a crossing, during a crossing and after crossing the rail vehicle via the infrastructure component. In addition, the values of the first part and the third part are optionally compared with one another, that is, a load on the

Fahrwegkomponente immediately before and after crossing a

Rail vehicle. As a result, a type of load on the infrastructure component can be characterized. Particularly preferably, a state of a track component is monitored by a single sensor, in particular by a strain sensor, which z. B. may be formed as strain gauges or optical strain gauge. In addition, not only a state of a infrastructure component such as a railroad switch is determined by a method according to the invention, but optionally also a state of a wheel of a rail vehicle. For example, hollow or out-of-round wheels are detected. This is especially true for one

Condition monitoring a railroad switch expedient, since both hollow and out-of-round wheels can worsen a state of the same significantly. By single hollow wheels, a cooperation of a geometry of the wheel and turnout is deteriorated, whereby larger signals measured in the range of a wheel transition and z. B. can be detected via thresholds. By out-of-round wheels, a signal statistics before and after a wheel transition over a

Movement component shifted. This can be detected by appropriate comparison algorithms. Further, a transition between a rail and a

Track switch formed discontinuous, so that in a roll over the same both the rail switches and wheels of the rail vehicle are loaded. The states of the rail switch and the wheels influence each other or there is a cumulative effect. The individual effects can also be analyzed separately from each other by the segmentation of the recorded data. In addition, captured data may be interpreted using computer models, where the computer models describe a response of the travel component to these rolling wheels. This allows different influencing factors to be separated. It can be distinguished, for example, whether a strong shock during a

Roll over the infrastructure component by a hollow wheel or a

worn turnout heart is caused. In the evaluation of the collected data to determine the state of

Track component are used by the segmentation characteristic patterns in the same for the identification of a rail vehicle. In principle, a distinction is made between two types of rail vehicle: rail vehicles with a cargo that changes with each journey, such as freight trains and rail vehicles, with essentially the same load as passenger trains on each journey. at

Rail vehicles of the former type, the load or a weight thereof is determined for each axle and calculated from a total weight of the rail vehicle. It is thus also possible to have a weight of a wagon of a freight train and thus to detect a state of charge of the same or with a theoretical

Compare state of charge.

It is useful if the collected and segmented data are statistical

Methods and / or envelopes are evaluated to a state of

Fully automatically characterize and classify the infrastructure component. For example, the envelopes automatically become one

Rail vehicle type and a speed and / or acceleration of the

Rail vehicle determined from the measured signals. This is done in particular without additional speed sensors, acceleration sensors and / or train information. Furthermore, for example, a state of a switch heart of a rail switch is predicted with predetermined algorithms. In addition, envelopes are used to isolate individual measurements for further analysis. It will also be detected by the envelope long-term deviations of the same, which indicate continuing changes. A prerequisite for the evaluation of the data with envelopes is the segmentation of the same as well as the automated determination of a train speed from sensor data.

It is an advantage if the data is separated in time. The detected or triggered by train crossings sensor signals are resolved in time to individual axes. By means of a signal height, individual axle loads can be subsequently determined. As a result, a condition of the infrastructure component is not only recognizable and predictable, but also attributable to individual causes. In addition, it is also possible influences of a rolling component overrun

Rail vehicle and influences of a track to decouple. This is preferably done automatically. Signal analysis is particularly preferably carried out in situ so that necessary maintenance work on the instrument can be obtained via meaningful evaluation results

Track component can be predicted. It can be provided that the data detected and / or evaluated by the sensor are compared with known data. As a result, for example, setpoint data is matched with measured data, whereby a deviation from a desired state of a travel path component is detected. It is thus possible to perform a quality control of a infrastructure component. For example, from the measured and processed data by comparison with a setpoint geometry of a switch rated a quality of Radlauflaufes directly after installation, which allows quality control of a switch geometry and local installation. In addition, it distinguishes in particular random noise or disturbances caused by natural sources from an approaching rail vehicle. Noise caused by conventional sources usually has a Gaussian distribution. Another statistical distribution of data suggests other causes, such as a defective rail vehicle itself, a misshaped wheel, a lowered rail switch or other deviations. In a first step, therefore, a statistical distribution of data is determined and checked whether the data is a

Gaussian distribution or statistically distributed differently. In a second step, a cause of the noise is determined from this. If there is no Gaussian distribution, the noise is caused by an irregularity. It has proved to be favorable to automatically check those data which are obtained from a load of the infrastructure component immediately before rolling over the same by a rail vehicle by a so-called Kolmogorov-Smirnov test.

It is furthermore advantageous if the acquired data are processed in a signal processing system connected to the sensor and arranged directly on the track component for information about a condition of the track component. The data processed in this way are used to evaluate influences from a rolling over vehicle such as a railroad car and a track or a track component, for example a railroad track switch. By directly measuring and evaluating the data on the infrastructure component, a large number of data is recorded and evaluated on the spot. For example, an elongation at at least one point of the infrastructure component is detected, in particular by means of a measuring strip or optical method, such that sensor signals triggered in particular by train crossings are resolved temporally into individual axes and a signal level is determined by individual axle loads. By evaluating the data directly on the infrastructure component, a transmission of large amounts of data is saved. Furthermore, it is no longer necessary to block a railroad track for recording data, as a result of which data can also be recorded and evaluated continuously or continuously. Due to the large number of recorded and evaluated data becomes a infrastructure component or its state monitored particularly accurately, whereby even small irregularities are detected or detected.

It is useful if every time a rail vehicle over the

Track component of the at least one sensor data are detected. As a result, a track component, such as a rail switch, is continuously monitored during each roll over of a rail vehicle. Each time a rail vehicle passes, a sensor signal is triggered. In contrast to punctual monitoring, it is thus possible to have more precise or temporally resolved ones

Make predictions about a condition of a infrastructure component. In addition, it can be provided that the evaluation results are automatically and continuously transmitted to central points, such as a local traffic service or a headquarters of the infrastructure company. By the transmission of

Evaluation results instead of the measured data becomes one

Data volume significantly reduced.

In order to track the change of data over longer periods of time, it may be provided that analyzed and reduced data are transmitted to the central computer via, for example, radio networks. In particular, data from different measuring points are transmitted and combined. Intelligent data analysis, which is made possible by computer models of the infrastructure component, allows changes to be recorded and analyzed over a longer period of time. From this further action requirements can be derived, such as a prediction of a next inspection or an exchange plan

Track component due to reaching critical wear conditions. Through this systematic combination of reduced data from different measuring points, statements can be made about the condition of entire chassis networks. This information can be further used to improve and optimize the maintenance and / or replacement logistics.

It is advantageous if at least one strain per unit time of the sensor

Track component is measured. This is especially of a

Detected strain gauge, which is placed directly on the track component. Alternatively, the elongation per unit of time can also by an optical Dehnmessverfahren be determined. From a measured temporal strain signal, for example, a speed and / or an acceleration of a rail vehicle rolling over the travel component is subsequently determined. The further goal is achieved if a signal processing system is provided in a device of the type mentioned in order to evaluate data detected by the sensor directly to the infrastructure component.

An advantage thus achieved is to be seen in particular in that by the direct

Arrangement of the signal processing system on the infrastructure component detected by the sensor data can be evaluated in place. Thus, acquired data in the signal processing system can be processed directly on site for meaningful information about a state of a infrastructure component such as a railroad switch. As a result, a point in time for a repair or an exchange of the monitored infrastructure component can be predicted. In particular, a sensor for measuring or detecting an elongation per unit time may be provided, for. B. a strain sensor, which is arranged directly on the track component. The strain sensor can, for example, as strain gauges or optical

Strain gauge be formed. The signal processing system determines from the data detected by the sensor, for example, a speed and / or

Acceleration of a rail vehicle, which travels over the infrastructure component with the sensor. For this purpose, the sensor is connected to the signal processing system. A distance of the axes of the rail vehicle is generally known, since this is usually standardized. It may further be provided that the

Signal processing system from the processed data without additional sensors a rail vehicle type as well as a weight and a speed of

Rail vehicle determined.

In principle, it is sufficient if a single sensor is provided, preferably a strain sensor. It is favorable, however, if a plurality of sensors are arranged on a track component, wherein preferably the sensors are designed to measure different data and connected to the signal processing system. The

Signal processing system then evaluates the data transmitted to each of these sensors. As sensors, in addition to a strain gauge, a temperature sensor, a sound sensor, an optical strain gauge and / or the like may be provided. It is useful if the sensors are of different types, but it may also be beneficial if two or more similar sensors on a

Track component are arranged.

It is also expedient if in each case one or more sensors and in each case a signal processing system are arranged on a plurality of track components. In this example, one or more sensors are each arranged on rails, rail switches or the like, which receive different data. It is thus provided a so-called sensor swarm, wherein the sensors at a distance of 100 m to 1000 m, preferably from 250 m to 750 m, in particular of about 500 m, are arranged from each other. In general, a distance between individual sensors depends on a routing. Thus, for example, in a substantially straight line section, sensors which are arranged at a distance of 1000 m or more from each other may be sufficient. In contrast, it is expedient to arrange a plurality of sensors with a smaller distance from each other in a heavily loaded stretch of road with curves and points. In particular, it is favorable if at equidistant intervals of a section of a

Rail network are always the same number and type of sensors are arranged so that the respective collected data with each other and / or optionally with

Standard data are comparable. It is particularly useful if only one sensor is arranged per measuring point, which is designed in particular as a strain sensor.

In order to be able to recognize or predict as accurately as possible a state of a plurality of infrastructure components and, as a consequence, entire infrastructure networks, it is advantageous if the signal processing installations are connected to one another in order to exchange recorded and / or evaluated data. As a result, an even more accurate condition monitoring and, as a result, lifetime estimation of

Track components possible. The data acquired by the sensor or the sensors on a track component is preferably evaluated first by each signal processing system, and the evaluated data is subsequently exchanged with the other signal processing systems in order to minimize the amount of data to be transmitted. Subsequently, the exchanged data

be compared or compared. It is advantageous if the signal processing system comprises a device for self-sufficient energy supply. This submission is designed for example as a photovoltaic system. Furthermore, it is favorable if the or each signal processing system is designed with local energy stores and a device for wireless data transmission.

A use of a device according to the invention is advantageously carried out for the prediction of necessary maintenance work on a track component in railway construction. Other features, advantages and benefits will become apparent from the embodiment illustrated below. In the drawings, to which reference is made, show:

Fig. 1 recorded data from different rail vehicles when driving over a rail switch;

FIG. 2 shows a temporal segmentation of acquired data; FIG.

Fig. 3 detected and evaluated data of a rail vehicle when driving over a rail switch;

4 recorded and evaluated data of another rail vehicle when driving over a rail switch;

Fig. 5 shows collected data for six rail vehicles when driving over a

Rail switch;

FIG. 6 shows data in accordance with FIG. 5; FIG.

Fig. 7 envelopes and deviations.

Fig. 1 shows recorded data from different rail vehicles when driving over a rail switch. It is a strain or stretching of a rigid

Weichenherzes a rail switch shown as a function of time. The

Strains or strains of the switch heart for different

Rail vehicles are shown among themselves, these are different types of passenger trains and freight trains and a maintenance train.

In a method according to the invention for monitoring a track component laid in railway construction, at least one sensor is arranged on the track component. For the data shown in Figure 1, a strain gauge is on a switch heart arranged to measure an elongation per unit time of the infrastructure component. The acquired data is then evaluated directly on the infrastructure component, for which purpose a signal processing system is arranged directly on it. When evaluating the acquired data characteristic patterns are used in the same for the identification of a rail vehicle. In all rail vehicles, a load of the corresponding infrastructure component before, during and after a crossing of a rail vehicle is measured at a measuring point, the data being segmented. This can be seen in Fig. 1, wherein maximum deflections of the strain measurements of individual axes rolling over railroad tracks

Rail vehicles correspond. The temporally first strong deflections thus correspond to the axes of a traction vehicle and the temporal subsequent deflections the axes of the following cars. The data recorded before or afterwards correspond to a signal from the sensor before or after the passage of the sensor

Soft heart. It follows that a rail vehicle can already measure the sensor attached to a rail switch before and after a crossing

Stimulates vibrations. These recorded data are also used for condition monitoring of the rail switch. It is useful to segment recorded data because it is not possible to directly compare recorded data due to the different types of rail vehicles or speeds. Although the speeds of similar rail vehicles due to a given line speed scatter only slightly, it is appropriate to the speed of each

Rail vehicle over the standardized axis distance directly from the

To determine strain signals. Such a temporal segmentation of a

continuous measuring signal of a strain gauge is shown in Fig. 2, wherein three areas A, B, C are visible. The segmentation is done to a

Loading the rail switch in a range A before, a range B during and a range C after an overflow of the rail vehicle on the at the

Rail switch arranged sensor to separate. In addition, the temporal segmentation may be used additionally or alternatively to separate overflow signals of a locomotive and wagons as well as for the separate analysis of individual axes. A monitoring of the statistics of the strain signals before and / or after an actual railroad overflow makes it possible to distinguish between rail vehicles without faulty running behavior without restrictions. Consequently, such information can be provided to a railway operator. In addition, without any restrictions running rail vehicles can be used for condition monitoring of the guideway. Furthermore, it is possible to compare statistics of the strain signals before and after a railroad overflow. This will provide more information about a condition

Rail switch won, such as caused by the overflow permanent deformation thereof.

FIGS. 3 and 4 respectively show recorded and evaluated data of a

Rail vehicle crossing a switch heart. The uppermost part shows the data collected by the sensor before a sensor overflow, whereby an elongation per unit of time is recorded. The middle part shows a histogram of the acquired signal as a strain-dependent frequency. In the lowest part is in each case an evaluation of the signal by the Kolmogorow-Smirnow test. By such an evaluation, random noise caused by conventional sources of noise caused by an approaching rail vehicle is generated.

distinguished. Noise caused by natural sources usually has a Gaussian distribution. Another statistical distribution points to other causes, such as a faulty rail vehicle itself, a misshapen wheel of the same, a worn turnout heart or other influences. Fig. 3 shows a Gaussian distribution, whereas Fig. 4 shows a different distribution and the data have oscillating components. This allows the conclusion that the data recorded and evaluated in FIG. 4 represents a deviation from a standard state. In this case, individual flats in wheels, which are caused for example by non-standard braking and lead to a non-round running behavior can be identified. Next can at

Rail vehicles, which have a Gauss distribution in the flow, overflow signals are used for condition monitoring of the switch. FIG. 5 shows recorded data for six rail vehicles running without restrictions when traveling over a rail switch. Data from such rail vehicles have in the run on a Gaussian distribution. In this example, it is a passenger train traveling at regular intervals via a railroad track instrumented with a sensor. In the same way, locomotives of freight trains can be compared, as doing likewise at regular intervals similar

Rail vehicles pass a rail switch. It is possible that

Strain measurement with information about a rail vehicle type to couple. However, a clear identification of different rail vehicles is possible without such additional information.

Raw data of a time-strain signal measurement shown in FIG. 5 can be corrected via a generally standardized axial distance with respect to an actual speed of the rail vehicle and then brought to coincidence. This is shown in FIG. As a result, a direct comparison of time-expansion curves of the rail vehicles traveling at different times over the railroad track is possible. Irrespective of a railway network (heavy-load network, passenger train network or mixed transport network), it can be assumed that during the service life of a infrastructure component it will be of similar kind at regular intervals

Rail vehicles is run over. It is therefore appropriate to further evaluate the typical curves obtained in this way for individual types of rail vehicles using statistical methods, and to evaluate the signals of one or more typical types

Rail types for the condition monitoring of the infrastructure component to use.

From the time-expansion curves of FIG. 6, scaled to a same time axis, by applying static methods, desired envelopes are obtained for each

Rail vehicle type obtained, from which subsequently a state of a track component is determined and predicted. FIG. 7 shows an envelope determined from the overflows of the same rail vehicle shown on FIGS. 5 and 6 on different days of a week and a deviation from individual measurements of the same. In this way, each new crossing of the same type of rail vehicle can be compared with the previous ones. A long-term monitoring of a shape of the envelope thus allows direct conclusions about a state of an envelope Guideway component. Furthermore, continuous changes are detected via the envelope.

A continuous change in the envelope of a specific rail switch, for example, indicates normal wear, while a sudden change in the envelope indicates breakouts in the area of a wheel transition. It is useful to consider the different variations of envelopes with computer simulations of a wheel overflow for a specific switch type and a selected one

Rail vehicle type to combine a correlation between a measured change in the envelopes and a physical change in the

To improve the infrastructure component. Since such computer simulations are very expensive, it is favorable to prepare in advance results of a computer simulation on, for example, an influence of a wear-related change in geometry of a travel path on a shape of the envelope. In operation, measured envelopes can then be compared on-site with calculated curves. In this way an evaluation of a state change in real time is possible. Subsequently, this also allows a prediction of a state development of a rail switch.

Claims

claims

1 . Method for in particular continuous condition monitoring of at least one track component laid in railway construction, in particular a rail switch, with at least one sensor arranged on the track component, characterized in that the sensor detects and segments data before and / or after a rolling over of the track component by a rail vehicle from the collected and segmented data, a state of

Track component is determined.

2. The method according to claim 1, characterized in that the detected and segmented data are evaluated with statistical methods and / or envelopes.

3. The method according to claim 1 or 2, characterized in that the data are separated in time.

4. The method according to any one of claims 1 to 3, characterized in that the detected data in a connected to the sensor and directly on the

Track component arranged signal processing system to be processed information about a state of the infrastructure component.

5. The method according to any one of claims 1 to 4, characterized in that at each crossing of a rail vehicle on the infrastructure component of the at least one sensor data are detected.

6. The method according to any one of claims 1 to 5, characterized in that the sensor is measured at least one elongation per unit time of the track component.

7. A device for particular continuous condition monitoring of at least one laid in railway infrastructure component, such as a rail switch, in particular for carrying out a method according to one of claims 1 to 6, comprising at least one sensor arranged on the Fahrwegkomponente, characterized in that a signal processing system is provided in order to evaluate data acquired by the sensor directly on the infrastructure component.

8. Apparatus according to claim 7, characterized in that at a

Fahrwegkomponente several sensors are arranged, wherein preferably the sensors are designed to measure different data and connected to the signal processing system.

9. Apparatus according to claim 7 or 8, characterized in that in each case one or more sensors and a respective one of a plurality of track components

Signal processing system are arranged.

10. Apparatus according to claim 9, characterized in that the

Signal processing systems are interconnected to exchange collected and / or evaluated data.

1 1. Device according to one of claims 7 to 10, characterized in that the signal processing system comprises a device for self-sufficient energy supply.

12. Use of a device according to one of claims 7 to 1 1 for the prediction of necessary maintenance on a track component in railway construction.