EP3507166B1 - Procédé et dispositif permettant de surveiller des états de véhicules ferroviaires - Google Patents

Procédé et dispositif permettant de surveiller des états de véhicules ferroviaires Download PDF

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Publication number
EP3507166B1
EP3507166B1 EP17752367.7A EP17752367A EP3507166B1 EP 3507166 B1 EP3507166 B1 EP 3507166B1 EP 17752367 A EP17752367 A EP 17752367A EP 3507166 B1 EP3507166 B1 EP 3507166B1
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Prior art keywords
vehicle
data
rail
monitoring system
error states
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EP17752367.7A
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German (de)
English (en)
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EP3507166A1 (fr
Inventor
Marco Nock
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Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
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Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0081—On-board diagnosis or maintenance
    • 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 a method and a device for monitoring vehicle states in rail vehicles.
  • the U.S. 2016/039439 A1 for example a system with a controller that checks one or more route parameters or a vehicle parameter to determine whether a route or the vehicle system is damaged, using on-board or driveway-side monitoring systems for the check.
  • the invention is based on the object of providing an improved method and an improved device for monitoring vehicle states in rail vehicles, in order to carry out comprehensive monitoring of vehicle states of a rail vehicle.
  • data are first recorded and made available by at least one vehicle monitoring system on the vehicle as well as data that is recorded and made available by at least one roadside vehicle monitoring system.
  • the data read in is then evaluated.
  • the error states of a rail vehicle are then determined from the evaluated data.
  • the reading in of the data, the evaluation and the determination of error states can be carried out by an evaluation device.
  • the vehicle monitoring systems on the vehicle and the vehicle monitoring systems on the roadway are systems arranged in the vehicle or on the roadway, which monitor individual components or systems of a vehicle. This can be one monitoring system or multiple monitoring systems.
  • the data from the vehicle monitoring systems on the vehicle and the data from the vehicle monitoring systems on the track are correlated with one another and checked for plausibility in order to determine the error states of the rail vehicle.
  • the method according to the invention makes it possible to use all available data for monitoring rail vehicles.
  • analyzes for the locomotive from sensor or diagnostic systems in the locomotive and in the track and for the freight wagons from the vehicle monitoring systems on the track are used. This enables full monitoring of a train using all available monitoring systems.
  • data from the past are also taken into account when determining the error states of the rail vehicle.
  • the data can be data that was provided in the past by the vehicle monitoring systems on the vehicle, but in particular also data that was provided in the past by the vehicle monitoring systems on the roadway. For this it is advantageous if it is registered that the rail vehicle to be monitored passes the vehicle monitoring systems on the track side, so that the data from the vehicle monitoring systems from the past can also be clearly assigned to a rail vehicle to be monitored.
  • the data for evaluating and for determining the error states are transmitted to an evaluation device which is arranged outside the rail vehicle. It is preferably a stationary evaluation device that can be arranged either on the vehicle or in workshops, logistics centers or control centers.
  • the data from the vehicle monitoring systems on the vehicle are preferably transmitted online via radio. However, the data can preferably also be read out by line-bound communication when the rail vehicle is, for example, at the station or in the workshop.
  • the data from the roadside vehicle monitoring systems can be transmitted to the evaluation device in a wired or wireless manner.
  • the data for evaluating and for determining the error states are transmitted to an evaluation device arranged in the rail vehicle.
  • the evaluation device is therefore on board the rail vehicle.
  • the data from on-board vehicle monitoring systems are preferably wired, but can also be transmitted wirelessly to the evaluation device arranged in the rail vehicle.
  • the data from the roadside vehicle monitoring systems are preferably transmitted to the evaluation device arranged in the rail vehicle by means of wireless communication.
  • the evaluation device arranged in the rail vehicle can, for example, signal to the train driver whether there are faults in the rail vehicle.
  • the fault conditions determined are sent to a workshop and/or to a Transfer maintenance plan system.
  • workshops or in the planning systems logistics and maintenance processes can be controlled or supplied with additional information.
  • the data from the roadside vehicle monitoring systems are obtained by a hot box detection system.
  • hot box detection systems also referred to as hot box detection systems
  • hot box detection systems are available at many points in the rail network for trackside monitoring. These detect whether a vehicle's wheel bearings are overheating by monitoring the heat emitted by the vehicle, for example using infrared sensors.
  • inactive brakes of the rail vehicle can be determined by comparing the data from multiple hot box detection systems.
  • the presence of a cold individual brake indicates a brake defect.
  • the presence of a hot individual brake indicates a defect in this brake.
  • defective wheel bearings can also be detected in particular, as well as defective brakes.
  • temperatures of a brake system of the rail vehicle are determined by the overheating detection system, and error states of the brake system are determined by correlating the determined temperatures with brake pressures measured on the vehicle.
  • the overheating detection system monitors the heat radiated by the brakes of the rail vehicle when it is driven over. It correlates the radiated temperatures with brake pressures measured on the vehicle. If low brake pressures indicate that the brakes are not activated, but a large amount of heat is radiated, this indicates a defective brake. Likewise, a high brake pressure when the brake is actuated, but a low level of radiated heat also indicates a defect in the brake. Defective weighing valves of the rail vehicle can also be detected in this way.
  • the data from roadside vehicle monitoring systems are obtained from a force measuring device, and a comparison with forces or accelerations determined in the vehicle is carried out to determine error states of the rail vehicle.
  • the vehicle monitoring system on the track side is therefore a force measuring device integrated in the track, which can measure the forces exerted on the track when driving over it.
  • the force measurement in one spatial direction is only possible, for example, vertically to the travel path, but also transversely and along the travel path.
  • Defective brakes for example, can be detected by monitoring the forces exerted by the rail vehicle on the track. Additional information from the brake controller or the brake itself, for example brake pressures, can be used for this purpose.
  • low forces exerted by the rail vehicle in the longitudinal direction of the guideway when the brakes are activated indicate that one or more brakes are defective.
  • High forces exerted by the rail vehicle on the track in the longitudinal direction of the track when the brakes are not activated also indicate a defect in one or more brakes.
  • Defective weighing valves for example, can be detected by measuring the vertical forces exerted on the vehicle path by the force measuring device. The forces determined by the weighing valves then deviate from the vertical forces exerted on the track by the rail vehicle and measured with the force measuring device. One-sided and changing loads can also be detected by the force measuring devices.
  • data from vehicle monitoring systems on the vehicle and data from vehicle monitoring systems on the route, which have been measured for a number of rail vehicles are used in order to determine the error states of the rail vehicle.
  • data from vehicle monitoring systems on the roadside which were collected when different vehicles drove over the monitoring systems, can be compared in order to identify similarities or discrepancies in the data and in the presence of Deviations to close error states of the overrunning rail vehicle.
  • the device has a reading device for reading in data from at least one on-board vehicle monitoring system (14) and at least one roadside vehicle monitoring system (16), and an evaluation device which is designed in such a way that the read-in data evaluate and determine error states of a rail vehicle from the evaluated data.
  • the read-in device of the device for monitoring vehicle states in rail vehicles thus receives data that is recorded by at least one on-board vehicle monitoring system and data that is recorded by at least one track-side vehicle monitoring system, and reads in this data.
  • the evaluation device evaluates the data that has been read in and determines error states of a rail vehicle from the evaluated data.
  • the data are correlated, checked for plausibility and evaluated.
  • the data can also be visualized. This makes it possible to monitor a rail vehicle and to detect error states of the rail vehicle from all of the information on the vehicle as well as on the track and by correlating this information with one another.
  • the evaluation device is arranged outside the rail vehicle. This is preferably located near the route or in workshops, control centers or logistics centers. Due to the fact that the evaluation device is arranged outside the rail vehicle, data can be transmitted in a simple manner, for example by line-based communication, to operating or repair workshops. In addition, there are no weight or installation space restrictions on the evaluation device, so that it can have high computing power or large storage capacities, for example. In addition, act towards a rail vehicle arranged evaluation device vibrations of the rail vehicle does not affect the evaluation device, so that it can be made simpler and less robust.
  • the evaluation device is arranged in the rail vehicle.
  • the data received from the on-board monitoring systems can be evaluated directly in the rail vehicle.
  • the data can be transmitted directly to information systems for the rail vehicle driver and visualized there, for example.
  • the evaluation device has a data memory in order to store the data read in from the at least one vehicle monitoring system on the vehicle and the data read in from the at least one roadside vehicle monitoring system. This makes it possible to also use data recorded in the past in order to determine error states of the rail vehicle.
  • the evaluation device has a transmission device for transmitting the determined error states to a workshop and/or a maintenance planning system.
  • a transmission device for transmitting the determined error states to a workshop and/or a maintenance planning system.
  • logistics and maintenance processes can be controlled or supplied with additional information.
  • the on-board vehicle monitoring systems can be, for example, monitoring systems for the vehicle brakes.
  • brake pressures or control signals can be determined and output here.
  • data may also be provided by any other onboard vehicle monitoring system, such as powertrain diagnostics.
  • the trackside vehicle monitoring systems can be, for example, a hot box detection system that detects and monitors the heat radiated from the wheel bearings, the wheel sets or the brakes of a rail vehicle, for example using infrared sensors arranged in the track bed.
  • Force measuring systems or load sensors can also be arranged in the guideway, which can detect the forces exerted by the rail vehicle on the guideway in the vertical direction, but also in the longitudinal direction of the guideway or in the transverse direction to it.
  • data can also be provided by any other roadside vehicle monitoring system.
  • the data of the vehicle-side and roadside-side vehicle monitoring systems are first read in step S10.
  • the read data are then evaluated in step S12.
  • the data can, for example, be correlated with one another or checked against one another for plausibility.
  • historical data that was recorded on the vehicle side and/or on the route side at past points in time can also be used.
  • Error states of the rail vehicle are then determined from the evaluated data in step S14. For example, by using the data from hot box detection systems and data from the braking systems, for example of brake pressures, error states in the braking system of the rail vehicle are determined.
  • the evaluation S12 and the determination of error states can be carried out by an evaluation device which can be arranged in the rail vehicle itself or outside the rail vehicle.
  • the methods shown are then transmitted to a workshop or to maintenance planning in step S16.
  • the detected error states can be used to trigger maintenance processes and logistics processes or to provide them with additional information.
  • the rail vehicles 10 move here on a guideway 12.
  • the rail vehicles 10 are the rail vehicles of a freight train, which consists of a locomotive as a traction vehicle and several freight cars .
  • the freight wagons do not have their own power supply and can therefore not carry out their own diagnosis of their components.
  • components of the locomotive are diagnosed in an on-board vehicle monitoring system 14 .
  • components of the brake system or the drive can be diagnosed.
  • vehicle monitoring systems 16 on the track side are present in the device according to the invention for monitoring vehicle states in rail vehicles 10 . These can be arranged in, under or to the side of the driveway.
  • the trackside vehicle monitoring systems 16 can be, for example, a hot box detection system for measuring heat radiated by the rail vehicles 10 or force measuring devices that can measure the forces exerted by the rail vehicles 10 on the track 12 in one or more spatial directions.
  • the data recorded by the on-board vehicle monitoring systems 14 and by the roadside vehicle monitoring systems 16 are stored in 2 illustrated embodiment of the device according to the invention for monitoring vehicle conditions first transferred to a data memory 18.
  • the transmission of the data from the roadside vehicle monitoring system 16 to the data memory 18 takes place in a wired manner.
  • the transmission of the data from the vehicle monitoring system to the data memory 18 takes place in 2 illustrated embodiment of the device according to the invention, however, by wireless communication.
  • the locomotive has a transmitting antenna 20 to transmit the signals detected by the on-board monitoring systems 14 of the locomotive
  • the data read in from the vehicle monitoring system 14 on the vehicle and the vehicle monitoring system 16 on the track are correlated with one another according to the invention, checked for plausibility, and error states of the rail vehicles 10 are determined from the data.
  • data stored in the data memory 18 of the evaluation device 22 and recorded in the past are also used.
  • trackside vehicle monitoring system 16 is, for example, a hot box detection system and onboard vehicle monitoring system 14 is, for example, a monitoring system of a brake system
  • onboard vehicle monitoring system 14 is, for example, a monitoring system of a brake system
  • the monitoring system of the brake system or the brake controller can display it That the brakes are not activated, it can be concluded that one or more brakes are defective, for example blocked.
  • the braking system of rail vehicles 10 is activated, it can be concluded that one or more brakes are not triggered.
  • the roadside monitoring system 16 is a force measuring device, by comparing the data from the braking system and the data on the force measuring device, in particular in the longitudinal direction of the vehicle 12 forces exerted it can be concluded whether the brakes of the rail vehicles 10 are working, ie forces are exerted on the guideway 12 during deceleration by the rail vehicles, or the braking forces are insufficient and one or more brakes are defective.

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  • Engineering & Computer Science (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Claims (14)

  1. Procédé pour contrôler des états de véhicule (10) ferroviaire, comportant les stades suivants :
    lecture (S10) de données dans au moins un système (14) embarqué de contrôle de véhicule,
    lecture (S10) de données dans au moins un système (16) sur la voie de contrôle de véhicule,
    dans lequel on relève et on met à disposition les données respectivement du au moins un système (14) embarqué de contrôle du véhicule et du au moins un système (16) sur la voie de contrôle du véhicule,
    exploitation (S12) des données lues et détermination (S14) d'états défectueux d'un véhicule (10) ferroviaire à partir des données exploitées,
    caractérisé en ce que, lors de l'exploitation des données et lors de la détermination d'états défectueux d'un véhicule (10) ferroviaire à partir des données exploitées, on met en corrélation entre elles et on rend vraisemblables les données du au moins un système (14) embarqué de contrôle du véhicule et les données du au moins un système (16) sur la voie de contrôle de véhicule, afin de déterminer les états défectueux du véhicule (10) ferroviaire.
  2. Procédé suivant la revendication 1,
    dans lequel, lors de la détermination (S14) des états défectueux du véhicule (10) ferroviaire, on tient compte des données du passé.
  3. Procédé suivant la revendication 1 ou 2,
    dans lequel on transmet les données lues pour l'exploitation (S12) et pour la détermination (S14) des états défectueux à un dispositif (22) d'exploitation disposé à l'extérieur du véhicule (10) ferroviaire.
  4. Procédé suivant l'une des revendications précédentes,
    dans lequel on transmet les données lues pour l'exploitation (S12) et pour la détermination (S14) des états défectueux à un dispositif (22) d'exploitation disposé dans le véhicule (10) ferroviaire.
  5. Procédé suivant l'une des revendications précédentes,
    dans lequel on transmet les états défectueux déterminés à un atelier d'exploitation et/ou à un système de planification de l'entretien.
  6. Procédé suivant l'une des revendications précédentes,
    dans lequel on lit des données d'une installation sur la voie de détection de boîte chaude.
  7. Procédé suivant la revendication 6,
    dans lequel, par l'installation de détection de boîte chaude, on détermine des températures d'un système de frein du véhicule (10) ferroviaire et on détermine des états défectueux du système de frein par corrélation des températures déterminées à des pressions de frein mesurées sur le véhicule.
  8. Procédé suivant l'une des revendications précédentes,
    dans lequel on lit des données d'un dispositif sur la voie de mesure de force et, pour la détermination d'états défectueux du véhicule (10) ferroviaire, on effectue une comparaison avec des forces ou des accélérations déterminées dans le véhicule (10) ferroviaire.
  9. Procédé suivant l'une des revendications précédentes,
    dans lequel on utilise des données de systèmes (14) embarqués de contrôle de véhicule ainsi que des données systèmes (16) sur la voie de contrôle de véhicule, qui sont mesurés pour plusieurs véhicules (10) ferroviaire, afin de déterminer des états défectueux du véhicule (10) ferroviaire.
  10. Dispositif de contrôle d'états de véhicule (10) ferroviaire, dans lequel
    le dispositif a un dispositif de lecture de données d'au moins un système (14) embarqué de contrôle de véhicule ainsi que d'au moins un système (16) sur la voie de contrôle de véhicule, et dans lequel le au moins un système (14) embarqué de contrôle de véhicule et le au moins un système (16) sur la voie de contrôle de véhicule sont conçus pour détecter et mettre à disposition les données, et
    le dispositif a un dispositif (22) d'exploitation, qui est conformé de manière à pouvoir exploiter les données lues et à déterminer des états défectueux d'un véhicule (10) ferroviaire à partir des données exploitées,
    caractérisé en ce que, lors de l'exploitation des données et lors de la détermination, par le dispositif (22) d'exploitation, d'états défectueux d'un véhicule (10) ferroviaire à partir des données exploitées, on met en corrélation entre elles et on rend vraisemblables les données du au moins un système (14) embarqué de contrôle du véhicule et les données du au moins un système (16) sur la voie de contrôle de véhicule, afin de déterminer les états défectueux du véhicule (10) ferroviaire.
  11. Dispositif suivant la revendication 10,
    dans lequel le dispositif (22) d'exploitation est disposé à l'extérieur du véhicule (10) ferroviaire.
  12. Dispositif suivant la revendication 10,
    dans lequel le dispositif (22) d'exploitation est disposé dans le véhicule (10) ferroviaire.
  13. Dispositif suivant l'une des revendications 10 à 12,
    dans lequel le dispositif (22) d'exploitation a une mémoire (18) de données, pour mettre en mémoire les données lues du au moins un système (14) embarqué de contrôle de véhicule et les données lues du au moins un système (16) sur la voie de contrôle de véhicule.
  14. Dispositif suivant l'une des revendications 10 à 13,
    dans lequel le dispositif (22) d'exploitation a un dispositif de transmission pour la transmission des états défectueux déterminés à un atelier d'exploitation et/ou à un système de planification de l'entretien.
EP17752367.7A 2016-09-02 2017-08-09 Procédé et dispositif permettant de surveiller des états de véhicules ferroviaires Active EP3507166B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016116419.4A DE102016116419A1 (de) 2016-09-02 2016-09-02 Verfahren und Vorrichtung zum Überwachen von Fahrzeugzuständen in Schienenfahrzeugen
PCT/EP2017/070197 WO2018041568A1 (fr) 2016-09-02 2017-08-09 Procédé et dispositif permettant de surveiller des états de véhicules ferroviaires

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EP3507166A1 EP3507166A1 (fr) 2019-07-10
EP3507166B1 true EP3507166B1 (fr) 2022-03-09

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CN109377968B (zh) * 2018-12-11 2021-03-19 中车长春轨道客车股份有限公司 一种避免动车组显示屏故障诊断重复刷新的优化系统

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EP3507166A1 (fr) 2019-07-10
WO2018041568A1 (fr) 2018-03-08
DE102016116419A1 (de) 2018-03-08

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