EP4117977A2 - Installation ferroviaire avec système de diagnostic et son procédé de fonctionnement - Google Patents

Installation ferroviaire avec système de diagnostic et son procédé de fonctionnement

Info

Publication number
EP4117977A2
EP4117977A2 EP21721401.4A EP21721401A EP4117977A2 EP 4117977 A2 EP4117977 A2 EP 4117977A2 EP 21721401 A EP21721401 A EP 21721401A EP 4117977 A2 EP4117977 A2 EP 4117977A2
Authority
EP
European Patent Office
Prior art keywords
railway
diagnostic system
component
diagnostic
data
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.)
Pending
Application number
EP21721401.4A
Other languages
German (de)
English (en)
Inventor
Karsten Blum
Witali Sauter
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 Mobility GmbH
Original Assignee
Siemens Mobility GmbH
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 Mobility GmbH filed Critical Siemens Mobility GmbH
Publication of EP4117977A2 publication Critical patent/EP4117977A2/fr
Pending legal-status Critical Current

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
    • B61K9/08—Measuring installations for surveying permanent way
    • 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
    • B61L27/53—Trackside diagnosis or maintenance, e.g. software upgrades for trackside elements or systems, e.g. trackside supervision of trackside control system conditions

Definitions

  • the invention relates to railway systems which are equipped with a diagnostic system for monitoring railway components of the railway system.
  • diagnostic systems for monitoring railway components of a railway system
  • these must be made known to the diagnostic system so that they can be taken into account in the diagnosis.
  • the diagnostic system must map both the railway component as such (i.e. its design) and the specific instance (i.e. in the form of component-specific identification data, such as serial number, individual address data for communication, etc.) as a diagnostic object in the memory and know both the properties and the methods / rules for the respective diagnostic object.
  • the data required for the diagnosis form a data record for the individual railway components.
  • the data records are usually entered in that they are entered into the diagnostic system as project planning data as part of programming, configuration or system planning.
  • the invention has for its object to improve a Eisenbahnanla ge with a view to a simple configuration of the diagnostic system.
  • the Eisenbahnkom component is designed in such a way that it automatically transmits a self-describing data set after being connected to the diagnostic system as part of a plug-and-play process and / or allows the diagnostic system to query such a data set and the diagnostic system is designed in such a way that it receives the data record from the railroad component and, on the basis of the data record, integrates the railroad component into the further diagnostic operation.
  • a major advantage of the railway system according to the invention is that the diagnostic system provided according to the invention ensures automatic, i.e. automatic reconfiguration or automatic adaptation of the diagnosis to the current or new system situation, i.e. without manual intervention by maintenance personnel necessary would be when new railway components are connected to the diagnostic system. In other words, after adding new railway components, there is no need to re-plan, let alone new integration tests, change impact analyzes or regression tests.
  • the diagnostic system is preferably designed in such a way that it receives or can receive the data record from the Eisenbahnkompo component during the ongoing diagnostic operation relating to other railway components and integrates or can integrate the Eisenbahnkomponen te into the further diagnostic operation.
  • the integration of new railway components takes place preferably during the diagnostic operation of the other railway components already integrated.
  • the railroad component prefferably has a first component that reaches or exceeds a predetermined safety standard and a second component that does not achieve the mentioned safety standard, and the data set is stored in the second component part is.
  • the second component part automatically transmits the data record to the diagnostic system after it has been connected to the diagnostic system.
  • the diagnostic system enables the diagnostic system to query the data record.
  • the first and second component parts are connected via a data diode that has an egg Permits data flow exclusively from the first component part into the second component part, and information from the first component part, which is to be transmitted to the diagnosis system for the purpose of diagnosis, is transmitted via the data diode to the second component part and from this to the diagnosis system.
  • the railway component is connected to the diagnostic system via a data diode that allows data to flow exclusively from the railway component to the diagnostic system, and the railway component after being connected to the diagnostic system as part of plug-and-play -
  • the method automatically transmits the data set and subsequent information that is to be transmitted to the diagnostic system for the purpose of diagnosis, via the data diode to the diagnostic system.
  • the or at least one of the railway components is preferably a switch that transmits current values and / or switch cycle times to the diagnostic system as information that is to be transmitted to the diagnostic system for the purpose of diagnosis.
  • the or at least one of the railway components is preferably a signaling device which transmits current values to the diagnostic system as information that is to be transmitted to the diagnostic system for the purpose of diagnosis.
  • the or at least one of the railway components is preferably a signal box, which is used as information for the purpose of diag- nose are to be transmitted to the diagnostic system, transmitted interlocking data to the diagnostic system.
  • the or at least one of the railroad components is preferably an axle counter which transmits axle counter data to the diagnostic system as information to be transmitted to the diagnostic system for the purpose of diagnosis.
  • the or at least one of the railway components is preferably a route control center, in particular an ETCS route control center, which transmits route control data to the diagnostic system as information that is to be transmitted to the diagnostic system for the purpose of diagnosis.
  • a route control center in particular an ETCS route control center, which transmits route control data to the diagnostic system as information that is to be transmitted to the diagnostic system for the purpose of diagnosis.
  • the data record that reaches the diagnostic system after being connected to the diagnostic system as part of the plug-and-play method is a complete data record in the sense that it completely describes the railway component itself and alone the subsequent diagnosis is made possible by the diagnosis system.
  • the data record that arrives at the diagnostic system after being connected to the diagnostic system as part of the plug-and-play process merely identifies the railway components, so that the diagnostic system can by adding additional component data from another source, for example a central database that can supplement the data record received from the railroad component to form a complete data record that fully describes the railroad component and enables the subsequent diagnosis by the diagnostic system.
  • additional component data for example a central database that can supplement the data record received from the railroad component to form a complete data record that fully describes the railroad component and enables the subsequent diagnosis by the diagnostic system.
  • the diagnostic system can diagnose railway components in a particularly simple manner, for example can save and evaluate the status data of the railway component, the data record that is transmitted from the railway components to the diagnostic system, or that is subsequently generated supplemented data set preferably at least the following information:
  • component-specific information e.g. B. alarm messages in different languages, symbols that graphically represent the components, etc.
  • the diagnostic system can advantageously be implemented as a cloud application in a cloud or as a software module of a computing system of the railway system.
  • the invention also relates to a Eisenbahnkompo component for a railway system.
  • the railway component that it is designed in such a way that it automatically transmits a self-describing data set and / or queries the diagnostic system as part of a plug-and-play process after connection to a diagnostic system of the railway system such a data record is allowed.
  • the data record preferably enables a subsequent diagnosis itself or at least after adding additional component data from another source.
  • the railway component has a computing device that is programmed in software or hardware such that it is connected to a
  • the diagnostic system of the railway system automatically transmits a self-describing data record as part of a plug-and-play process and / or allows the diagnostic system to query such a data record.
  • the invention also relates to a diagnostic system for a railway installation. According to the invention it is provided with regard to the diagnostic system that the diagnostic system is designed in such a way that it receives a data record from a railroad component newly connected to the diagnostic system and incorporates the railroad component into the further diagnostic operation on the basis of the data record.
  • the diagnostic system has a computing device that is programmed in software or hardware such that it receives a data record from a railway component newly connected to the diagnostic system and incorporates the railway component into further diagnostic operations on the basis of the data record.
  • the invention also relates to a method for operating a railway system which has a diagnostic system for monitoring railway components of the railway system.
  • the railway component automatically transmits a self-describing data record as part of a plug-and-play method and / or allows the diagnosis system to query such a data record and that Diagnostic system receives the data set from the railway component and on the basis of the data set integrates the railway component in further diagnostic operations.
  • FIG. 1 components of a first exemplary embodiment for a railroad installation which is equipped with a diagnostic system, namely before a new railroad component is connected, the new railroad component having a safe and a non-safe component part,
  • FIG. 2 shows the railway system according to FIG. 1 after the connection of the new railway component and during the plug-and-play reconfiguration of the diagnostic system
  • FIG. 3 shows the railway system according to FIG. 1 after completion of the plug-and-play reconfiguration and during further diagnostic operation, including the newly connected railway components,
  • Figure 4 shows a variant of the railway system according to Figures 1 to 3, in which an additional communication network is integrated, and
  • Fig. 5-8 exemplary embodiments for railway systems in which a new railway component is integrated without a non-safe component part.
  • FIG. 1 shows an exemplary embodiment for a railway system 10 which is equipped with a diagnostic system 20.
  • the diagnostic system 20 comprises a computing device 21 which works together with a memory 22.
  • a diagnostic module DM is stored, which enables a diagnosis of railway components connected to the diagnostic system 20.
  • three railway components are connected to the diagnostic system 20, namely a signaling device 31, an axle counter 32 and an interlocking 33.
  • the three railway components 31, 32 and 33 each transmit information INF to a diagnostic module of the diagnostic system 20 the basis of which should be a diagnosis of the respective component.
  • an associated data set DS31, DS32 and DS33 is stored in the diagnosis module DM for each of the connected railway components, i.e. the signal device 31, the axle counter 32 and the interlocking 33.
  • the data record DS31 relates to a diagnosis of the signal device 31, the data record DS32 to a diagnosis of the axle counter 32 and the data record DS33 to a diagnosis of the interlocking 33.
  • FIG. 1 shows another railway component, which can be a switch 34, for example.
  • the switch 34 comprises a first “safe” component part 100 which reaches or exceeds a predetermined safety standard, such as the safety standard SIL4.
  • the first component part 100 comprises a computing device 110 and a memory 120.
  • a control program module SPM is stored in the memory 120, which enables operation or cooperation with connected devices.
  • an actuator 130 is connected to the first component part 100 or to the control program module SPM, which is for example a switch drive of the switch 34 can act.
  • the actuator 130 is controlled by the first component part 100 or its control program module SPM by means of control commands SB.
  • further actuators can be connected to the first component part 100 or its control program module SPM, one of which is shown by way of example in FIG. 1 and is identified there with the reference numeral 131.
  • the activation of the further actuator or actuators 131 can or is carried out with control commands SB from the control program module SPM.
  • sensors 140 and 141 are also connected to the first component part 100;
  • the sensor 140 is, for example, a current sensor that detects the current curve when switching the switch 34 and transmits the corresponding current values I, for example in the form of maximum values or in the form of the entire current curve, to the first component part 100.
  • the sensor 141 can be, for example, a timer that records the cycle time of the switch 34 when switching and transmits a corresponding cycle time value T to the first component part 100.
  • control of the actuators 130 and 131 by the control program module SPM can advantageously be based on the measurement results or signals from the connected sensors 140 and 141 and possibly other sensors not shown in FIG.
  • a transmission module SM is stored in the memory 120 of the first component part 100, which when executed by the computing device 110 of the first component part 100 forms a transmission device.
  • the transmission module SM receives the signals from the connected sensors 140 and 141 in processed or unprocessed form as information INF to a second component part 200 of the switch 34.
  • the information INF is transmitted via a data diode 300, which ensures freedom from feedback between the two component parts 100 and 200 or prevents the second component part 200 from being able to access the first component part 100.
  • the second component part 200 is, for example, not “safe” because it does not itself achieve the specified safety standard that the first component part 100 achieves or exceeds.
  • the second component part 200 comprises a computing device 210 and a memory 220.
  • An information transfer module IM, a data record DS34 and a data record transmission module DSSM are stored in the memory 220.
  • the switch 34 is not yet connected to the diagnostic system 20, so that the diagnostic system 20 or its diagnostic module DM cannot take the switch 34 into account in the context of its diagnosis.
  • FIG. 2 shows the arrangement according to FIG. 1 after the switch 34 has been connected to the diagnostic system 20.
  • the data record transmission module DSSM of the second component part 200 of the switch 34 is activated automatically or alternatively in response to a corresponding request from the Diagnostic system 20 transmit data record DS34, which is stored in memory 220, to diagnostic system 20.
  • FIG. H. it describes the switch 34 itself completely and enables the subsequent diagnosis by the diagnosis system 20 itself or by itself.
  • a receiving module DSEM stored in the memory 22 of the diagnosis system 20 will receive the data record DS34 when executed by the computing device 21 and then transmit it to the diagnosis module DM for the purpose of integration.
  • FIG. 3 shows the arrangement according to FIGS. 1 and 2 after the data record DS34 of the switch 34 has been transmitted via the data record transmission module DSSM and the reception module DSEM and has been implemented by the diagnostic module DM.
  • the diagnostic module DM can diagnose the switch 34 on the basis of the information INF of the switch 34.
  • the information INF which is preferably based on the measurement results of the sensors 140 and 141, is transmitted from the data transmission module SM of the first component part 100 via the data diode 300 to the second component part 200 and then from the information transfer module IM of the second component part 200 forwards to the diagnostic system 20 or its diagnostic module DM.
  • the diagnosis of the switch 34 on the basis of the data record DS34 can be carried out in the usual way, for example by evaluating the current values or current curves I that occur when switching the switch 34 and / or cycle times T when switching the switch 34 to ensure compliance with specified parameters or Limit values are monitored. If, for example, it can be seen that the current profile I is too high when switching the switch 34 and / or the cycle time T is too long, a certain stiffness of the switch can be inferred and a corresponding maintenance order for the maintenance of the switch 34 can be triggered.
  • the diagnostic system 20 or its diagnostic module DM determines, for example, that the signaling device 31 does not transmit any information INF in the form of electrical signals that indicate correct operation a corresponding maintenance order for he set parts of the signaling device 31 can be triggered.
  • the track components 31 to 34 to be monitored or included in the diagnosis are connected directly to the diagnosis system 20.
  • FIG. 4 it is alternatively possible to provide a connection between the components via a network, for example the Internet.
  • a network for example the Internet.
  • FIG. 4 Such an embodiment is shown by way of example in FIG. 4, in which the railroad components 31 to 34 are connected to the diagnostic system 20 via a communication network 400.
  • FIG. 5 shows, by way of example, an embodiment variant in which a data record DS34 ', which merely identifies the switch 34, is transmitted to the diagnostic system 20.
  • the diagnostic system 20 will supplement the received data record DS34 ', for example by adding supplementary component data EKD from another source, for example a central database DB, which is connected to the diagnostic system 20 directly or indirectly via the communication network 400.
  • supplementary component data EKD from another source, for example a central database DB, which is connected to the diagnostic system 20 directly or indirectly via the communication network 400.
  • FIG. 6 shows a further exemplary embodiment for a railway component in the form of a switch 34 which is connected to the diagnosis system 20 according to FIGS. 1 to 3.
  • the switch 34 according to FIG. 6 comprises only one safe component part 100 'which reaches or exceeds a predetermined safety standard, such as the safety standard SIL4.
  • the component part 100 ′ corresponds to the first component part 100 according to FIGS
  • the data set DS34 reaches the diagnostic system 20 from the information transfer module IM of the memory 120 via the data diode 300.
  • the component part 100 ′ transmits the data record DS34 itself to the receiving module DSEM via the data diode 300 after a connection to the diagnosis system 20 and then the information INF itself to the diagnosis module DM of the diagnosis system 20.
  • the data diode 300 is also used here for any external access to the switch 34.
  • the data diode 300 is connected directly to the diagnostic system 20;
  • a communication network 400 can also be interposed, as has already been explained in connection with FIG.
  • FIG. 8 shows, by way of example, an embodiment variant of the embodiment according to FIG. 7, in which a data record DS34 ', which merely identifies the switch 34, is transmitted to the diagnostic system 20.
  • a data record DS34 ' which merely identifies the switch 34
  • the railway system 10 according to FIGS. 1 to 8 can have one, several or all of the following advantages or features, which are again listed in bullet points:
  • the diagnostic system may be able to use a
  • the components can log into the diagnostic system and send it not only their own ID but also the type configuration (the data model that maps their diagnosis) and other information such as methods that describe the diagnosis and data for language switching and symbols.
  • the project planning data can be loaded directly into the railway components. As soon as a (new) railway component is put into operation in a railway system, the railway component logs on to the diagnostic system and the data record, which includes the data model of the diagnostic data and the methods that describe the diagnosis of this type of component, is transferred to the diagnostic system .
  • the configuration can be simplified, since costs are saved because no more instances have to be configured. These are automatically generated in the diagnostic system as soon as the railway components register (and removed again if the railway components are no longer available).
  • the railway components to be diagnosed can be non-safe in the signaling sense as well as those with safety relevance, which can be designed up to SIL 4.
  • the railway components can consist of at least one non-safe part, which can be operated retroactively to become the safe part (e.g. EM platform).
  • the safe part e.g. EM platform
  • the following data can be stored in the non-safe part of the railway component: the diagnostic data model; customer-specific data, such as z. B. Languages and symbols; Methods applicable to fault analysis of this type of railway component; Methods that can be used in conjunction with other types of components for error analysis.
  • the diagnostic system There is the option of designing the diagnostic system as a cloud application.
  • the status data can be transmitted as usual.
  • the diagnostic system or the cloud application designed as a diagnostic system preferably have the option of recording the models and methods, storing them and processing them in the same way as in the case of an input via a conventional project planning system.
  • the diagnostic system preferably maps the instance data automatically. -
  • the upgrade is preferably done while the system is running. Even when the components are software updated, the data in the diagnostic system are preferably updated automatically so that data consistency is guaranteed at all times.

Abstract

L'invention concerne entre autres une installation ferroviaire (10) équipée d'un système de diagnostic (20) servant à la surveillance d'éléments de chemin de fer (31-34) de l'installation ferroviaire (10) et d'au moins un élément de chemin de fer (31-34) raccordé audit système de diagnostic (20). Concernant ladite installation ferroviaire (10), l'invention est caractérisée en ce que l'élément de chemin de fer (31-34) est conçu de telle sorte qu'après le raccordement au système de diagnostic (20) dans le cadre d'un procédé « plug and play », ledit élément de chemin de fer transmet automatiquement un jeu de données (DS34, DS34') se décrivant lui-même et/ou permet au système de diagnostic (20) de demander un tel jeu de données (DS34, DS34') et le système de diagnostic (20) est conçu de telle sorte que ledit système reçoit le jeu de données (DS34, DS34') en provenance de l'élément de chemin de fer (31-34) et, sur la base de ce jeu de données (DS34, DS34'), engage ledit élément de chemin de fer (31-34) dans l'autre mode de diagnostic.
EP21721401.4A 2020-04-28 2021-04-06 Installation ferroviaire avec système de diagnostic et son procédé de fonctionnement Pending EP4117977A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020205348.0A DE102020205348A1 (de) 2020-04-28 2020-04-28 Eisenbahnanlage mit Diagnosesystem und Verfahren zu deren Betrieb
PCT/EP2021/058898 WO2021219327A2 (fr) 2020-04-28 2021-04-06 Installation ferroviaire avec système de diagnostic et son procédé de fonctionnement

Publications (1)

Publication Number Publication Date
EP4117977A2 true EP4117977A2 (fr) 2023-01-18

Family

ID=75674768

Family Applications (1)

Application Number Title Priority Date Filing Date
EP21721401.4A Pending EP4117977A2 (fr) 2020-04-28 2021-04-06 Installation ferroviaire avec système de diagnostic et son procédé de fonctionnement

Country Status (5)

Country Link
US (1) US20230182787A1 (fr)
EP (1) EP4117977A2 (fr)
AU (1) AU2021266033B2 (fr)
DE (1) DE102020205348A1 (fr)
WO (1) WO2021219327A2 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114348072B (zh) * 2021-12-28 2022-09-16 钟志旺 一种铁路通信信号设备健康码形成方法及系统

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013217324A1 (de) 2013-08-30 2015-03-05 Siemens Aktiengesellschaft Verfahren und Systemkonfiguration zur Systemdiagnose in einem sicherheitstechnischen System
CN112654551B (zh) 2018-09-07 2023-08-18 日立轨道Sts美国股份有限公司 铁路诊断系统和方法

Also Published As

Publication number Publication date
AU2021266033A1 (en) 2022-11-17
DE102020205348A1 (de) 2021-10-28
US20230182787A1 (en) 2023-06-15
WO2021219327A3 (fr) 2021-12-23
AU2021266033B2 (en) 2023-09-14
WO2021219327A2 (fr) 2021-11-04

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