EP4121984A1 - Dispositif de contrôle pour le diagnostic continu d'une infrastructure ferroviaire - Google Patents

Dispositif de contrôle pour le diagnostic continu d'une infrastructure ferroviaire

Info

Publication number
EP4121984A1
EP4121984A1 EP20828118.8A EP20828118A EP4121984A1 EP 4121984 A1 EP4121984 A1 EP 4121984A1 EP 20828118 A EP20828118 A EP 20828118A EP 4121984 A1 EP4121984 A1 EP 4121984A1
Authority
EP
European Patent Office
Prior art keywords
rail
control device
main body
mushroom
central processing
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
EP20828118.8A
Other languages
German (de)
English (en)
Inventor
Laura MALATESTA
Andrea PIRAN
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.)
Thermit Italiana SRL
Original Assignee
Thermit Italiana SRL
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 Thermit Italiana SRL filed Critical Thermit Italiana SRL
Publication of EP4121984A1 publication Critical patent/EP4121984A1/fr
Pending legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/20—Administration of product repair or maintenance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/02—Electric devices associated with track, e.g. rail contacts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • 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
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N29/00—Investigating or analysing materials by the use of ultrasonic, sonic or infrasonic waves; Visualisation of the interior of objects by transmitting ultrasonic or sonic waves through the object
    • G01N29/04—Analysing solids
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N29/00—Investigating or analysing materials by the use of ultrasonic, sonic or infrasonic waves; Visualisation of the interior of objects by transmitting ultrasonic or sonic waves through the object
    • G01N29/14—Investigating or analysing materials by the use of ultrasonic, sonic or infrasonic waves; Visualisation of the interior of objects by transmitting ultrasonic or sonic waves through the object using acoustic emission techniques
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q50/00—Information and communication technology [ICT] specially adapted for implementation of business processes of specific business sectors, e.g. utilities or tourism
    • G06Q50/40—Business processes related to the transportation industry
    • G—PHYSICS
    • G16—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR SPECIFIC APPLICATION FIELDS
    • G16Y—INFORMATION AND COMMUNICATION TECHNOLOGY SPECIALLY ADAPTED FOR THE INTERNET OF THINGS [IoT]
    • G16Y10/00—Economic sectors
    • G16Y10/40—Transportation
    • G—PHYSICS
    • G16—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR SPECIFIC APPLICATION FIELDS
    • G16Y—INFORMATION AND COMMUNICATION TECHNOLOGY SPECIALLY ADAPTED FOR THE INTERNET OF THINGS [IoT]
    • G16Y40/00—IoT characterised by the purpose of the information processing
    • G16Y40/10—Detection; Monitoring
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N2291/00—Indexing codes associated with group G01N29/00
    • G01N2291/26—Scanned objects
    • G01N2291/262—Linear objects
    • G01N2291/2623—Rails; Railroads

Definitions

  • the present invention relates to a control device for continuous diagnostics of the railway infrastructure.
  • Railway infrastructure means the structure defined by two side-by-side rails defining a track which in turn defines a route for a railway locomotion 5 means.
  • the rails are defined by a number of elements (straight, curved and the like) welded together.
  • the rails thus defined are subject to a number of potentially harmful events during the year.
  • the continuous passage of vehicles during the day, the expansion and contraction due to the different temperatures in the various io seasons and the different hours of the day are just some of the causes that can lead to a break or the formation of cracks or other similar undesired defects.
  • such “anomalies” may occur near the aforementioned junction points and/or other portions of the elements which form the rail such as, for example, the rail span itself.
  • cyclic control systems are known such as, for example, the use of 2 0 a diagnostic train, i.e., a railway locomotion means configured to measure the tracks in order to verify the status and integrity thereof, or for example the cyclical intervention of technicians who can use measurement means which allow to evaluate the extent of the possible defect.
  • sensors configured to control the rail so as to obtain the data necessary for the technicians to identify the presence or otherwise of the crack.
  • Such sensors can be used on-site so that a technician who intervenes cyclically can recover the data necessary to identify a possible defect. Nevertheless, such sensors may have critical issues which would affect the reliability thereof.
  • sensors are known which can be fixed by drilling directly into the rail.
  • this application is almost natural as it must intervene on an already damaged rail, but in the case where it is intended to carry out a diagnostic before the occurrence of any failure, this intervention is particularly delicate and could lead to the formation of defects.
  • fixing systems are known by gluing (for example by means of the use of mastic) which allow the sensor to be interfaced to the rail without having to intervene destructively thereon. Nevertheless, the use of mastic does not guarantee an adequate reading by the sensor, and moreover the mastic itself does not hold up long enough to perform a diagnostic also for prolonged intervals of time. In other words, the sensors applied by gluing cannot remain glued to the rail for the time necessary to perform the diagnostics and also require high installation times.
  • the technical task of the present invention is therefore to provide a control device for continuous diagnostics of the railway infrastructure which is able to overcome the drawbacks arisen from the known art mentioned above.
  • the object of the present invention is therefore to provide a control device for continuous diagnosis of the railway infrastructure which allows to obtain an accurate and effective diagnosis about the conditions of the railway infrastructure.
  • an object of the present invention is to provide a control device for continuous diagnosis of the railway infrastructure which allows a simplified and non-invasive installation of the device itself to the railway infrastructure.
  • a further object of the present invention is therefore to provide a control device for continuous diagnosis of the railway infrastructure which allows to precisely identify where an anomaly is present.
  • the specified technical task and the specified aims are substantially achieved by a control device for continuous diagnostics of the railway infrastructure, comprising the technical specifications set out in one or more of the appended claims.
  • the dependent claims correspond to possible embodiments of the invention.
  • the present invention involves providing a control device for continuous diagnostics of the railway infrastructure comprising a main body shaped and sized so as to be positioned between a mushroom shaped portion and a base portion of a rail, at least one sensor element configured for the continuous monitoring of the rail in order to obtain monitoring data and a central processing unit configured to send the monitoring data to a peripheral unit configured to communicate with the control device.
  • the main body is equipped with means for fast connection and removal of the control device to the rail.
  • Figure 1 is a schematic representation of a control device which forms the object of the present invention
  • Figure 2 is a schematic representation of an operation of the control device of figure 1 ;
  • railway infrastructure “F” means the structure defined by two side-by-side rails “R” defining a track which in turn defines a route for a railway locomotion means.
  • the rails “R” are defined by a number of elements (straight, curved and the like) welded together (the term elements may be understood as beams or other elements used to make the rail “R”).
  • a rail “R” of a track has been schematically defined.
  • the rail “R” comprises a mushroom-shaped portion “RF”, defining a rolling surface of the wheel of a railway vehicle, a base portion “RS”, defining a support portion of the rail “R”, and a stem portion “RG” developing between the mushroom-shaped portion “RF” and the base portion “RS”.
  • the rail “R” thus described defines a groove “G”, defined between the mushroom shaped portion “RF” and the base portion “RS”.
  • the rail “R” shown in figure 1 is of the vignole type but, for the purposes of the present disclosure and invention, the rail “R” may be of any type (such as a rail “R” of the “Phoenix” or “filled groove” type).
  • the device 1 comprises a main body 2 shaped and sized so as to be positioned between the mushroom-shaped portion “RF” and the base portion “RS” of the rail “R”.
  • the main body 2 has dimensional features such as to reduce the overall dimensions thereof so as not to remain involved in the normal operation of any railway vehicle (be it a train or other similar vehicle).
  • the main body 2 develops parallel to the rail “R”.
  • the main body 2 has a main development direction or surface parallel to the rail “R”.
  • the main body 2 has a cross section contained in the groove “G” (such as for example shown in figure 1). Therefore, the main body 2 may have any size or main development surface but such dimensions must be such that it is contained within the groove “G” (i.e. , within the extension of the mushroom-shaped portion “RF”).
  • the cross section has a transversal size “T1” which is smaller than a transversal size “T2” of the mushroom-shaped portion “RF” of the rail “R”.
  • the transversal size “T1” of the main body 2 i.e., the device 1 allows to avoid mechanical interference with the passage of the rolling stock (i.e., the railway vehicle/means).
  • the main body 2 is made of aluminum which is a sufficiently robust material for outdoor installations and which also ensures an operating ambient temperature between -25 and +70°C.
  • the main body 2 may be made of stainless steel.
  • the device 1 further comprises at least one sensor element 3 configured for the continuous monitoring of the rail “R” in order to obtain monitoring data.
  • the sensor element 3 is contained within the main body 2 which therefore defines a containment body for the components of the device 1 itself.
  • the sensor element 3 is made in the form of a passive ultrasonic sensor configured to detect emissions associated with the formation of a defect.
  • the sensor element 3 (when the device 1 is installed on the rail “R”) is configured to constantly “listen” to the rail “R” so as to measure/perceive the emissions generated upon the formation of any type of defect in the rail “R” (or in a specific section of rail “R”).
  • the control device 1 (i.e., the sensor element 3) may be configured to monitor the rail “R” near a portion of the rail “R” related to an installation point of the control device 2 on the rail “R”.
  • control device 1 is installed near a respective junction point of the rail “R” or a welding point of the rail “R”.
  • control device 1 is configured to perform a “short range” type diagnostic.
  • SR short range
  • the control device 1 (i.e., the sensor element 3) can be configured to monitor a portion of rail “R” between two welding points of rail “R” defining a span “C” of rail “R” itself.
  • the control device 1 is configured to perform a “long range” type diagnostic. Since the span “C” can also be several tens of meters long and therefore defines an area between two joints of the rail “R”, the control device 1 is therefore configured to work at such distances.
  • the entire extension of the span “C” is indicated as a “long range” diagnostic area, but it should be underlined that this area can also be represented by reduced intervals comprised in the span “C”.
  • a reduced range of the span “C” can be understood as a diagnostic range which does not take into account portions already diagnosed by the “short range” type diagnostic and schematically identified in figure 2 with the symbol
  • control device 1 defines a distance between the control device 1 itself and any defect (if present). Thereby, among the monitoring data there are also spatial data related to where to identify the crack (or other defect) along the entire length of the span “C” with respect to where the control device 1 is located.
  • the control device 1 can also perform “short range” type diagnostics and “long range” type diagnostics simultaneously.
  • control device 1 is configured to perform a continuous diagnostic check of the critical points of the rail “R” (i.e. , of the railway infrastructure “F”).
  • critical points refers to those areas of the rail “R” which suffer continuous stresses due to external events such as the passage of trains or other railway vehicles or the increase in heat with the consequent expansion of the rail “R” itself.
  • the control device 1 further comprises a central processing unit 4 configured to send the monitoring data to a peripheral unit (not shown) configured to communicate with the control device 1 itself.
  • the central processing unit 4 is equipped with a wireless communication system 5. Thereby, the central processing unit 4 allows the device 1 to communicate with other devices (such as a tablet, a smartphone or the aforementioned peripheral unit).
  • other devices such as a tablet, a smartphone or the aforementioned peripheral unit.
  • the use of the wireless communication system 5 allows to further reduce the overall dimensions of the device 1.
  • the device 1 is free of wiring which would otherwise create unwanted dimensions.
  • the central processing unit is also configured to realize a communication between the control device 1 and further control devices 1 installed along the rail (as for example shown in figure 2).
  • Each control device 1 is configured to perform a “short range” and/or “long range” type diagnostic pertaining to elements aligned with each other and joined to define the rail “R”.
  • control devices 1 are able to communicate with each other so as to precisely identify where possible the defects of the rail “R” (cracks and the like) are located.
  • the defects of the rail “R” racks and the like
  • two control devices 1 located at the ends of the same element i.e., at the respective junction/welding points of the rail “R”
  • the defect is in the middle of the two control devices 1 (i.e., in the middle of the span “C”), for example, both control devices 1 would simultaneously send a datum related to the defect indicating the location thereof precisely and unequivocally.
  • the central processing unit 4 is further configured to discriminate the background noise of the monitoring data if a defect has been detected.
  • a defect For example, it is possible that the passage of a train can stress the sensor element 3 of the control devices 1 and cause an incorrect reading of the status of the rail “R” (i.e., a diagnostic corrupted by the passage of the train) to occur and the central processing unit 4 is therefore configured so that such noise is discriminated so that other units, with which the device 1 is in communication, do not signal a false alarm, going to analyse the data received in real time.
  • control device 1 can be placed in communication with a user interface device so as to perform a calibration.
  • the control device 1 i.e. the main body 2 is equipped with means for fast connection and removal 6 of the control device 1 to the rail “R”.
  • the main body 2 is equipped, as a function of the size and shape of the main body 2 with respect to the groove “G”, the aforementioned means 6 in number, shape and size suitable for realizing the reversible connection of the control device 1 to the rail “R”.
  • the means for fast connection and removal 6 of the control device 1 comprise permanent magnets configured to connect the main body 2 to the mushroom-shaped portion “RF” and/or the base portion “RS” and/or the stem portion “RG” of the rail “R”.
  • the means for fast connection and removal 6 may be used to connect the control device 1 to one or more of the portions of rail “R” with which the device 1 may interact without creating encumbrances and above all without having to make changes to the track.
  • the device 1 also comprises means for self-feeding (not represented) configured to store stored energy by exploiting vibrations and/or temperature changes of the rail “R”.
  • control device 1 may be provided with energy harvesting/power harvesting systems which define accumulators which exploit the vibrations of the rails “R” and/or temperature changes to obtain energy.
  • energy can be obtained from the forms of stray energy present in the work environment.
  • the energy generated is stored with age-tolerant technologies such as, for example, supercapacitors (power storage)
  • the device 1 disclosed above allows to overcome the problems resulting from the prior art.
  • the device 1 is preferably usable in a diagnostic system and to communicate the monitoring data to the other elements of the system (such as the peripheral units).
  • the device 1 since the device 1 is as if it were battery powered and since it is provided with a wireless communication interface to other elements of a diagnostic system to which the device 1 belongs (with which the device 1 signals the type of defect and the Telec position along the rail “R”), no wiring activity is necessary for installation.
  • the device 1 i.e., the main body 2 has dimensions such as to avoid mechanical interference with the passage of railway vehicles.
  • the device 1 may communicate once the non-destructive check has been performed when the train passes in order to reduce energy consumption.
  • the device 1 allows to obtain an accurate and effective diagnostic about the conditions of the railway infrastructure “F”.
  • the device 1 allows a simplified and non-invasive installation of the device 1 itself to the railway infrastructure “F”.
  • the device 1 allows to precisely identify where an anomaly is present.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Business, Economics & Management (AREA)
  • Health & Medical Sciences (AREA)
  • General Health & Medical Sciences (AREA)
  • General Physics & Mathematics (AREA)
  • Economics (AREA)
  • Human Resources & Organizations (AREA)
  • General Business, Economics & Management (AREA)
  • Analytical Chemistry (AREA)
  • Biochemistry (AREA)
  • Computing Systems (AREA)
  • Pathology (AREA)
  • Immunology (AREA)
  • Marketing (AREA)
  • Chemical & Material Sciences (AREA)
  • Strategic Management (AREA)
  • Tourism & Hospitality (AREA)
  • Operations Research (AREA)
  • Mechanical Engineering (AREA)
  • Theoretical Computer Science (AREA)
  • Acoustics & Sound (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Quality & Reliability (AREA)
  • Biomedical Technology (AREA)
  • Development Economics (AREA)
  • Entrepreneurship & Innovation (AREA)
  • Accounting & Taxation (AREA)
  • Automation & Control Theory (AREA)
  • Primary Health Care (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne un dispositif de contrôle (1) permettant le diagnostic continu d'une infrastructure ferroviaire (F), le dispositif comprenant un corps principal (2) façonnée et dimensionnée de manière à être positionnée entre une partie en forme de champignon (RF)) et une partie de base (RS) d'un rail (R), au moins un élément de capteur (3) conçu pour surveiller en continu le rail (R) afin d'obtenir des données de surveillance et une unité centrale de traitement (4) conçue pour envoyer les données de surveillance à une unité périphérique conçue pour communiquer avec le dispositif de contrôle(1). Le corps principal (2) comporte un moyen (6) permettant au dispositif de contrôle (1) d'être raccordé au rail (R) et d'en être retiré rapidement.
EP20828118.8A 2020-03-19 2020-12-02 Dispositif de contrôle pour le diagnostic continu d'une infrastructure ferroviaire Pending EP4121984A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT102020000005794A IT202000005794A1 (it) 2020-03-19 2020-03-19 Dispositivo di controllo per la diagnostica continua dell’infrastruttura ferroviaria
PCT/IB2020/061352 WO2021186235A1 (fr) 2020-03-19 2020-12-02 Dispositif de contrôle pour le diagnostic continu d'une infrastructure ferroviaire

Publications (1)

Publication Number Publication Date
EP4121984A1 true EP4121984A1 (fr) 2023-01-25

Family

ID=70978356

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20828118.8A Pending EP4121984A1 (fr) 2020-03-19 2020-12-02 Dispositif de contrôle pour le diagnostic continu d'une infrastructure ferroviaire

Country Status (3)

Country Link
EP (1) EP4121984A1 (fr)
IT (1) IT202000005794A1 (fr)
WO (1) WO2021186235A1 (fr)

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19826421C1 (de) * 1998-06-16 2000-03-09 Siemens Ag Verfahren und Vorrichtung zum Nachweis eines Defekts einer Führungsschiene
DE10313894B3 (de) * 2003-01-30 2004-08-26 Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung e.V. Verfahren und Vorrichtung zur Untersuchung eines Schienenstrangs hinsichtlich Fehlstellen
ITVR20080047A1 (it) * 2008-04-21 2009-10-22 Ace Snc Procedimento e impianto per la misurazione e il monitoraggio esteso dello stato tensionale del lungo binario saldato (cwr)
EP3201062A4 (fr) * 2014-10-03 2018-05-30 Harsco Technologies LLC Dispositif de dérivation monté sur rail à sécurité intégrée
US10732150B2 (en) * 2017-09-07 2020-08-04 Windrock, Inc. Sensor having magnetic boundary seal
WO2019185873A1 (fr) * 2018-03-29 2019-10-03 Konux Gmbh Système et procédé de détection et d'association de données relatives à un chemin de fer

Also Published As

Publication number Publication date
IT202000005794A1 (it) 2021-09-19
WO2021186235A1 (fr) 2021-09-23

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