RU2791472C1 - System, vehicle and method for detecting position and geometric form of linear infrastructures, in particular for a railway line - Google Patents

Abstract

FIELD: railway vehicle.

SUBSTANCE: group of inventions relates to a device for checking the state of a contact line. The detection system for linear infrastructures of a railway line comprises at least one electromagnetic wave detection device and a control unit configured to process electromagnetic waves reflected by said linear infrastructure and determine the position of the linear infrastructure relative to a predetermined reference frame. At the same time, the said device for detecting electromagnetic waves adapted for installation on board a railway vehicle, wherein the electromagnetic wave detection device comprises a phased array radar including a plurality of transceiver antennas. Also claimed is a railway vehicle containing a detection system for linear infrastructures of a railway line, and a method for detecting linear infrastructures through the detection system.

EFFECT: technical result consists in providing the possibility of determining the position of the linear infrastructures of the railway line when polluted by atmospheric agents or pollution from the movement of the transport itself.

10 cl, 14 dwg

Description

FIELD OF TECHNOLOGY

The present invention relates to diagnostic systems for railway infrastructures, in particular to systems for detecting and monitoring linear infrastructures such as catenaries and catenary poles, as well as the ballast profile.

BACKGROUND OF THE INVENTION

In railway infrastructures, determining the position of the contact wire and the load-carrying cable of the overhead power line in relation to the rail track is important to ensure that they are in the correct position with respect to contact with the contact shoe of the railway rolling stock pantograph. In fact, the wrong geometry of the pins can cause the pantograph to accidentally snag on the wires, most likely destroying both. As shown in FIG. 1, the overhead power line C includes a load-carrying cable or catenary P, on which a contact wire L is suspended by a plurality of hangers S. The contact wire L may be single, such as in the case of the cross section of FIG. 2 or double, as in the case of the cross section of FIG. 3. However, if Z denotes a vertical axis centered in the middle of the track grade, the overhead line C can be located in a position more or less offset from the Z axis, which means either the fact that it can be installed at a distance from the center line only by one side of the centerline itself, or the fact that it runs from one side to the other side of the centerline.

Currently, there are tools for measuring the position of the contact wire L and the load-carrying cable P with respect to the path, which are based on a contact system. These are contact sensors usually added to the pantograph of a diagnostic vehicle to measure the height of the contact wire L and in some cases its lateral position relative to the middle of the track, which can vary depending on the passage of the overhead line in the plane of the rails (Y axis), or depending on the presence of switches or intersections, or simply as a result of compensation for thermal expansion by means of tension weights, or for any other reason.

In addition, another disadvantage, although partial, is that this instrument can only measure the position of an overhead line under operating conditions, when the wire L is displaced from the rest position due to interaction with the pantograph.

Of course, the measurement of the position under operating conditions is of some interest for diagnostic purposes, but it is the rest position that is more interesting, since it is the latter that allows predictive activities in relation to possible shortcomings during the movement of railway traffic.

In addition, there are many non-contact measuring instruments designed to measure the position of one or more wires L, depending on their type. When these instruments are mounted near the pantograph, they can measure both the pantograph pressure position (i.e. with the pantograph up) and the static or rest position (i.e. with the pantograph down). These are instruments of predominantly optical type, based on rotational scanners (LIDAR) or optical triangulation of various types.

Although they are quite accurate and potentially capable of monitoring overhead lines in non-strict field conditions, the main disadvantage that these instruments suffer from is contamination. Since these are optical devices, they need transparent or, in any case, refractive windows, through which the measurement is actually made. Since these windows are in any case located in sections of rail traffic that are exposed to severe weather conditions, they are subject to extremely rapid performance degradation due to pollution by atmospheric agents and/or pollution from the accumulation of material released from moving rail traffic, such as grease. , dirt and liquids.

Also, the detection of the cross profile of the ballast on the slope is an important aspect, although relatively independent of what has been described above. Ballast is the layer of rubble that keeps the sleepers, and therefore the track, anchored to the ground. The height of the ballast in relation to the sleepers is a very critical parameter: it must be sufficient to keep the track on the ground, but not excessive, both in order not to waste material, and to prevent damage to the train or infrastructure by stones raised by the movement of air from -for the passage of the train.

Also, optical instruments are currently used to determine the ballast profile, which have the same problems as mentioned above.

OBJECT OF THE INVENTION

The object of the present invention is to solve the above technical problems. In particular, it is an object of the present invention to provide a system for detecting the position of linear infrastructures such as overhead lines, poles and ballast profile, allowing operation to be substantially insensitive to pollution by atmospheric agents or pollution due to traffic itself.

DISCLOSURE OF THE INVENTION

The objective of the present invention is solved by a system, a railway vehicle and a method having the totality of features set forth in the attached claims, which form an integral part of the technical information disclosed in the application materials in relation to the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention is described below with reference to the accompanying drawings, which are presented solely as a non-limiting example and in which:

- fig. 1-3, which have already been described, illustrate an air field line and its two characteristic cross sections, respectively;

- fig. 4 and 5 illustrate the conditions given by the example of the displacement of linear infrastructures relative to the middle of the plane of the rails;

- fig. 6 and 7 illustrate two embodiments of a measuring system in accordance with the invention;

- fig. 8 and 9 are two views (side view and perspective view, respectively) of another embodiment of the measuring system according to the invention;

- fig. 10 and 11 illustrate a perspective view and a plan view, respectively, of another embodiment of the system according to the invention;

- fig. 12 and 13 illustrate another embodiment of the invention; And

- fig. 14 illustrates another embodiment of the invention, adapted in particular for the detection of a ballast profile on a slope.

IMPLEMENTATION OF THE INVENTION

In FIG. 6 and 7, 1 denotes a detection system for railway infrastructures in accordance with various embodiments of the invention. The detection system 1 comprises at least one electromagnetic wave detection device 2, which in turn comprises at least one transceiver antenna.

In some embodiments, such as illustrated in FIG. 7, the detection system may include two electromagnetic wave detection devices, designated 2A, 2B. At least one transceiver antenna of each device 2, 2A, 2B is adapted to radiate electromagnetic waves towards the line infrastructure and to receive electromagnetic waves reflected by the line infrastructure.

System 1 is conveniently installed on the roof of a railway vehicle, however - depending on the line of infrastructure to be detected - other locations are possible.

In a preferred embodiment, the detection device 2 comprises a radar of the so-called phased array type, including a plurality of transmit/receive antennas fed in series with a predetermined phase delay so that a common wavefront can cover an amplitude angle β sufficient to cover the range changes in the position of the overhead line C, which is of interest for a particular type of application.

In a phased array radar, applying signals having a predetermined phase difference to the array of transceiver antennas generates a wavefront with a known angular phase shift relative to the axis of the radar itself. This means that by changing the phase shift in time, it is possible to change the angle β, thereby determining the operating range of device 2.

The system 1 further comprises an electronic control unit CU which is adapted to receive a signal representing an electromagnetic wave reflected and intercepted by the transceiver antennas of the device 2 and to determine the position of the linear infrastructure with respect to a given reference frame. In general, the CU electronic control unit receives a set of signals which contain information regarding radiated electromagnetic waves and reflected electromagnetic waves. Considering that signal data processing with respect to reflected electromagnetic waves is particularly complex, the processing is performed by dedicated computing units (such as DSP+RISC CPUs and possibly FPGAs).

As can be seen in FIG. 6 and 7, as well as in the following figures 8 and 11, the system 1 is adapted for use on board a railway vehicle V, which can be either a diagnostic vehicle or a completely conventional passenger or freight railway vehicle such as a passenger car, high-speed train , a freight car, a locomotive, or a railroad railcar operated by a person (for example, a manual railcar or a railcar). When installed on board a railway vehicle, the system 1 is further adapted to interact with a sensor 3 (or any angle sensor in general) connected to the wheelset of the railway vehicle bogie (for example, integrated in a position corresponding to the bogie box), which ensures synchronization of the data detected by the device 2 with the movement of the vehicle along the plane of the rails.

In particular, each data acquisition by the device 2 is triggered by an impulse which also causes the encoder 3's pulse counter to be read. In this way, it is possible to provide a measurement with a reference mileage on the section of the path along which the vehicle V is traveling, and in addition, it is possible to measure the distance traveled the vehicle itself V.

Reading by device 2 is extremely fast and device 2 is capable of operating efficiently up to speeds of the order of 300 km/h.

As shown in FIG. 6, the system 1 according to the invention, in which there is a single detection device 2, can be used whenever it is necessary to measure nothing but the position of one or more contact wires L of the overhead line C. The solution of FIG. 7, on the contrary, it is preferable when it is also required to measure the catenary line of the cable P, which can be hidden by the contact wire L if the system 1 is exactly below it.

In the case where a section of the track has any characteristic of geometric heterogeneity or singularity or to prevent partial or incomplete detection due to the fact that the load-carrying cable P of the overhead line can be masked by the wire L, or again due to the fact that when using double wire L, one of the two wires can be masked by the other - again considering the installation of the system 1 on the roof of the railway vehicle - the system 1 is more conveniently constructed as shown in FIG. 7, that is, with at least two electromagnetic wave detection devices 2A, 2B (preferably phased array radars) located on opposite sides of the vehicle V and having mutually incident axes. Thus, any object that is masked to one of the two radars 2A, 2B will not be masked to the other.

However, in these embodiments of the system 1, it becomes necessary to capture the return echoes of each radar 2A, 2B in order to prevent false positive events.

The first solution is to feed the radars 2A, 2B with signals having different frequencies so as to filter the signals corresponding to the reflected electromagnetic waves with frequency sensitive filters, thereby easily distinguishing the echoes of the radar 2A from the echoes of the radar 2B. .

The second possibility is to control the radars 2A, 2B (and any other radars 2 that may constitute instrument 1) by means of the so-called time-sharing method, i.e. assigning each radar 2A, 2B a window of operation in a given time interval to have a one-to-one correspondence between a particular time and emitted and reflected electromagnetic waves. In other words, in this case, there is confidence that one and only one radar from the array of system 1 is currently operating, in accordance with the activation sequence of the radar.

In other embodiments, radars 2A, 2B, and other possible radars of system 1 can be controlled such that the two control methods - variable frequency and time division - are combined with each other.

As shown in FIG. 8, in another embodiment of the invention, the system 1 is adapted, in particular, for measuring the position and detecting the geometric shape of the brackets carrying the overhead line C. The brackets are designated B and generally comprise a frame mounted cantilevered with respect to the supporting post ST, to which a load carrying cable or catenary P is attached. In this case, in addition to one or more electromagnetic wave detection devices 2, again preferably located on the roof of the railway vehicle, the system 1 preferably comprises one or more imaging devices 4 adapted to detect frames corresponding linear infrastructure (bracket B) and to provide, by means of known image processing algorithms, an indication of the geometric shape of the bracket B itself and - in combination with data obtained by the device 2 - an indication of its position relative to the plane of the rails (height in the Z direction rel. along the Y axis/XY plane, with the Z axis perpendicular to the XY plane). The combination of device 2 with imaging devices 4 is important because device 2 provides internally calibrated geometric dimensions, while image dimensions vary with distance, optics, and viewing angle.

As shown in FIG. 10 and 11, in yet another embodiment of the system 1, a radar 2 can be provided, which can be mounted on one side of the railway vehicle V and adapted to detect the position of the supporting posts ST.

Also in this case, the electromagnetic wave detection device 2 is preferably a phased array radar adapted to scan the railway infrastructure within the measurement range determined by the angle β, which may vary depending on the excitation of the transceiver antennas of the radar 2 itself.

As shown in FIG. 12 and 13, in yet another embodiment of system 1, it is possible to provide a radar 2, which can be mounted on the platform of a railway car or trolley, even when powered by a person or pushed or towed by people on the ground, and adapted to detect the position of wires (carrying cable P or contact wires L) of the overhead line C. The reference parameter in this case is the distance h measured in the (vertical) direction Z c relative to the plane (parallel to the XY plane) tangent to the wagon or railcar platform, which corresponds to the distance of the system 1 from the plane itself platforms.

The distance h is a function of the desired lateral resolution (y-axis) of the instrument: the better the desired resolution, the greater the distance h. Also in this case, the electromagnetic wave detection device 2 is preferably a phased array radar adapted to scan the railway infrastructure (overhead line L) in the measurement range determined by the angle β, which varies as a function of the control of the transceiver antennas of the radar 2 itself. According to a preferred aspect of the invention, the hardware of system 1 is unified for all applications described in this document; those. it is preferable that the transceiver antenna system always have the same structure regardless of the application.

Adaptation of operating parameters is achieved by generating various signals to control the antennas. The angle β is generally one of the parameters that are adapted by making changes to the control signals. For example, in the case of vehicles V consisting of low or lowered wagons, trolleys or railcars (small distance h), it is preferable to set the angle β to smaller values than in the case of a large distance h, in order to always and only explore the area of interest. in the transverse Y direction.

As shown in FIG. 14, in yet another embodiment of system 1, a radar 2 can be provided that can be installed under the bottom of (any) railway vehicle and adapted to detect the BLP profile of the track ballast BL. In this case, the ballast constitutes a linear infrastructure investigated using the system 1, and the BPL profile corresponds to the envelope of the positions of each point of the ballast relative to the frame of reference of each device 2 for detecting electromagnetic waves.

In a preferred embodiment, the system 1 comprises three radars 2, which are located one in a central position and the other two on either side of the vehicle so as to cover the entire cross-section of the ballast BL. In general, the number of radars 2 is commensurate with the ballast cross-section and measurement angle (or range of measurement angles) β of each radar 2. As an example, FIG. 14, three radars 2 are shown as having measurement angles β (center radar), β' (left radar), β'' (right radar). According to needs, the three angular values can be identical to each other, adapted to the area (for example, β≠β'=β''), or they can all be different from each other (β≠β'≠β'').

The detection of the profile BLP of the ballast BL gives, when the railway vehicle V is moving, a sequence of transverse profiles (i.e. profiles transverse to the railway track, hence to the direction of travel) which correspond either to the section of track between two successive sleepers or section of the track covering the sleepers. The profile detected in the last section provides a link for processing the profile detected in the space between successive sleepers: in particular, the control unit C can be programmed to recognize BPL profiles detected in the spaces between successive sleepers (therefore representing only the ballast) and those that are obtained when a sleeper is present, so as to compare the former with the latter and determine the deviations of the BPL profile of only the ballast relative to the BPL profiles detected where the sleepers are present (which are for the most part the profiles of the sleepers themselves). Thus, a deflection indicator of a profile detected where only ballast is present compared to a profile detected where only sleepers are present can be calculated, and a defect can be registered when the deflection indicator is excessive in the positive direction (ballast on sleepers). : risk of damage to the lower part of the rail vehicle due to tossing of stones) or in a negative direction (ballast too far below the sleepers: risk of slope shifting).

Also in the case of the embodiment of FIG. 14, system 1 may be equipped with one or more imaging devices that cooperate with one or more electromagnetic wave detection devices (e.g., radars) 2.

In each of the embodiments described herein, system 1 allows for the implementation of a line infrastructure detection method comprising:

- installation of a detection system 1 on a railway vehicle V of any type (locomotive, passenger car, freight car, trolley or handcar);

- the movement of a railway vehicle along the railway track, where the linear infrastructures to be detected are located;

- activation of at least one device for detecting electromagnetic waves (for example, radar 2) for directing electromagnetic waves to the network infrastructure to be detected; And

- processing, by means of the control unit, electromagnetic waves reflected by the linear infrastructure and determining the position of the linear infrastructure with respect to a predetermined reference system (for example, relative to the local reference system of the device 2 or, again, in relation to the reference system, in turn, determined by with respect to one or more local reference frames of device 2 or devices 2).

The person skilled in the art will appreciate that the system 1 according to the invention is free from all the problems of contamination that are inherent in optical devices of the known type, while retaining all their advantages. In fact, the electromagnetic wave detection devices 2 are essentially insensitive to contamination - whether they are installed on the roof, on the sides or under the bottom of the vehicle - and can just as well be installed on a railway vehicle as required. At the same time, the devices 2 for detecting electromagnetic waves do not require contact between them and the overhead line C, so they can be used to measure any section of the line, even not involved in the power supply of the railway vehicle V.

Of course, construction details and embodiments may vary widely from those described and illustrated without departing from the scope of the appended claims.

Claims (24)

1. A detection system (1) for linear infrastructures (C, P, L, ST, B, BL) of a railway line, comprising: - at least one device (2, 2A, 2B) for detecting electromagnetic waves, containing at least one transceiver antenna, moreover, the device (2, 2A, 2B) for detecting electromagnetic waves is adapted to emit electromagnetic waves in the direction of the linear infrastructure (C, P , L, ST, B, BL) via said at least one transceiver antenna and for receiving electromagnetic waves reflected by said linear infrastructure (C, P, L, ST, B, BL); And - a control unit adapted to process electromagnetic waves reflected by said line infrastructure (C, P, L, ST, B, BL) and determine the position of said line infrastructure (C, P, L, ST, B, BL) relative to a predetermined reference systems, wherein said at least one electromagnetic wave detection device (2, 2A, 2B) is adapted for installation on board a railway vehicle (V). 2. The detection system (1) according to claim 1, wherein said at least one electromagnetic wave detection device (2, 2A, 2B) comprises a phased array radar including a plurality of transceiver antennas. 3. Detection system (1) according to claim 2, wherein said at least one electromagnetic wave detection device (2A, 2B) comprises a pair of phased array radars having incident axes. 4. The detection system (1) of claim 3, wherein the transceiver antennas of the first phased array radar (2A) of said pair are fed at a different frequency compared to the transceiver antennas of the second phased array radar (2B) of said pair. 5. The detection system (1) according to any of the preceding claims, further comprising at least one image acquisition device (3) adapted to interact with said at least one electromagnetic wave detection device (2, 2A, 2B) to acquire image data relating to the linear infrastructure (C, P, L, ST, B, BL) on which electromagnetic waves emitted by said at least one electromagnetic wave detection device (2, 2A, 2B) fall. 6. Railway vehicle (V) containing the detection system (1) according to any one of paragraphs. 1-5. 7. Railway vehicle (V) according to claim 6, wherein said detection system is installed in combination or alternatively: - on the roof of the vehicle, - on the side of the body of the vehicle, - under the platform of the vehicle. 8. The method of detecting linear infrastructures by means of the detection system (1) according to any one of paragraphs. 1-5 containing: - installation of a detection system (1) on a railway vehicle (V); - movement of a railway vehicle along the railway track, where the linear infrastructures to be detected are located; - activation of said at least one device (2, 2A, 2B) for detecting electromagnetic waves to direct electromagnetic waves to the linear infrastructure to be detected; And - processing, by means of said control unit, electromagnetic waves reflected by said line infrastructure (C, P, L, ST, B, BL) and determining the position of said line infrastructure (C, P, L, ST, B, BL) relative to the advance given reference system. 9. The method of claim 8, wherein said line infrastructure is at least one of the following: - air power line (C); - support brackets (B) of the overhead power line (C); - supporting pillars of the overhead power line (C); And - ballast (BL) of the railway track. 10. The method according to claim 9, in which the linear infrastructure is a railway ballast (BL), and the specified determination of the position of the specified linear infrastructure (BL) relative to a given reference frame includes determining the profile (BLP) of the specified ballast (BL) along the cross section of the railway track , in particular, transverse with respect to the direction of movement of the moving railway vehicle (V).

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