WO2023027801A1 - Système et procédé d'estimation de défaut d'un système de transport par tube - Google Patents

Système et procédé d'estimation de défaut d'un système de transport par tube Download PDF

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Publication number
WO2023027801A1
WO2023027801A1 PCT/US2022/035027 US2022035027W WO2023027801A1 WO 2023027801 A1 WO2023027801 A1 WO 2023027801A1 US 2022035027 W US2022035027 W US 2022035027W WO 2023027801 A1 WO2023027801 A1 WO 2023027801A1
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WIPO (PCT)
Prior art keywords
hyperloop
safety system
wayside
profile
pod
Prior art date
Application number
PCT/US2022/035027
Other languages
English (en)
Inventor
Timothy Nicholas Leslie LAMBERT
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Hyperloop Technologies, Inc.
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 Hyperloop Technologies, Inc. filed Critical Hyperloop Technologies, Inc.
Publication of WO2023027801A1 publication Critical patent/WO2023027801A1/fr

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Classifications

    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • B60L13/03—Electric propulsion by linear motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • B60L13/04—Magnetic suspension or levitation for vehicles
    • 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

Definitions

  • Hyperloop is a new mode of transportation relying on a pod and a bogie traveling through a tube having a near-vacuum environment.
  • the projected velocity of the bogie may exceed 700 mph (1,127 km/h) in commercialized implementations.
  • a hyperloop bogie may rely on many types of tracks for guidance.
  • magnetic levitation (“maglev”) is generally favored over traditional wheeled implementations because maglev provides a substantially frictionless means of guidance and propulsion. Having maglev coupled with near-vacuum environments provides for high, sustainable velocities of hyperloop vehicles moving through the hyperloop tube.
  • maglev requires carefully calibrated interactions between the bogie and the track. Magnetic field interactions may be non-linear and may be difficult to calculate in a hyperloop environment due to the high velocity of the hyperloop vehicle. The problem of properly calibrated maglev operation is further compounded by the required air gaps between the electromagnetic engine and the track. In some implementations, the air gap may be as small as fifteen millimeters, which is roughly the thickness of fifteen credit cards stacked on one another.
  • a wayside hyperloop safety system is disclosed and is disposed at a hyperloop wayside location proximate to a hyperloop track, wherein the wayside hyperloop safety system comprises a first sensor configured to detect a hyperloop vehicle and measure the hyperloop vehicle traveling along the hyperloop track, a database configured to store a profile, and a processor, wherein the processor is configured to detect, at the first sensor, the hyperloop vehicle, measure, at the first sensor, a component of the hyperloop vehicle, generate a profile associated with a fault in the component based on comparison between the measurement of the component and a threshold value, and store the profile in the database.
  • the wayside hyperloop safety system may further characterize, based on the measurement of the component, the fault and generate a diagnostic of the component sufficient to generate prognostics of the component.
  • the wayside hyperloop safety system may further generate a prognostic associated with a mean time to failure value of the component.
  • the prognostic may be generated based on data received from a remote hyperloop safety system, wherein the remote hyperloop safety system is different from and remote from the wayside hyperloop safety system.
  • the prognostic may be utilized to direct the hyperloop vehicle to a stable configured to address the fault.
  • the first sensor may be an eddy current sensor, and the measurement of the component may be related to current generated by the hyperloop vehicle passing by the first sensor.
  • a podside hyperloop safety system is disclosed and is disposed in a hyperloop vehicle, wherein the podside hyperloop safety system comprising a first sensor configured to continuously monitor a hyperloop component within the hyperloop vehicle, a database configured to store a profile associated with diagnostics and prognostics relating to a fault within the hyperloop vehicle, and a processor being configured to receive, from the first sensor, a measurement of the hyperloop component, generate, based on the measurement, the profile having diagnostics relating to the fault, and store the profile in the database.
  • the first sensor may be further configured to continuously monitor a wayside element, wherein the processor is further configured to update the profile based on measurements associated with the wayside element.
  • the processor may be configured to generate, based on the profile, prognostics and update, at the database, the profile with prognostics.
  • the processor may further generate a lifetime profile based on a plurality of profiles stored in the database and store the lifetime profile in the database.
  • a hyperloop safety system is disclosed and configured for fault detection in a hyperloop network.
  • the hyperloop safety system comprises a podside hyperloop safety system, wherein the podside hyperloop safety system is disposed in a hyperloop vehicle, and the hyperloop vehicle is stationary.
  • the hyperloop safety system further comprises a wayside hyperloop safety system disposed in proximity to a hyperloop track and further configured to traverse longitudinally along the hyperloop track and obtain measurements relating to a first fault in the hyperloop vehicle.
  • the wayside hyperloop system may be further configured to generate a profile based on the obtained measurements, wherein the profile has diagnostics relating to the first fault and may be configured for storage in a database.
  • the profile may be further updated with prognostics related to the first fault and based on the diagnostics.
  • the profile may be updated based on previously obtained measurements from a second hyperloop vehicle.
  • the profile generally comprises information sufficient to diagnose a second fault in the wayside hyperloop safety system, the podside hyperloop safety system, or a combination thereof.
  • a hyperloop system comprises a first safety system, wherein the first safety system is configured to obtain a first measurement of a hyperloop pod, a hyperloop bogie, or a combination thereof.
  • the first safety system may be disposed at a first position.
  • the hyperloop system may further comprise a second safety system, wherein the second safety system is configured to obtain a second measurement of the hyperloop pod, the hyperloop bogie, or a combination thereof.
  • the second safety system may be disposed at a second position.
  • the hyperloop system further comprises a processor configured to generate a profile that is based on the first measurement, the second measurement, or a combination thereof.
  • the hyperloop system further comprises a database, that is in communication with the first safety system and the second safety system. In one aspect, the database is configured to store the profile.
  • the first position may be at an entry to a depot, and the second position may be at an exit of the depot.
  • the first position and the second position may be within a plurality of tubes that connect a plurality of portals.
  • the profile may be based on the top side of the hyperloop bogie.
  • the first measurement is obtained using a laser sensor, an eddy current sensor, a capacitive sensor, an inductive sensor, or a combination thereof.
  • the first measurement and the second measurement may be based on the hyperloop bogie being online. Alternatively, the first measurement and the second measurement are based on the hyperloop bogie being offline.
  • the hyperloop bogie is physically connected to the first safety system, the second safety system, or a combination thereof.
  • the first and second safety systems may utilize a surge test to measure a state of an electromagnetic coil disposed in the hyperloop bogie.
  • a hyperloop system comprising a plurality of tubes connecting a depot, a portal, or a combination thereof.
  • the hyperloop system may further comprise a track disposed in the plurality of tubes, the depot, the portal, or a combination thereof.
  • the hyperloop bogie comprises a first safety system and a second safety system attached thereto.
  • the first safety system is configured to obtain a first measurement; the second safety system is configured to obtain a second measurement.
  • the first safety system and the second safety system are disposed on the top of the hyperloop bogie.
  • the first measurement and the second measurement are based on the track.
  • the first safety system may comprise a plurality of electromagnetic devices having a first plurality of terminals, an electrical drive having a second plurality of terminals and a third plurality of terminals, a first cable connecting the first plurality of terminals to the second plurality of terminals, an energy source having a fourth plurality of terminals, and a second cable connecting the third plurality of terminals to the fourth plurality of terminals.
  • the first safety system is configured to adjust, at the first cable and the second cable, the voltage, the current, or a combination thereof.
  • the first and second safety systems are deactivated based on interaction with a third safety system, wherein the third safety system is disposed within the plurality of tubes, near the track, or a combination thereof.
  • the first and second safety systems are further configured to, based on the first measurement and the second measurement, estimate the mean-time-to-failure of an electrical coil disposed in the hyperloop bogie.
  • FIG. 1 is a block diagram illustrating a hyperloop system.
  • FIG. 2A is a block diagram depicting a first hyperloop portal, a second hyperloop portal, and a depot being connected by a tube.
  • FIG. 2B is a block diagram depicting a depot.
  • FIG. 3A is a planar view of a hyperloop pod, as viewed from a side perspective.
  • FIG. 3B is a planar view of a hyperloop pod, as viewed from a front perspective.
  • FIG. 3C is a planar view of a hyperloop pod, as viewed from a top perspective.
  • FIG. 4A is a planar view of a hyperloop pod, as viewed from a side perspective.
  • FIG. 4B is a planar view of a hyperloop pod, as viewed from a front perspective.
  • FIG. 5 is a block diagram depicting a safety system.
  • FIG. 6A is a planar view of a hyperloop pod as viewed from a side perspective.
  • FIG. 6B is a planar view of a hyperloop pod as viewed from a front perspective.
  • FIG. 6C is a planar view of a hyperloop pod as viewed from a top perspective.
  • FIG. 7A is a planar view of a hyperloop pod as viewed from a side perspective.
  • FIG. 7B is a planar view of a hyperloop pod as viewed from a front perspective.
  • FIG. 7C is a planar view of a hyperloop pod as viewed from a side perspective.
  • FIG. 8 is a block diagram illustrating an example computing device suitable for use with the various aspects described herein.
  • FIG. 9 is a block diagram illustrating an example server suitable for use with the various aspects described herein.
  • a hyperloop system may be designed to transport payloads from origin to destination, wherein such payloads may comprise passengers, cargo, freight, or other substantially similar objects and/or items.
  • a hyperloop system design may additionally be intended to provide a high level of availability, reliability, and robustness.
  • Availability of the hyperloop system may be interpreted as the fraction of the lifespan of the hyperloop system during which the hyperloop system is able to service the function of transporting payloads (e.g., by use of hyperloop pods in the hyperloop system).
  • Reliability of the hyperloop system may be interpreted as the fraction of the total payload requests that are completed by the hyperloop system without fault.
  • Robustness of the system may be interpreted as the capacity of the hyperloop system to reject faults and maintain substantially high availability when subjected to one or more adverse conditions.
  • the hyperloop tube, hyperloop portal, and hyperloop depot may further be considered as components of the wayside or wayside system (within a hyperloop system).
  • elements of the wayside or wayside system may be the elements of the hyperloop system which are offboard the hyperloop pod.
  • the hyperloop pod may further be considered as the primary component of the podside system (in a hyperloop system).
  • the elements of the podside system may comprise the systems and subsystems which are present onboard the hyperloop pod (and/or hyperloop bogie) which generally transports payloads in the hyperloop system.
  • the hyperloop pod may further be comprised of a plurality of electromagnetic devices, including levitation engines, guidance engines, propulsion engines, and braking engines.
  • the hyperloop pod may comprise a set of actuators, machines, and devices which accomplish the functions of levitation, guidance, propulsion, and braking.
  • the set of actuators, machines, and devices may be described as providing the functions of levitation, guidance, propulsion, and braking.
  • the functions of levitation, guidance, propulsion, and braking may further be described as accomplishing the functions of electromagnetic flight and acceleration, which are delivered by the hyperloop pod to the hyperloop system as a whole.
  • the hyperloop system design comprises a high degree of availability, reliability, and robustness that may then depend upon the availability, reliability, and robustness of the systems and subsystems present onboard the hyperloop pod.
  • the hyperloop system availability, reliability, and robustness may then further depend upon the availability, reliability, and robustness of the electromagnetic actuators, machines, and devices onboard the hyperloop pod.
  • the hyperloop system therefore involves a plurality of safety mechanisms which may be deployed to provide inspection, diagnostics, prognostics, and characterization of electromagnetic devices.
  • the aforementioned safety mechanisms comprise devices, tools, algorithms, schedules, software, sensors, other active elements, and/or other passive elements.
  • Such safety mechanisms further comprise inductive measurement systems, capacitive measurement systems, resistive measurement systems, electrical coils, control systems, optical cameras, magnetic sensors, thermal sensors, voltage sensors, current sensors, strain gauges, and/or distance sensors.
  • safety systems may be deployed on both the podside and the wayside. Put another way, safety systems may be placed on the hyperloop pod, on the hyperloop tube, within a portal, and/or within a depot.
  • Safety systems onboard the hyperloop pod may be able to access the onboard electromagnetic devices via cables connected to the terminals of the devices onboard. Further, the safety systems may access (via cables) the terminals of electrical drives which are able to deliver a particular type of electrical current and voltage profiles to said electrical drives. Current and voltage profiles may comprise constant-amplitude direct current (“DC”), sine waves, steps, square waves, and/or composite waveforms involving multiple types of signals. Put another way, the drives may be able to produce an arbitrary current and voltage profile; likewise, the drives may be designed to deliver a specific profile.
  • Several safety systems can be implemented using such a capability. Such capabilities may include characterization processes which involve frequency response tests, resistance tests, step voltage tests, and other unique current and/or voltage profiles. Such capabilities may further include online measurements of the inductance, resistance, and capacitance of the load placed across the terminals of the electrical drives.
  • Offline characterization processes onboard the pod may be conducted when the pod has landed or is in a stable state wherein electromagnetic flight is not occurring. Put another way, characterization processes may be conducted when the electrical drives onboard the pod are not being utilized to provide power to the electromagnetic devices that are used to perform the functions of electromagnetic flight and propulsion. Such offline characterization processes may be used to track the electrical health of the loads on drive. In other words, changes in the inductance, resistance, and capacitance of the electromagnetic devices may provide information which is relevant to diagnosing a failure, predicting a failure, and/or measuring a deviation in performance. Additional offline tests may be conducted using surge tests, frequency sweeps, and DC-energized coils, etc. Surge tests are used to establish variations in the insulation system as well as electrical shortages between turns in a coil.
  • Frequency sweeps are used to measure frequency response characteristics including the gains and phases of specific systems. Coils may be energized using DC currents and measured for deflection to characterize the mechanical constraints on the coil system.
  • Online characterization processes onboard the pod may be conducted when the functions of electromagnetic flight or propulsion are active and the electrical drives are being used to provide power to those devices. Put another way, characterization processes may be conducted when the electrical drives onboard the pod are being utilized to perform the functions of electromagnetic flight or propulsion. Such online characterization processes may be used to recognize or identify a fault immediately after or during the occurrence of the fault. In other words, online characterization is used to rapidly diagnose a failure and may also be used to notify the pod management system or provide a status to the hyperloop system. Online characterization processes may therefore measure various electrical, mechanical, and thermal parameters, including resistance, inductance, and capacitance of the coils used by each of the electromagnetic devices onboard the pod. These measurements may be conducted continuously. In one aspect, the measurements may be conducted at intervals. In some implementations, such as in machines with saliency present in the static components, longitudinal, or geometric parameters may also be measured, including the pitch, length, or span of specific wayside elements.
  • Safety systems offboard the hyperloop pod may not be able to directly access the electrical drives or electromagnetic devices onboard the pod and may therefore be restricted to wireless or remote interactions (e.g., inspection data transfer over transponders).
  • the wayside safety systems may not directly connect to the pod when the pod systems are online. Therefore, the wayside safety systems may utilize methods which are able to operate without a substantially direct connection when the pod is performing electromagnetic flight or propulsion. Such methods may employ measurement devices or sensors such as eddy current sensors, laser sensors, capacitive sensors, inductive sensors, etc.
  • Prognostic systems may also be used to extend the functionality of the diagnostic and measurement systems onboard and offboard the pod. Such prognostic systems allow the hyperloop pod to estimate the time to failure for a particular component. In one aspect, such estimation may be determined by calculating the difference between the total cumulative stress on the component and the average (or mean) stress capacity of the class of components. Put another way, the remaining lifespan of a component is estimated by assuming that the component will behave similarly to the population of similar components, and that historical data for total stress capacity may be used to estimate the remaining lifespan of a single component. Historical data analysis allows the system to calculate the Mean Time to Failure (“MTTF”). Thus, the hyperloop prognostic systems may be used to estimate the MTTF or similar metrics for the electrical and mechanical components that may be assessed with the data gathered by sensors, maintenance programs, and inspections, in addition to other means of characterization.
  • MTTF Mean Time to Failure
  • prognostic systems are configured to estimate the MTTF and similar metrics for the electromagnetic devices, machines, and actuators onboard the vehicle, in addition to other components including mechanical parts, wayside track elements, etc.
  • prognostic systems are configured to estimate the lifespan and MTTF of electrical coils subjected to thermal, electrical, mechanical, and thermomechanical stress. Coil stress factors may then be combined to assess the remaining lifespan for each coil independently.
  • the estimate is based on a mathematical model, machine learning system, lookup table, or a combination thereof. Coil stress may be estimated using the Arrhenius equation, design-of-experiments test data, fuzzy logic, statistical models, etc. Electrical characteristics, like the parasitic capacitance of the primary insulation system of a coil, may also be measured, which informs or corrects these estimates.
  • Diagnostic and prognostic systems may be integrated into the wayside systems, including the portals, the depots, and the tubes, thus allowing a hyperloop system to obtain measurements and estimates which informs the status of the components in the hyperloop system. Such statuses include the remaining estimated lifespan of those components. In some circumstances, the pod performs such measurements, and in other circumstances, offboard or wayside systems perform such measurements.
  • FIG. 1 is a block diagram illustrating a hyperloop system 101.
  • the hyperloop system 101 may be deployed within a land area 121 A.
  • the land area 121 A may be defined by a number of parameters.
  • the land area 121 A may be defined by land that is owned, purchasable, and/or liquid.
  • land is unavailable for use as the land may be designated as a nature preserve, in which case no transportation mode may be deployed therein.
  • the land may be unavailable for purchase due to competing economic uses (e.g., an industrial company is using the land for extraction of natural resources).
  • the land outside the shaded land area 121 A may be considered unusable by the hyperloop system 101.
  • a city 107A is disposed on the land area 121A.
  • the city 107A may be considered a large city (e.g., London, Mumbai, etc.).
  • the city 107A may be connected by a myriad of transportation modes including rail, automobile, ship, etc.
  • Many cities are surrounded by smaller municipalities or suburbs.
  • the cities and suburbs referred to herein should generally be considered relative and not exact.
  • a suburb in China may be considered a large city in Eastern Europe or Australia.
  • One of skill in the art will appreciate that some metropolitan areas are large and some are small.
  • the land area 121 A has a first suburb 109 A, a second suburb 109B, a third suburb 109C, and a fourth suburb 109D.
  • the suburbs 109A, 109B, 109C, 109D are generally considered metropolitan areas that are smaller in both size and population than a similarly situated city (e.g., the city 107A).
  • the suburbs 109A, 109B, 109C, 109D may generally be considered single-use areas of land, i.e., a particular suburb is substantially residential while another suburb is substantially commercial.
  • the city 107A may be of mixed use where residential, commercial, and industrial use all coexist.
  • the hyperloop system 101 has a first portal 115A, a second portal 115B, a third portal 115C, a fourth portal 115D, a fifth portal 115E, and a sixth portal 115F.
  • the portals 115A, 115B, 115C, 115D, 115E, 115F form a plurality of portals 115N.
  • the plurality of portals 115N are locations where a hyperloop pod may perform a number of actions, including but not limited to: load passengers, unload passengers, load cargo, unload cargo, perform light maintenance, change operating personnel, etc.
  • the plurality of portals 115N may have slightly different configurations to address different use cases (e.g., cargo transportation).
  • a seaport coupled to a portal may have many of the characteristics of a seaport and a train station, plus the unique aspects of hyperloop (e.g., emission-less vehicles, moving platforms, etc.).
  • a depot 117 is substantially similar to a portal. However, the depot 117 is generally configured to perform operations other than those of actual transportation of cargo and/or passengers.
  • the depot 117 provides a portal-like environment in which the hyperloop system 101 performs operations related to any one of routine maintenance, part replacement, personnel replacement, repairs, diagnostics, recharging, adding a pod to service, removing a pod from service, cleaning a pod, etc.
  • the depot 117 is accessible by the tube 113E via a plurality of branches (not shown in the instant view). However, a traveling pod may opt to avoid the depot 117 entirely by avoiding a branch (not shown) leading to the depot 117.
  • the hyperloop system 101 has a port 119A.
  • the port 119A is generally configured to dock ships at berths, in one aspect. For example, cargo is largely transported by sea via container-based cargo ships. When cargo ships dock, the cargo containers are unloaded onto dry land. Traditionally, a semi-truck arrives with a trailer to receive and deliver cargo containers.
  • the hyperloop system has an airport 122 A.
  • the airport 122 A is generally configured to enable air-based modes of transportation (e.g., airplane, helicopter, etc.). In the instant example, the airport 122A serves the city 107A, the port 119A, and the suburbs 109A, 109B, 109C, 109D.
  • the portal 115A is connected to the portal 115B via a tube 113 A.
  • the tube 113 A is generally configured to provide an environment for the hyperloop pod in which to travel.
  • the tube 113 A may be comprised of an elevated series of pylons that support an aboveground tube.
  • a near-vacuum pressure environment provides low air resistance thus increasing velocity, energy efficiency, etc.
  • the tube 113 A may be subterranean and contained within a similar tube as the above-ground example above. While the tube 113 A, and many other similar illustrations, are denoted with substantially straight lines, one of skill in the art will appreciate that natural curves and turns would be present for a tube in a commercial deployment.
  • a tube 113B connects the portal 115B to the portal 113C.
  • a tube 113C connects the portal 115C to the portal 115D.
  • a tube 113D connects a portal 115D to a portal 115E.
  • a tube 113E connects the portals 115E, 115F.
  • the tubes 113A, 113B, 113C, 113D, 113E form a plurality of tubes 113N.
  • the plurality of portals 115N and the plurality of tubes 113N are used for illustrative purposes and may have multiple instances within a particular location.
  • the portal 115A may be comprised of three smaller portals (not shown) that form a discrete hyperloop system.
  • the plurality of tubes 113N may be subterranean, underwater, on-ground, above-ground, or a combination thereof.
  • a plurality of roads 11 IN is comprised of a first road 111 A, a second road 11 IB, a third road 111C, a fourth road 11 ID, a fifth road 11 IE, a sixth road 11 IF, a seventh road 111G, and an eighth road 111 J.
  • the plurality of roads 11 IN support any existing mode of ground transportation, including, but not limited to, automobile, rail, trolley, subway, bus, or combination thereof. In modernized cities, high-speed rail may be considered a user of the plurality of roads 11 IN.
  • the plurality of roads 11 IN is utilized for illustrative purposes and may, in one aspect, simply be the means by which an existing, non-hyperloop vehicle travels.
  • the road 111 A connects the suburb 109A to the city 107A.
  • the road 11 IB connects the portal 115A to the suburb 109 A.
  • the road 111C connects the portal 115A to the suburb 109B.
  • the road 11 ID connects the suburb 109B to the suburb 109C.
  • the road 111 J connects the city 107A to the suburb 109B.
  • the road 11 IE connects the tube 111G to the port 119A.
  • the road 11 IF connects the airport 122A to the tube 11 IE.
  • the suburbs 109A, 109B, 109C, 109D are connected to the city 107A.
  • people reside in suburbs and commute to larger city centers.
  • the cities generally have more commercial and industrial opportunities for workers.
  • the land use in the suburbs 109A, 109B, 109C, 109D is different than that of the city 107A because the suburbs 109A, 109B, 109C, 109D are primarily residential and the city 107A is mixed use.
  • One reason for the difference is simply the land use density viz. city use is denser than suburban use.
  • the hyperloop portal 115A is an example of how the suburbs 109A, 109B may utilize hyperloop. For instance, a worker living in the suburb 109A takes the road 11 IB to the portal 115 A where the worker parks a car in a garage. Then, the worker may use the hyperloop tube 113 A to arrive at the portal 115B within the city 107A. The worker could then walk to a nearby place of work (e.g., an office complex).
  • a nearby place of work e.g., an office complex.
  • the hyperloop portal 115E is positioned at the right side of the land area 121 A.
  • the suburbs 109A, 109B, 109C, 109D are connected by the plurality of roads 11 IN.
  • the introduction of the hyperloop portal 115E in the right area of the land area 121 A provides an opportunity for land use at and around the hyperloop portal 115E.
  • the plurality of roads 11 IN and the plurality of tubes 113N form a mesh by redundantly connecting many points within the hyperloop system 101 (e.g., the suburb 109B has several entries and exits). However, the portal 115E is only connected by the hyperloop tube 113D. Such a deployment is an example of how a hyperloop portal may encourage growth in an underutilized area of land. A new, efficient mode of transportation like hyperloop may encourage people in the city 107 A to purchase land in the vicinity of the portal 115E in order to avoid city congestion, noise, pollution, inadequate schools, crime, high taxes, etc. [0064] FIG.
  • 2A is a block diagram depicting the first hyperloop portal 115E, the second hyperloop portal 115F, and the depot 117 being connected by the tube 113E.
  • the tube 113E connects the portals 113E, 113F with the depot 117 via a first branch 130A and a second branch 130B.
  • the branches 130A, 130B may be commonly referred to as on-ramps and/or off-ramps.
  • the branches 130A, 130B are connected to a first safety system 133A and a second safety system 133B.
  • the safety systems 133A, 133B include diagnostic and prognostic functions.
  • the safety systems 133A, 133B may, in one aspect, be disposed throughout the hyperloop system 101. However, for illustrative purposes, the safety systems 133 A, 133B are disposed at or near the entry and exit of the depot 117 — enabling pods operating within the depot 117 to be scanned, measured, inspected, and/or tracked while entering and leaving the plurality of portals 115N and the depot 117.
  • the safety systems 133 A, 133B are placed at regular intervals along the plurality of tubes 113N, as well as at branching or switching points (e.g., the branches 130A, 130B).
  • the distribution of the safety systems 133A, 133B between the portals 115E, 115F thus enables pods in the hyperloop system 101 to be scanned by multiple safety systems (e.g., the safety systems 133A, 133B) during a journey from one location to another (e.g., between the portals 115E, 115F).
  • the safety systems 133A, 133B are configured to detect the presence of a hyperloop vehicle (e.g., a hyperloop pod and/or hyperloop bogie).
  • the safety systems 133A, 133B are further configured to capture a measurement value.
  • the measurement value is generally associated with an operating component of the hyperloop vehicle.
  • the measurement value may be related to the duty cycle of a battery onboard the hyperloop bogie.
  • the measurement value may be compared to a threshold value associated with the safe operation of the hyperloop vehicle (e.g., a charge level sufficient to safely operate the hyperloop vehicle).
  • FIG. 2B is a block diagram depicting the depot 117.
  • the depot 117 comprises a first stabling area 211 A, a second stabling area 21 IB, a plurality of airdocks 215, an entry 217, an exit 218, and a plurality of tubes 221.
  • Pods may enter or exit from the entry 217 and the exit 218 locations as shown by directional arrows.
  • the entry 217 and/or the exit 218 may be fitted with the safety systems 133A, 133B, respectively.
  • the branches 130A, 130B provide access to the entry 217 and/or the exit 218 such that pods traveling between the portals 115E, 115F may utilize the depot 117 for service, maintenance, etc.
  • the pods may be directed along the plurality of tubes 221 to the first stabling area 211 A and/or the second stabling area 21 IB.
  • the stabling areas 211 A, 21 IB may be utilized in conjunction with the stabling areas 211 A, 21 IB.
  • a pod may enter via the entry 217 and travel to the either the plurality of airdocks 215 or the stabling area 211 A. If the pod entered the stabling area 211 A, the pod may then either travel to the stabling area 21 IB or the exit 218. If the pod entered the plurality of airdocks 215, the pod may likewise travel to the stabling area 21 IB or the exit 218.
  • the stabling area 21 IB may be utilized continuously in order to have a pod revisit the plurality of airdocks 215 and/or the stabling area 211 A.
  • a fault may be detected by a number of measurements.
  • a fault may be determined based on a tolerance value being exceeded.
  • a component e.g., an electromagnetic coil
  • the disclosed solution i.e., the safety system
  • the pods are considered online or active while performing electromagnetic flight, which may occur in any area within the depot 117. Further, the pods may also be considered offline or inactive when deactivated, landed, and/or shut down, which may occur within specific locations, such as the plurality of airdocks 215 and/or the stabling areas 211 A, 21 IB. After being scanned by the safety system 133A, pods may be directed to the stabling areas 211 A, 21 IB if the pods are considered faulty, in need of maintenance, or if a prognostic algorithm in the safety systems 133A, 133B indicates that a secondary inspection is necessary. A faulty hyperloop vehicle (or pod) is generally one that exceeds an expected threshold value and/or expected measurement.
  • a pod may have an expected charge threshold in the onboard batteries; a charge level below the threshold indicates a potential (or actual) fault.
  • pods may also be directed to the plurality of airdocks 215 if the pods are considered functional and safe.
  • the safety systems 133A, 133B comprise devices such as laser profilometers, eddy current sensors, Hall effect sensors, inductive proximity sensors, reed switches, thermal cameras, etc. Said devices may be used to measure the mechanical/geometric positioning and shape of the components within the pod. In one aspect, said devices may be used to establish the magnetic or material constituency of the pod as well as the relative position of the components within the pod. In another aspect, said devices may be used to survey the thermal distribution of the visible surface of the pod.
  • the safety systems 133A, 133B may disposed at other positions within the depot 117 viz. the plurality of tubes 221, the stabling areas 211 A, 21 IB, and the plurality of airdocks 215.
  • the safety systems 133A, 133B may measure inductance, capacitance, and/or resistance using podside or wayside safety systems.
  • Such stationary scans may be able to employ alternative algorithms or alternative current profiles given that the electromagnetic devices onboard the pod may be considered offline during these tests. Further tests may include pulse or surge tests which yield information about the electrical health of the coil or an electrical load under measurement. These measurements may be more accurate or more stable than online measurements. Further, the measurements may not be disturbed by the behavior of the online electromagnetic devices.
  • the safety systems 133A, 133B may be operated by traversing the safety systems 133A, 133B along the hyperloop track. Such traversal enables measurement of a hyperloop vehicle docked at a depot.
  • podside safety systems may measure wayside safety systems (or vice versa) in order to detect faults within a safety system itself.
  • a way side safety system may detect faults in a podside safety system.
  • the wayside and podside safety systems may interact with one another to enhance safety for the hyperloop vehicle.
  • FIG. 3A is a planar view of a hyperloop pod 301 A, as viewed from a side perspective.
  • a direction of travel 333 is shown to indicate the movement of the pod 301 A along the plurality of tubes 113N.
  • the hyperloop pod comprises a bogie 310A.
  • the bogie 310A is generally configured to provide locomotion to the pod 301 A, including levitation, propulsion, braking, and/or guidance.
  • a track 340A is disposed above the bogie 310A such that electromagnetic devices in the bogie 310A may interact with the track 340A, again to provide locomotion.
  • the bogie 310A comprises a plurality of safety systems 31 IN.
  • the plurality of safety systems 31 IN comprises a first safety system 311 A, a second safety system 31 IB, a third safety system 311C, a fourth safety system 31 ID, a fifth safety system 31 IE, a sixth safety system 31 IF, a seventh safety system 311G, and an eighth safety system 311H.
  • the safety systems 31 IE, 31 IF, 311G, 311H are obstructed in the instant view but substantially mirror the instant view.
  • the plurality of safety systems 31 IN are podside safety systems. As such, the plurality of safety systems 31 IN are configured to provide podside operations. Such operations include managing separate electrical loads for each of the electromagnetic devices in the bogie 310A.
  • An example of an electromagnetic device is one configured to provide levitation between the rail and the bogie.
  • FIG. 3B is a planar view of the hyperloop pod 301 A, as viewed from a front perspective.
  • the direction of travel 333 is shown as a dot to indicate the movement of the pod 301 A as being toward the viewer and along the plurality of tubes 113N.
  • FIG. 3C is a planar view of the hyperloop pod 301 A, as viewed from a top perspective.
  • FIG. 4A is a planar view of a hyperloop pod 30 IB, as viewed from a side perspective.
  • the direction of travel 333 is shown to indicate the movement of the pod 301B along the plurality of tubes 113N.
  • the hyperloop pod 301B comprises a bogie 310B.
  • the bogie 310B is generally configured to provide locomotion to the pod 301B, including levitation, propulsion, braking, and/or guidance.
  • a track 340B is disposed above the bogie 310B such that electromagnetic devices in the bogie 310B may interact with the track 340B, again to provide locomotion.
  • the track 301B comprises a plurality of safety systems 313N.
  • the plurality of safety systems 313N comprises a first safety system 313 A, a second safety system 313B, a third safety system 313C, a fourth safety system 313D, a fifth safety system 313E, a sixth safety system 313F, a seventh safety system 313G, and an eighth safety system 313H.
  • the safety systems 313E, 313F, 313G, 313H are obstructed in the instant view but substantially mirror the instant view.
  • the plurality of safety systems 313N are way side safety systems.
  • the plurality of safety systems 31 IN are configured to provide wayside operations.
  • Such wayside operations may be located at the depot 117 and/or the plurality of portals 115N.
  • Such operations include measuring the profile of the pod 301B, measuring the movement of the pod 301B, measuring the roll of the pod 301B, measuring the pitch of the pod 301B, measuring the inductive profile of the electromagnetic devices onboard the pod 301B, detecting the presence of components on board the pod 301B, or a combination thereof.
  • FIG. 4B is a planar view of the hyperloop pod 301B, as viewed from a front perspective.
  • the direction of travel 333 is shown as a dot to indicate the movement of the pod 301B as being toward the viewer and along the plurality of tubes 113N.
  • FIG. 5 is a block diagram depicting the safety system 311 A.
  • the safety system 311 A is shown as one example of the plurality of safety systems 31 IN.
  • the safety system 311 A comprises a plurality of electromagnetic devices 505, an electrical drive 507, and an energy source 509.
  • the plurality of electromagnetic devices 505 comprises a plurality of terminals 521.
  • the electrical drive 507 comprises a first plurality of terminals 523 A and a second plurality of terminals 523B.
  • the energy source 509 comprises a plurality of terminals 527.
  • a first cable 531 connects the plurality of terminals 521 to the plurality of terminals 523 A.
  • a second cable 533 connects the plurality of terminals 523B to the plurality of terminals 527.
  • the cables 531, 533 may further comprise additional cables therein.
  • the safety system 311 A utilizes methods which are programmed into the electrical drives 507. Said methods may apply current and/or voltage to the plurality of terminals 521 from the plurality of terminals 523 A via the cable 531. In another aspect, the safety system 133A and associated methods may further utilize the energy source 509 via the plurality of terminals 523B and the plurality of terminals 527 (operatively connected by the cable 533).
  • FIG. 6A is a planar view of a hyperloop pod as viewed from a side perspective. The plurality of safety systems 31 IN are further configured to measure online parameters of the plurality of electromagnetic devices 505.
  • the plurality of safety systems 31 IN measures variable performance parameters which may further describe variable loads, forces and/or power.
  • a plurality of measurements 613N comprises a first measurement 613 A, a second measurement 613B, a third measurement 613C, a fourth measurement 613D, a fifth measurement 613E, a sixth measurement 613F, a seventh measurement 613G, and an eighth measurement 613H.
  • the plurality of measurements 613N vary in length, as drawn, in order to emphasize that each of the plurality of safety systems 31 IN are configured to obtain a unique measurement. For instance, the safety system 31 ID is shown as determining the measurement 613D.
  • FIG. 6B is a planar view of a hyperloop pod as viewed from a front perspective.
  • FIG. 6C is a planar view of a hyperloop pod as viewed from a top perspective.
  • FIG. 7A is a planar view of the hyperloop pod 301 as viewed from a side perspective.
  • the safety systems 133A, 133B may be affixed at the entry 217 and the exit 218 at the depot 117.
  • a plurality of safety systems 313N comprises a first safety system 313 A, a second safety system 313B, a third safety system 313C, a fourth safety system 313D, a fifth safety system 313E, a sixth safety system 313F, a seventh safety system 313G, and an eighth safety system 313H.
  • the plurality of safety systems 313N include configurations that perform the scanning and/or measurement of the pod 301 when entering and exiting the depot 117.
  • One of skill in the art will appreciate that the plurality of safety systems 313N may be likewise utilized in the plurality of portals 115N.
  • the plurality of safety systems 313N include configurations that enable the scanning of the hyperloop pod 301 when landed, docked, and/or at any other stationary position.
  • the plurality of safety systems 313N comprises a plurality of laser profilometers which are directed to scan the surface of the pod 30 IB (e.g., at the top surface 629). Even though the instant figure depicts scanning and measurement operations of the top surface 629, one of skill in the art could apply similar techniques and configurations to any surface of the pod 301B. Such surfaces may include the top, the sides, the front, the back, and/or the bottom.
  • a plurality of measurements 614N comprises a first measurement 614A, a second measurement 614B, a third measurement 614C, a fourth measurement 614D, a fifth measurement 614E, a sixth measurement 614F, a seventh measurement 614G, and an eighth measurement 614H.
  • the plurality of measurements 614N vary in length, as drawn, in order to emphasize that each of the plurality of safety systems 313N are configured to obtain a unique measurement. For instance, the safety system 313D is shown as determining measurement 614D.
  • a top surface 629 of the bogie 310 is drawn with deformations in order to emphasize that the plurality of measurements 614N may be at varying distances thus forming a profile of measurements that substantially represent the top surface 629.
  • FIG. 7B is a planar view of the hyperloop pod 301 as viewed from a front perspective.
  • FIG. 7C is a planar view of the hyperloop pod 301B as viewed from a side perspective.
  • the instant figure depicts the pod 30 IB having moved beyond the safety systems 313 A, 313B, 313C.
  • a longitudinal profile 650 may be derived from the passing pod 301B by aggregating information as the pod 301B passes the plurality of safety systems 313N. Stated differently, the plurality of safety systems 313N are configured to scan the full profile of the pod 301B and construct the profile 650.
  • the information contained in the profile may comprise distances, inductances, capacitances, temperatures, or any other physical parameter measured by the plurality of safety systems 313N.
  • the profile 650 may be utilized to examine displacements, creep, aging, crack propagation, corrosion, hotspots, detached components, electrical shorts, parasitic capacitances, leakage inductances, and yielding in specific areas or components of the pod 30 IB.
  • the plurality of safety systems 313N facilitate the testing and characterization of an electromagnetic device onboard the pod 301B.
  • the depot 117 therefore includes the plurality of safety systems 313N placed on the wayside or offboard the pod 301B. Such placement may be discrete from the existing systems at the portal 117 or utilized in the entry -type safety systems already at the depot 117.
  • wayside safety systems may comprise landed-type mechanisms which are designed to operate when the pod 30 IB is in an offline state, and such systems may also require direct interfaces to the plurality electromagnetic devices 505.
  • depot-based safety systems may be intended to be connected to the plurality of electromagnetic devices 505 by conductive or structural elements which allow those systems to perform tests which are configured to yield information not normally accessible to a traditional way side safety system.
  • depot-based safety systems may have any or all capabilities possessed by safety systems at other locations in the hyperloop system 101, including the entry-type safety systems present at the depot 117.
  • Such safety systems e.g., the plurality of safety systems 313N
  • Such safety systems e.g., the plurality of safety systems 313N
  • Such safety systems e.g., the plurality of safety systems 313N
  • Such safety systems e.g., the plurality of safety systems 313N
  • Such safety systems e.g., the plurality of safety systems 313N
  • Such safety systems e.g., the pluralit
  • the hyperloop system 101 thus comprises a complement of pods, which travel through a plurality of tubes 113N between the plurality of portals 115N and the depot 117 (and any other depots in the hyperloop system 101), subject to both continuous and discontinuous monitoring, measurement, and/or diagnostics.
  • the hyperloop system 101 may comprise measurement systems which serve the function of improving the level of safety within the hyperloop system 101 and within the pods 301 A, 301B.
  • the hyperloop system 101 may comprise a set of safety systems which allow pods traveling between locations in the hyperloop system 101 to operate in a safe manner.
  • safety systems may measure, inspect, or scan pods at various locations using a plurality of sensors, tools, and devices which may be directed to measure specific parameters, objects, components, and surfaces.
  • the hyperloop system 101 may further comprise computational power in the form of at least one processor, which may execute operations and facilitate decisions at the system level. Such a processor or computational system may thus enable the hyperloop system 101 to respond to faults, measurements, and other information provided by the safety systems (e.g., the pluralities of safety systems 3 UN, 313N).
  • the hyperloop system 101 may respond in a plurality of ways, including: directing pods to perform specific functions, travel to specific locations, or alter previous instructions stored onboard the pod (e.g., the pods 301 A, 301B).
  • the hyperloop system 101 may further respond to signals, measurements, or information using a plurality of systems and methods.
  • the hyperloop system 101 may comprise an artificial intelligence-based, decision-making system which may be trained using historical data generated by the hyperloop system 101.
  • Such an artificial intelligence-based (“Al”) system may further be co-located or linked to a database comprising information gathered from the hyperloop system 101. This information may be stored, processed, or communicated in various ways and may further be used by the Al system to improve the performance, safety, and general functions of the hyperloop system 101.
  • the Al system may be used to make forecasts of the remaining lifespan of various components onboard a hyperloop pod (e.g., the pod 301B) and may further be used to indicate when a specific pod (e.g., the pod 301B) should be directed to either a stabling area for inspection or to a depot for maintenance, in addition to other instructions.
  • a hyperloop pod e.g., the pod 301B
  • a specific pod e.g., the pod 301B
  • the database of information gathered by the hyperloop system 101 may further be used to tune prognostic systems and algorithms.
  • tuning may comprise adjustments to parameters, variables, and other components of estimation methods and systems in order to obtain better calculations, diagnosis reports, and prognostic forecasts.
  • tuning may include adjustments to gains, exponents, or scaling factors which may be used to calculate the total remaining lifespan of an electrical coil as subjected to various types of electrical, thermal, thermomechanical, mechanical stress, and the like.
  • this lifespan calculation may include calculations of the MTTF or other durations related to faults and failures.
  • the signals and information sent to the hyperloop system-level processor may comprise a plurality of messages or communications, including updates to the status of the pods 301 A, 301B, the components on the pods 301 A, 301B, or the wayside elements (e.g., the plurality of safety systems 313N). Such communication may comprise faulted or failed components, degraded systems, operational states, and the like. Stated differently, the pluralities of safety systems 3 UN, 313N may communicate signals to the hyperloop systembased processor in order to provide and centralize information related to the operation of the components in the hyperloop system 101.
  • FIG. 8 is a block diagram illustrating a computing device 700 suitable for use with the various aspects described herein.
  • the computing device 700 may be configured to implement functionality of the hyperloop system 101.
  • the computing device 700 may be utilized to implement a safety system (e.g., the safety system 311 A).
  • the computing device 700 may include a processor 711 (e.g., an ARM processor) coupled to volatile memory 712 (e.g., DRAM) and a large capacity nonvolatile memory 713 (e.g., a flash device). Additionally, the computing device 700 may have one or more antenna 708 for sending and receiving electromagnetic radiation that may be connected to a wireless data link and/or cellular telephone transceiver 716 coupled to the processor 711.
  • the computing device 700 may also include an optical drive 714 and/or a removable disk drive 715 (e.g., removable flash memory) coupled to the processor 711.
  • the computing device 700 may include a touchpad touch surface 717 that serves as the computing device’s 700 pointing device, and thus may receive drag, scroll, flick etc.
  • the touch surface 717 may be integrated into one of the computing device’s 700 components (e.g., the display).
  • the computing device 700 may include a keyboard 718 which is operable to accept user input via one or more keys within the keyboard 718.
  • the computing device’s 700 housing includes the touchpad 717, the keyboard 718, and the display 719 all coupled to the processor 711.
  • Other configurations of the computing device 700 may include a computer mouse coupled to the processor (e.g., via a USB input) as are well known, which may also be used in conjunction with the various aspects described herein.
  • FIG. 9 is a block diagram illustrating a server 800 suitable for use with the various aspects described herein.
  • the server 800 may be configured to implement functionality of the hyperloop system 101.
  • the server 800 may be utilized to implement a safety system (e.g., the safety system 311A).
  • the server 800 may include one or more processor assemblies 801 (e.g., an x86 processor) coupled to volatile memory 802 (e.g., DRAM) and a large capacity nonvolatile memory 804 (e.g., a magnetic disk drive, a flash disk drive, etc.). As illustrated in instant figure, processor assemblies 801 may be added to the server 800 by insertion into the racks of the assembly.
  • the server 800 may also include an optical drive 806 coupled to the processor 801.
  • the server 800 may also include a network access interface 803 (e.g., an ethemet card, WIFI card, etc.) coupled to the processor assemblies 801 for establishing network interface connections with a network 805.
  • the network 805 may be a local area network, the Internet, the public switched telephone network, and/or a cellular data network (e.g., LTE, 5G, etc.).
  • DSP digital signal processor
  • ASIC application specific integrated circuit
  • FPGA field programmable gate array
  • a general-purpose processor may be a microprocessor, a controller, a microcontroller, a state machine, etc.
  • a processor may also be implemented as a combination of receiver smart objects, e.g., a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such like configuration. Alternatively, some operations or methods may be performed by circuitry that is specific to a given function.
  • the functions described may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software, the functions may be stored as one or more instructions (or code) on a non-transitory computer-readable storage medium or a non-transitory processor-readable storage medium.
  • the operations of a method or algorithm disclosed herein may be embodied in a processor-executable software module or as processor-executable instructions, both of which may reside on a non-transitory computer-readable or processor-readable storage medium.
  • Non-transitory computer-readable or processor-readable storage media may be any storage media that may be accessed by a computer or a processor (e.g., RAM, flash, etc.).
  • non-transitory computer-readable or processor-readable storage media may include RAM, ROM, EEPROM, NAND FLASH, NOR FLASH, M-RAM, P-RAM, R-RAM, CD-ROM, DVD, magnetic disk storage, magnetic storage smart objects, or any other medium that may be used to store program code in the form of instructions or data structures and that may be accessed by a computer.
  • Disk as used herein may refer to magnetic or non-magnetic storage operable to store instructions or code.
  • Disc refers to any optical disc operable to store instructions or code. Combinations of any of the above are also included within the scope of non-transitory computer-readable and processor-readable media.
  • the operations of a method or algorithm may reside as one or any combination or set of codes and/or instructions on a non-transitory processor-readable storage medium and/or computer-readable storage medium, which may be incorporated into a computer program product.

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Abstract

Une solution est divulguée selon laquelle une pluralité de systèmes de sécurité est utilisée dans un système de transport par tube afin de rassembler des mesures d'éléments à l'intérieur du système de transport par tube, qui comprend au moins une pluralité de tubes, une pluralité de portails, une nacelle de transport par tube, un bogie de transport par tube, une voie ferrée et un dépôt. La pluralité de systèmes de sécurité peuvent être disposés côté nacelle et/ou côté voie. Lorsqu'elle est disposée côté voie, la pluralité de systèmes de sécurité peut être disposée à l'entrée et à la sortie d'un dépôt et/ou d'un portail afin de rassembler des mesures de nacelles de transport par tube entrant dans le dépôt et/ou le portail ou sortant de ces derniers. Lorsqu'elle est disposée au niveau du bogie de transport par tube, la pluralité de systèmes de sécurité peut mesurer des éléments côté voie (par exemple, la voie ferrée) ainsi que des éléments côté nacelle. Lesdites mesures peuvent être utilisées pour effectuer des diagnostics, des pronostics et d'autres opérations liées à la sécurité.
PCT/US2022/035027 2021-08-22 2022-06-24 Système et procédé d'estimation de défaut d'un système de transport par tube WO2023027801A1 (fr)

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3354532A1 (fr) * 2017-01-26 2018-08-01 Rail Vision Europe Ltd Système de surveillance monté sur un véhicule
US20180273066A1 (en) * 2017-03-24 2018-09-27 Canadian Pacific Railway Company Condition based maintenance of railcar roller bearings using predictive wayside alerts based on acoustic bearing detector measurements
US20200241137A1 (en) * 2018-05-14 2020-07-30 Korea Railroad Research Institute Hyper-tube system using vehicle position detection

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3354532A1 (fr) * 2017-01-26 2018-08-01 Rail Vision Europe Ltd Système de surveillance monté sur un véhicule
US20180273066A1 (en) * 2017-03-24 2018-09-27 Canadian Pacific Railway Company Condition based maintenance of railcar roller bearings using predictive wayside alerts based on acoustic bearing detector measurements
US20200241137A1 (en) * 2018-05-14 2020-07-30 Korea Railroad Research Institute Hyper-tube system using vehicle position detection

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