WO2023094055A1 - Procédé d'exploitation d'un réseau ferroviaire comprenant la surveillance d'éléments d'infrastructure - Google Patents

Procédé d'exploitation d'un réseau ferroviaire comprenant la surveillance d'éléments d'infrastructure Download PDF

Info

Publication number
WO2023094055A1
WO2023094055A1 PCT/EP2022/077277 EP2022077277W WO2023094055A1 WO 2023094055 A1 WO2023094055 A1 WO 2023094055A1 EP 2022077277 W EP2022077277 W EP 2022077277W WO 2023094055 A1 WO2023094055 A1 WO 2023094055A1
Authority
WO
WIPO (PCT)
Prior art keywords
infrastructure components
infrastructure
component
database
data
Prior art date
Application number
PCT/EP2022/077277
Other languages
German (de)
English (en)
Inventor
Markus Schmidt
Robert SICKINGER
Original Assignee
Gts Deutschland Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Gts Deutschland Gmbh filed Critical Gts Deutschland Gmbh
Publication of WO2023094055A1 publication Critical patent/WO2023094055A1/fr

Links

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
    • 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
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation

Definitions

  • the invention relates to a method for operating a railway network, with infrastructure components being monitored.
  • Infrastructure components that belong to the control and safety technology on the rails are of particular importance for safety in railway networks.
  • infrastructure components of the rail-side control and safety technology it can happen in particular that it is difficult to trace whether and where the corresponding components have been installed in the railway network.
  • superfluous components can be moved between different construction sites by fitters, depending on the acute need identified by the individual fitter.
  • a targeted later replacement or targeted later maintenance of corresponding infrastructure components of the rail-side control and safety technology is made more difficult. This can affect the operational safety of the railway network.
  • This object is achieved by a method for operating a railway network, in which infrastructure components are monitored that are part of a rail-side control and safety technology of the railway network, with the infrastructure components each being assigned a unique identifier and component data of the respective infrastructure components assigned to this identifier are recorded in a central electronic database, with the component data comprising at least component type data and life cycle data, with users accessing the database using a uniform data interface, and in the event of life cycle events the associated life cycle data of the infrastructure components being updated in the database, and with the database being used to provide occasions for Maintenance and / or replacement of subsets of the infrastructure components are determined, using the database to determine the locations of the infrastructure components of the subsets, and then the infrastructure components of the subsets are maintained and / or replaced.
  • the rail-side control and safety technology includes in particular the interlocking technology and infrastructure components for train control. Switch structures, signals and sensors for recording traffic in the railway network also fall under control and safety technology.
  • the term rail-side is understood as the opposite of vehicle-side.
  • the central electronic database can be implemented on a database server, to which a number of other computers are typically connected, from which access to the database is possible.
  • the central electronic database can be part of a cloud computing infrastructure.
  • the uniform data interface enables harmonized access to the central electronic database by a large number of different users.
  • the uniform data interface can be a data interface based on the EPCIS (Electronic Product Code Information Services) standard.
  • the unique identifier is preferably an identification number, for example the GTIN (Global Trade Item Number) of the GS1 system.
  • the component type data of the infrastructure components can in particular be serial and/or component numbers.
  • Lifecycle data is data that occurs over the lifecycle of the infrastructure component.
  • life cycle data can also include measurement data from the sensors.
  • a reason for maintenance and/or replacement of a subset of the infrastructure components can have its starting point, for example, in a determination of a serial error or a desired update or upgrade.
  • the component data in particular the component type data, can then be used to determine which infrastructure components are affected and the locations of the infrastructure components of this subset can be determined, and the infrastructure components of this subset can then be maintained and/or replaced.
  • the life cycle events include one or more of the following events: manufacture, storage, maintenance, trackside installation, trackside removal.
  • manufacture the identifier is particularly relevant, as well as the component type data and the date of manufacture as component data.
  • location of the warehouse is particularly important for storage. When it comes to maintenance, it is also important which maintenance steps have been carried out. In the case of trackside installation and removal, the location is important in addition to the identifier.
  • the infrastructure components also include complex infrastructure components, each of which includes one or more interchangeable sub-components that are not themselves recorded in the database as infrastructure components, and an exchange of a sub-component of a complex infrastructure component is also recorded as a life cycle event, with this Life cycle event also at least one date of replacement of the sub-component and a sub-component type of the newly installed sub-component is recorded.
  • Complex infrastructure components are infrastructure components that include a large number of sub-components.
  • the sub-components of complex infrastructure components are at least partially interchangeable sub-components. It is not always possible or sensible to record the replaceable subcomponents separately as a separate infrastructure component with component data in the central database. As a rule, such a detection would at least involve a great deal of effort.
  • part of the complex infrastructure component may need to be replaced.
  • This exchange can subsequently affect the function and/or the durability of the complex infrastructure component or later become otherwise relevant.
  • it is advantageous if the replacement of the sub-component is recorded as a life cycle event of the complex infrastructure component and the date of the replacement and the sub-component type are also recorded.
  • the date of the exchange and the sub-component type of the new sub-component can be included as part of the component data complex infrastructure components are stored in the central database; this is possible with little effort.
  • the central database can be used to determine which subset of the complex infrastructure components subsequently needs maintenance (e.g. by replacing the sub-component ) and/or may have to be replaced entirely and where the complex infrastructure components of the subset are located.
  • the infrastructure component has an identifier that can be read by a user using an electronic terminal device that communicates with the database, and which allows the unique identifier to be inferred, in particular with the identifier being used optically or by radio using the electronic terminal device , Preferably RFID, can be read.
  • the marking Due to the possibility of inferring the identifier, the component data assigned to the existing infrastructure component can be recorded in the central database after the identifier has been read out using the electronic terminal device communicating with the database.
  • the electronic terminal device can be a tablet computer or a smartphone, for example.
  • the marking can also have human-readable components.
  • the marking can be in the form of a sticker or an engraving, for example.
  • the database can also be updated with component data via the electronic terminal device. For example, can if the infrastructure component is stored in a warehouse, the infrastructure component is identified via the label and the date and location of the warehouse are recorded as component data in the central database.
  • the user can also manually enter additional component data into the central database via the electronic device. This can be done, for example, during maintenance of the infrastructure component, during which the user has carried out certain maintenance steps that are not automatically recorded.
  • the identification can be, for example, an optically machine-readable identification.
  • Corresponding examples are barcodes or 2D codes that can be read with barcode readers or cameras.
  • the marking can be machine-readable by radio.
  • RFID radio-frequency identification
  • Passive RFID tags are preferably used.
  • the infrastructure components include sensors for detecting traffic in the railway network and/or associated sensor parts.
  • the sensors are preferably sensors for train detection.
  • they can be ultrasonic sensors, microwave sensors and/or optical sensors.
  • the sensors can also detect non-train traffic, such as road vehicles and pedestrians crossing or intending to cross the train traffic.
  • the infrastructure components include axle counters or axle counter parts.
  • An axle counter is a special sensor device which, in particular, counts the number of axles that pass a rail at the point where the axle counter is attached.
  • a possible measuring principle of axle counters is based on the measurement of the elastic deformation, which is caused by the weight of a train transferred from the axle to the rail, with a strain sensor element.
  • the strain sensor element which belongs to the axle counter parts, can in particular comprise a fiber Bragg grating whose strain state can be measured optically.
  • axle counters play a crucial role in the safety of the railway network.
  • axle counters can be used to determine whether a certain section of track is still occupied by a train or has become completely free and can therefore be released for subsequent trains without the risk of a collision.
  • the recording of the component data of axle counters is correspondingly important, for example if it turns out after installation that a certain batch of axle counters has a serial error and needs to be replaced.
  • trackside interim storage facilities for infrastructure components are set up in the railway network and the life cycle events also include storing infrastructure components in the trackside interim storage facilities and removing infrastructure components from the trackside interim storage facilities.
  • a trackside interim storage facility is typically only built for the duration of construction or maintenance work on a section of the railway network.
  • the interim storage facility is set up for a period of 1 year or less, preferably 6 months or less, particularly preferably 1 month or less.
  • Infrastructure components for example, are then stored in the interim storage facility on the wayside, which are then to be installed on site.
  • a major problem of such interim storage facilities is that they currently do not usually have a typical storage infrastructure.
  • no posting or posting is currently planned for storage or removal.
  • there are more infrastructure components in the interim storage facility than are actually installed on site for example in order to have a sufficient buffer in the event of defects.
  • After the construction work has been completed there may still be infrastructure components left over, which may be moved to other locations, eg to other interim storage facilities. With it In many cases it is currently no longer possible to trace the location of an infrastructure component.
  • the life cycle events also include storing infrastructure components in the interim storage facility and removing them from the interim storage facility, the respective location of the infrastructure components can be seen from the central database.
  • the component data of the infrastructure components can then include, for example, the date of storage and/or removal from the interim storage facility in addition to the location of the interim storage facility. Logging in or out on site is particularly easy if the infrastructure component has an identifier that can be read out by a user using an electronic terminal device that communicates with the database.
  • component data from other infrastructure components that do not belong to the subsets is evaluated in order to determine the reasons for maintenance and/or replacement of the subsets of infrastructure components. Occasions for maintenance and/or replacement arise not only from the evaluation of the component data of the infrastructure components that are being replaced themselves, but alternatively or additionally also from the evaluation of component data from other infrastructure components. In many cases, these allow conclusions to be drawn about the infrastructure components of the subsets or their technical condition, in particular if the infrastructure components of the subsets and the other infrastructure components are spatially adjacent or are otherwise jointly affected by certain influences.
  • the evaluation of the component data of the other infrastructure components is particularly easy because of the combination in the central database.
  • trackside sensors come into consideration, for example, with which, for example, the number of passing trains or the passing train axles and/or the speed and/or the weight of the passing trains is recorded.
  • the measurement data recorded in this way is then component data from the sensors, which is recorded in the central database can become.
  • the sensors are preferably electronically connected to the central database and automatically report the measurement data to the central database.
  • balises can also be used as other infrastructure components.
  • Greyses are transponders in the railway track that can store railway operational information and pass it on to rail vehicles that pass the balises.
  • the railway operational information recorded and/or stored in the balises then represents component data that is recorded in the central database.
  • the balises are preferably electronically connected to the central database and automatically report the measurement data to the central database.
  • Possible infrastructure components of the subsets include switches, in particular switch drives and locks, as well as all trackside signal box components.
  • information about a number and/or intensity of loads, in particular mechanical and/or thermal and/or electrical loads, of the infrastructure components of the subsets is determined from the component data of the other infrastructure components and included in the determination of the causes.
  • Information about the number and/or intensity of loads on the infrastructure components of the subsets is particularly relevant for determining the reasons for maintenance and/or replacement.
  • mechanical loads for example vibrations, and thermal loads come into consideration as loads.
  • Electrical loads such as voltage peaks, which can result from switching operations or from external factors such as lightning strikes, can also play a role. If, for example, a sensor is used to measure the speed and weight of trains passing through a switch structure and this is recorded as part of the sensor’s component data in the central database, this allows direct conclusions to be drawn about the number and intensity of the associated loads and consequently about the Wear of the switch structure. A suitable point in time for maintenance or replacement of the switch structure can thus be determined from the component data of the sensors.
  • the other infrastructure components are axle counters or axle counter parts and the component data of the other infrastructure components are measurement data, in particular a number of counting events of the axle counter or axle counter parts.
  • the number of counts is typically the number of axles that pass the rail at the point where the axle counter is mounted.
  • a major advantage of axle counters is the particularly reliable recording of counting events.
  • external information that does not come from the database is evaluated to determine the reasons for maintenance and/or replacement of the subsets of infrastructure components, with the external information being correlated with component data from the database.
  • external information i.e. information that is not directly component data from infrastructure components of the track-side control and safety technology of the railway network, can also be used to determine the technical condition of the infrastructure components.
  • the evaluation of external information can allow the degradation of the infrastructure components of the subsets to be determined.
  • the external information can, for example, be called up automatically via a computer network.
  • the correlation of the external information allows in particular an assignment to specific infrastructure components. acts if the external information is, for example, information on location-dependent environmental influences, this is compared with the locations of the infrastructure components of the subsets determined from the database.
  • information about a number and/or intensity of loads, in particular mechanical or thermal loads, of the infrastructure components of the subsets is determined from the external information and included in the determination of the causes.
  • Information about the number and/or intensity of loads on the infrastructure components is particularly relevant for determining the reasons for maintenance and/or replacement, since these tend to degrade the infrastructure components.
  • External information that allows information about the number and/or the intensity of stress to be determined is therefore of particular importance.
  • the information about a number and/or intensity of loads is information about the number of trains and/or their speed and/or their weight that pass the locations of the infrastructure components of the subsets.
  • the external information can be data from an external database, from which the said information about the trains results, and which can be connected to the central database.
  • the information about a number and/or intensity of loads is information about the number of thermal cycles and/or the temperature ranges of the thermal cycles, which is obtained from weather data for the locations of the infrastructure components of the subsets result.
  • Weather data for the locations of the infrastructure components of the subsets can, for example, be retrieved automatically from corresponding online databases. Is particularly relevant the variation of temperature over time. The higher the number and the larger the temperature ranges of the thermal cycles, the more severe the degradation of the infrastructure components of the subsets is typically. If the weather data is included, it can be determined much more precisely when maintenance or replacement is to be carried out. Accordingly, safety deductions for maintenance or replacement intervals can be reduced, which leads to lower costs without sacrificing operational reliability.
  • the number of thermal cycles and their temperature ranges are particularly relevant for glued joints between axle counter parts and rails. These adhesive connections can degrade under the corresponding thermal stress, up to and including detachment from the rail. If there is a detachment, the axle counter can no longer supply any measurement data. If the weather data is included in the determination of the occasions, an exchange or maintenance with renewal of the splice of the axle counter can usually be carried out before it breaks down.
  • installation points for at least some infrastructure components are set up in the railway network using local control devices, with the control devices being able to determine whether an infrastructure component is currently installed or missing at the respective installation point, and if there is a reason to replace the infrastructure component at the respective installation site was determined and a temporary absence of the infrastructure component at the installation site was determined by means of the control device, in the event that a new infrastructure component is not logged in at the installation site by a user in the database within a specified waiting period after the new determination of the installation of a new infrastructure component at the installation site, an error message is issued and/or a command is triggered that the infrastructure component at the monitored installation site may no longer be used until a new infrastructure component at the installation site has been booked in by a user in the database.
  • control device can have a sensor, for example an optical see sensor, exhibit.
  • the installation or the absence of the infrastructure component at the installation site can also be detected, for example, by opening or closing a circuit.
  • the control device is preferably connected to the central database and automatically reports a temporary absence.
  • the error message that is issued is used to draw the user's attention to the fact that the log-in has not taken place and to request the user or users to catch up on the log-in of the new infrastructure component. This means that the central database is up to date and the recorded component data is therefore up-to-date.
  • the triggering of the command forces the new infrastructure component to be checked in so that it can then be used. This ensures that the central database is up to date and the operational safety of the railway network is increased.
  • FIG. 1 shows an illustration of a cloud computer infrastructure for carrying out the method according to the invention
  • FIG. 2 shows a schematic representation of a chronological sequence of life cycle events of an infrastructure component, the monitoring of which is part of the method according to the invention
  • FIG. 3 shows a schematic representation of a complex infrastructure component, which has an exchangeable sub-component, for the invention
  • 4 shows an illustration of an optical reading of an identification of an infrastructure component for the invention
  • Figure 5 shows an infrastructure component in the form of an axle counter attached to a rail for the invention
  • FIG. 6 shows a schematic representation of part of a railway network with infrastructure components in the form of an axle counter and a switch structure, with an intermediate storage facility being set up on the track side for the invention
  • FIG. 7 shows a schematic representation of a level crossing, at which an infrastructure component in the form of a sensor for detecting traffic in the railway network is provided, for the invention.
  • the cloud computer infrastructure 1 shows an illustration of a cloud computer infrastructure 1 which is suitable for carrying out the method according to the invention.
  • the cloud computer infrastructure 1 comprises as an essential element a central electronic database 3 in which component data of infrastructure components are stored which are part of a rail-side control and safety technology of a railway network.
  • a large number of different users 5,7,9,11 access the central database 3 using a uniform data interface.
  • the users here are a manufacturer 5, an installer 7, maintenance personnel 9 and an operator 11 for the infrastructure components in the railway network.
  • the maintenance personnel 9 can in particular use their digital twin to determine infrastructure components that require maintenance or replacement. Automatic algorithms can be used (which, for example, evaluate the operating time and mechanical loads that have occurred), or infrastructure components can also be specifically identified according to individual search criteria (eg a certain type of component in connection with a certain date of manufacture). For infrastructure components, for which a reason for maintenance or replacement was determined using the database 3, the respective location is determined, and the maintenance personnel 9 visits these locations in a targeted manner and maintains the affected infrastructure components and/or exchanges them (not shown in detail).
  • the life cycle events 15, 17, 19, 21, 23, 25, 27 include, for example, production 15, shipping 17 after production 15, storage 19 in a central warehouse, further storage 21 in a trackside interim storage facility, trackside installation 23 and a trackside expansion 25.
  • the infrastructure component is, for example, a sensor.
  • the acquisition of measurement data is correspondingly shown as a further life cycle event 27 .
  • Other possible life cycle events (e.g. maintenance) between the trackside installation 23 and the trackside upgrade 25 are indicated by dots.
  • FIG. 3 shows a schematic illustration of a complex infrastructure component 29, which includes a number of sub-components 31, 33.
  • One of the subcomponents 31 , 33 is an interchangeable subcomponent 33 .
  • the interchangeable subcomponent 33 is not itself recorded in the central database 3 . However, if the replaceable subcomponent 33 is replaced, this is recorded as a life cycle event and at least one date of the replacement of the replaceable subcomponent 33 and a subcomponent type of the newly installed subcomponent (not shown here) are stored in the central database 3 as part of the component data of the complex infrastructure component 29 .
  • the complex infrastructure component 29 shown in FIG. 3 also has an identifier 35 in the form of a bar code, which can be read optically.
  • 4 shows the reading out of an identifier 35 of an infrastructure component 37 .
  • the identification 35 is, for example, a bar code.
  • the reading is performed by a user, not shown here, using an electronic terminal 39 communicating with the central database 3.
  • the electronic terminal 39 is, for example, a tablet computer with a camera.
  • the identifier 35 allows the unique identifier of the infrastructure component 37 to be inferred.
  • the identifier 35 can also be read out by radio, for example. The reading out typically takes place to log a life cycle event of the infrastructure component 37 (eg storage in a warehouse).
  • FIG. 5 shows an infrastructure component in the form of an axle counter 41.
  • the axle counter 41 is attached to a rail 43.
  • the axle counter parts of the axle counter 41 include, for example, two strain sensor elements 45.
  • the axle counter 41 counts the number of axles 47 that pass the rail 43 at the point at which the axle counter 41 is mounted.
  • FIG. 6 a part of a railway network is shown schematically.
  • An interim storage facility 49 is set up on the railway network for infrastructure components that are not shown here.
  • the life-cycle events also include an emplacement of infrastructure components into the trackside interim storage facility 49 and a withdrawal of infrastructure components from the trackside interim storage facility 49.
  • Part of the railway network are, inter alia, railway tracks 51 and signals 53;
  • a signal 53 is shown here as an example.
  • the interim storage facility 49 has been set up here near the signal 53 in order to temporarily store infrastructure components (not yet installed on the trackside) that are required when the signal 53 is repaired.
  • the infrastructure components (already installed on the track) in the railway network also include, for example, an axle counter 55 and a switch structure 57 .
  • Component data from the axle counter 55 (other infrastructure component) is evaluated here to determine the reasons for maintenance and/or replacement of the switch structure 57 (infrastructure component).
  • information about the number of loads on the switch structure 57 is determined from the component data of the axle counter 55 and included in the determination of the causes (the trains passing the axle counter 55 must also pass the switch structure 57 here).
  • the component data of the axle counter 55 also includes measurement data from ongoing railway operations, more precisely here a number of counting events of the axle counter 55.
  • external information that does not originate from the central database 3 is also evaluated here, with the external information being combined with component data from the central database 3 be correlated.
  • the external information comes from an external database 59, for example.
  • Information about the number and intensity of loads on the switch structure 57 and/or the axle counter 55 is determined from the external information and included in the determination of the causes.
  • the information about the number and intensity of loads includes information about the speed and the weight of a train 61 that is passing the location of the switch structure 57 or the location of the axle counter 55 .
  • the information about the number and intensity of loads also includes information about the number of thermal cycles and the temperature ranges of the thermal cycles, which result from weather data for the location of the switch structure 57 or the location of the axle counter 55.
  • the weather data originate here from several nearby weather stations 63, one of which is shown as a representative.
  • FIG. 7 is a schematic representation of a level crossing 65 in which a road 67 crosses a railroad track 69 .
  • an infrastructure component is provided in the form of a sensor 71 for detecting traffic in the railway network. More precisely, it is, for example, a sensor 71 in the form of a camera, with which non-train traffic that is crossing or intending to cross the train traffic is optically recorded.
  • the non-train traffic includes in particular pedestrians and road vehicles.
  • the sensor is installed at an installation point 73 that is monitored by a local control device 75 .
  • the control device 75 shown as an example is based on the fact that if a sensor 71 is installed, a circuit 77 is closed, while if the sensor 71 is missing, the circuit 77 is open.
  • the control device 75 is also connected to the central database 3 .

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un procédé d'exploitation d'un réseau ferroviaire faisant intervenir la surveillance d'éléments d'infrastructure (29, 37) qui font partie de la technologie de commande et de sécurité côté rail du réseau ferroviaire, un identifiant unique étant attribué à chacun des éléments d'infrastructure (29, 37), et des données d'élément des éléments d'infrastructure (29, 37) respectifs associés à cet identifiant étant enregistrées dans une base de données électronique centrale (3), les données d'élément comprenant au moins des données de type élément et des données de cycle de vie, l'utilisateur (5, 7, 9, 11) pouvant accéder à la base de données (3) au moyen d'une interface de données standard, et dans le cas d'événements de cycle de vie (15, 17, 19, 21, 23, 25, 27), les données de cycle de vie associées des éléments d'infrastructure (29, 37) étant mises à jour dans la base de données (3), et des dates d'échéance d'entretien et/ou de remplacement de sous-ensembles des éléments d'infrastructure (29, 37) étant déterminées au moyen de la base de données (3), les emplacements des éléments d'infrastructure (29, 37) des sous-ensembles étant déterminés au moyen de la base de données (3), puis les éléments d'infrastructure (29, 37) des sous-ensembles faisant l'objet d'un entretien et/ou d'un remplacement. L'invention permet d'obtenir une sécurité d'exploitation élevée dans un réseau ferroviaire, de manière simple.
PCT/EP2022/077277 2021-11-26 2022-09-30 Procédé d'exploitation d'un réseau ferroviaire comprenant la surveillance d'éléments d'infrastructure WO2023094055A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021213354.1 2021-11-26
DE102021213354.1A DE102021213354B4 (de) 2021-11-26 2021-11-26 Verfahren zum Betrieb eines Eisenbahnnetzes mit Überwachung von Infrastrukturkomponenten

Publications (1)

Publication Number Publication Date
WO2023094055A1 true WO2023094055A1 (fr) 2023-06-01

Family

ID=84045128

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2022/077277 WO2023094055A1 (fr) 2021-11-26 2022-09-30 Procédé d'exploitation d'un réseau ferroviaire comprenant la surveillance d'éléments d'infrastructure

Country Status (2)

Country Link
DE (1) DE102021213354B4 (fr)
WO (1) WO2023094055A1 (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2894074A1 (fr) * 2014-01-08 2015-07-15 Schweizerische Bundesbahnen SBB Procédé et dispositif de surveillance et de commande d'un réseau de voie ferrée
WO2019092248A1 (fr) * 2017-11-10 2019-05-16 Db Fernverkehr Ag Procédé et système d'analyse de données brutes enregistrées avec un système d'inspection pour l'inspection optique d'un véhicule
EP3594084A1 (fr) * 2018-07-13 2020-01-15 Schweizerische Bundesbahnen SBB Procédé et dispositif de surveillance d'un réseau ferroviaire et réseau ferroviaire

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3572296A1 (fr) 2018-05-09 2019-11-27 Siemens Mobility GmbH Surveillance automatisée de l'inventaire du réseau ferroviaire
CN114072825A (zh) 2019-07-02 2022-02-18 科路实有限责任公司 使用数字孪生监测、预测和维护铁路元素的状况
GB2591772A (en) 2020-02-06 2021-08-11 Roads & Transp Authority Asset maintenance management system and method

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2894074A1 (fr) * 2014-01-08 2015-07-15 Schweizerische Bundesbahnen SBB Procédé et dispositif de surveillance et de commande d'un réseau de voie ferrée
WO2019092248A1 (fr) * 2017-11-10 2019-05-16 Db Fernverkehr Ag Procédé et système d'analyse de données brutes enregistrées avec un système d'inspection pour l'inspection optique d'un véhicule
EP3594084A1 (fr) * 2018-07-13 2020-01-15 Schweizerische Bundesbahnen SBB Procédé et dispositif de surveillance d'un réseau ferroviaire et réseau ferroviaire

Also Published As

Publication number Publication date
DE102021213354A1 (de) 2023-06-01
DE102021213354B4 (de) 2023-07-13

Similar Documents

Publication Publication Date Title
EP2212180B1 (fr) Détermination de la durée de vie résiduelle d'un élément de véhicule
DE212018000332U1 (de) Geräteverwaltungssystem
EP2095337A1 (fr) Système de documentation du statut de pièces remplaçables embarquées dans un aéronef
WO2018087343A1 (fr) Procédé de commande d'un système de moyens de transport, système de traitement de données
DE102011001076A1 (de) Verfahren zur Verwaltung von Werkzeugen
WO2014029519A1 (fr) Surveillance d'un premier équipement d'une installation technique destinée à fabriquer un produit
WO2019092248A1 (fr) Procédé et système d'analyse de données brutes enregistrées avec un système d'inspection pour l'inspection optique d'un véhicule
WO2005091188A1 (fr) Procede, dispositif, systeme informatique et programme informatique pour commander un flux de materiaux
DE102004029222A1 (de) Verbesserungsunterstützungssystem
DE102021213354B4 (de) Verfahren zum Betrieb eines Eisenbahnnetzes mit Überwachung von Infrastrukturkomponenten
DE60002856T2 (de) Verfahren zur verwaltung von elektronischen fahrkarten und einrichtung zu dessen durchführung
DE10050984A1 (de) System zur Erfassung und Überwachung des Betriebszustandes und der Verfügbarkeit von Mietfahrzeugen
EP1739516A1 (fr) Dispositif et procédé destinés à la surveillance du transfert d'objets munis d'identificateurs
EP2081136A1 (fr) Système de planification d'utilisation pour prestations de service sur des objets
DE102007052125A1 (de) Prüfsystem für einen Baugruppenträger, Baugruppenträger mit einem Prüfsystem sowie Verfahren zum Prüfen eines Baugruppenträgers
EP3617663A1 (fr) Procédé de vérification des capteurs d'un réseau de capteurs et réseau de capteurs
EP0810941B1 (fr) Procede d'actualisation de valeurs de substitution pour une caracteristique determinant le roulement de wagons d'une installation de triage
DE19933302A1 (de) Vorrichtung und Verfahren zur Überwachung eines spurgebundenen Fahrzeugs
EP2718167B1 (fr) Procédé et dispositif de commande pour déterminer la longueur d'au moins une section de voie
WO2008092797A1 (fr) Procédé et dispositif de surveillance individuelle de produits en vrac
EP2143614B1 (fr) Procédé et dispositif d'alerte de disponibilité sécurisée d'une section de voie ferrée
DE102018117579A1 (de) Identifikation eines Schienenfahrzeugrades
DE102018219256A1 (de) Ermitteln einer Degradation einer bestimmten Gleiskomponente
DE60117204T2 (de) Verfahren und Vorrichtung zum Überprüfen, Verändern, Verwalten und Planen von Gleisoberbauten für Untergrund-, Strassenbahn- und Eisenbahnlinien und ähnlichem
EP3594084A1 (fr) Procédé et dispositif de surveillance d'un réseau ferroviaire et réseau ferroviaire

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 22798103

Country of ref document: EP

Kind code of ref document: A1