WO2024110425A1 - Procédé de détection d'endommagement d'un système de transport sur la base d'une position et dispositif de commande associé - Google Patents

Procédé de détection d'endommagement d'un système de transport sur la base d'une position et dispositif de commande associé Download PDF

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Publication number
WO2024110425A1
WO2024110425A1 PCT/EP2023/082473 EP2023082473W WO2024110425A1 WO 2024110425 A1 WO2024110425 A1 WO 2024110425A1 EP 2023082473 W EP2023082473 W EP 2023082473W WO 2024110425 A1 WO2024110425 A1 WO 2024110425A1
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WIPO (PCT)
Prior art keywords
measurement data
rail
sensor
measurement
damage
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PCT/EP2023/082473
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German (de)
English (en)
Inventor
Stefan Traub
Alan Dittrich
Original Assignee
Zf Friedrichshafen Ag
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Filing date
Publication date
Application filed by Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2024110425A1 publication Critical patent/WO2024110425A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/042—Track changes detection
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
    • B61K9/08—Measuring installations for surveying permanent way

Definitions

  • the present invention relates to a method for detecting damage to a transport system that has a plurality of rail-bound vehicles and an infrastructure element that can be passed by the rail-bound vehicles. The detection takes place depending on a position of the rail-bound vehicles.
  • the invention also relates to a control device for carrying out the method.
  • the invention relates in a first aspect to a method for detecting damage to a transport system which has a plurality of rail-bound vehicles and an infrastructure element passable by the rail-bound vehicles.
  • the rail-bound vehicles can be trains, for example trains for the transport of passengers or trains for the transport of goods.
  • the infrastructure element that the rail-bound vehicles can pass through can be a track.
  • the track can comprise a track bed, a rail, a railway sleeper and corresponding fastening elements for this.
  • the rail-bound vehicle can be a tram and the infrastructure element can be a tram rail.
  • Damage to the transport system can be damage to the infrastructure element that the rail-bound vehicles can pass through.
  • At least one sensor is arranged on each of the rail-bound vehicles.
  • the at least one sensor can be operated in a first measurement state and a second measurement state.
  • the sensors can be operated independently of one another. Accordingly, each sensor can collect individual measurement data and forward this to a higher-level evaluation unit. Alternatively, the sensors can also be operated in a calibrated manner to one another.
  • the sensors collect measurement data depending on the measurement data collected by the other sensors. This measurement data can then be aggregated and subsequently forwarded to the higher-level evaluation unit.
  • the sensors can record different types of measurement data.
  • the individual measurement parameters of the first and second measurement states can be different.
  • the method comprises a first measurement data acquisition step for acquiring first measurement data by a first sensor arranged on a first rail-bound vehicle.
  • the first sensor is operated in the first measurement state.
  • the first rail-bound vehicle can be the rail-bound vehicle that passes the infrastructure element first in a predetermined time period.
  • the predetermined time period can be a predetermined measurement period in which the method is carried out.
  • the first rail-bound vehicle can be the rail-bound vehicle that repeatedly performed procedures defines the start of a new procedure execution.
  • the first sensor can be assigned to the first rail-bound vehicle in temporal or spatial terms.
  • the first measurement data can be determined depending on the type of first sensor.
  • the first sensor can be an acceleration sensor.
  • the first measurement data can then be acceleration data.
  • the first sensor can be a force sensor for detecting a force acting on the sensor.
  • the first measurement data can be detected forces.
  • Other types of sensors such as inclination sensors or optical sensors can also be used according to the first aspect of the invention.
  • the first measurement state of the first sensor can be adapted to the respective parameter to be measured.
  • two different frequency ranges of the electromagnetic spectrum can be recorded in the first measurement state.
  • the first sensor is an inclination sensor, the inclination can be recorded in the first measurement state in relation to different coordinate systems.
  • the parameter to be measured can be recorded with different levels of accuracy in the first measurement state of the first sensor.
  • the first measurement data can either be recorded directly and further processed according to the method. Alternatively, the first measurement data can first be recorded and then pre-processed in a subsequent step. A directly measured parameter can be converted into a parameter to be evaluated.
  • the pre-processing can, for example, be a fast Fourier analysis, a wavelet analysis, an order analysis or a principal component analysis.
  • the first measurement data include damage to the infrastructure element and a position of the damage.
  • the damage to the infrastructure element can be, for example, damage to a track bed, a rail, a railway sleeper or a fastening element. Damage to the infrastructure element can be present if a value recorded by the first sensor exceeds a predetermined Threshold reached.
  • the infrastructure element may be completely damaged, so that the infrastructure element is interrupted along the damage. Alternatively, the infrastructure element may be partially damaged, so that the infrastructure element no longer has a predetermined stability.
  • a position of the damage can be determined using a position sensor, for example a gyroscope or GPS sensor.
  • the position of the damage can include a defined area around the damage.
  • the method further comprises a measurement data transmission step for transmitting the first measurement data to a second rail-bound vehicle from the plurality of rail-bound vehicles.
  • the second rail-bound vehicle can be the rail-bound vehicle that passes the infrastructure element second after the first rail-bound vehicle in a predetermined time period.
  • the predetermined time period can be a predetermined measurement period in which the method is carried out.
  • the second rail-bound vehicle can be the rail-bound vehicle that passes the infrastructure element second in a repeatedly carried out method after a new method has been started.
  • the first rail-bound vehicle and the second rail-bound vehicle can comprise a signal transmission device which is designed to send and receive electrical signals.
  • the first measurement data can be transmitted from the first rail-bound vehicle directly, for example by means of the signal transmission device, to the second rail-bound vehicle.
  • the first measurement data can be transmitted from the first rail-bound vehicle to a higher-level control device of the transport system.
  • the first measurement data can be transmitted from this control device of the transport system to the second rail-bound vehicle.
  • the method further comprises a second measurement data acquisition step for acquiring second measurement data by a second sensor arranged on the second rail-bound vehicle. The second sensor is operated in the second measurement state depending on the transmitted position of the damage.
  • the second measurement data can be determined depending on the type of second sensor.
  • the second sensor can be an acceleration sensor.
  • the second measurement data can then be acceleration data.
  • the second sensor can be a force sensor for detecting a force acting on the sensor.
  • the second measurement data can then be detected forces.
  • Other types of sensors such as inclination sensors or optical sensors are not excluded.
  • the second measurement state of the second sensor can be adapted to the respective parameter to be measured.
  • two different frequency ranges of the electromagnetic spectrum can be recorded in the second measurement state.
  • the first sensor is an inclination sensor
  • the inclination can be recorded in the second measurement state in relation to different coordinate systems.
  • the parameter to be measured can be recorded with different levels of accuracy in the second measurement state of the second sensor.
  • the second measurement data can either be recorded directly and further processed according to the method.
  • the second measurement data can first be recorded and then pre-processed in a subsequent step.
  • a directly measured parameter can be converted into a parameter to be evaluated.
  • the pre-processing can, for example, be a fast Fourier analysis, a wavelet analysis, an order analysis or a principal component analysis.
  • the second measurement data may include damage to the infrastructure element.
  • the damage to the infrastructure element may, for example, be damage to a track bed, a rail, a railway sleeper or a fastening element.
  • the second measurement data may differ from the first measurement data This means that the damage can be detected using two different measurement data and, for example, the degree of damage or its spatial spread can be determined using two different data sets. The accuracy of damage detection can thus be improved.
  • the second sensor can be operated in the second measuring state depending on the transmitted position of the damage such that the second sensor switches from the first to the second measuring state depending on the position of the damage.
  • the second sensor can switch from the second to the first measuring state depending on the position of the damage.
  • the second sensor can be deactivated depending on the position of the damage.
  • the second sensor can be activated depending on the position of the damage.
  • the damage to the transport system and its position can thus be detected in a first measurement state.
  • the data set generated in the first measurement state can be very large and contain a large number of first measurement data.
  • the storage capacity available in the rail-bound vehicles for storing the first measurement data can thus be reached quickly.
  • the large number of first measurement data must be transmitted in the measurement data transmission step. This can lead to high data consumption in the measurement data transmission step.
  • the proposed method therefore enables position-dependent detection of the damage in a second measurement state.
  • the second measurement data set generated in the second measurement state can be smaller than the first measurement data set and contain fewer second measurement data.
  • the storage capacity available in the rail-bound vehicles can thus be better utilized.
  • the data consumption when transmitting the second measurement data to other rail-bound vehicles can be reduced.
  • the sensors arranged on the rail-bound vehicles can be set up to use predeterminable detection frequencies to detect an acceleration of the rail-bound vehicles relative to the infrastructure element that the rail-bound vehicles can pass through.
  • the detection frequencies can in particular be specified externally, for example by a higher-level control device, which can specify a detection frequency of the sensors using control signals.
  • the sensors can also specify a specific detection frequency independently of one another or independently of a higher-level control device. For example, if a certain condition exists, a sensor can switch from a first detection frequency to a second detection frequency.
  • the sensors can therefore be adapted to different operating conditions within the transport system.
  • the acceleration can in particular be detected acoustically.
  • the detection and evaluation of acoustic signals represents a particularly simple method for determining acceleration.
  • Acoustic acceleration sensors are also generally readily available, so that the method can be carried out using simple and inexpensive means.
  • the first measurement data acquisition step can include specifying a first acquisition frequency of the first sensor and acquiring the first measurement data with the specified first acquisition frequency in the first measurement state.
  • the first acquisition frequency can be adapted to the acceleration data acquired in the first measurement state.
  • the first acquisition frequency can have a value greater than 1500 Hz, in particular 1660 Hz.
  • This high-frequency sampling rate can result in a high resolution of the first measurement data.
  • This high sampling rate in the first measurement state can be sufficient to be able to acquire the first measurement data with a specified accuracy.
  • the second measurement data acquisition step can comprise specifying a second acquisition frequency of the second sensor and acquiring the second measurement data with the specified second acquisition frequency in the second measurement state.
  • the first acquisition frequency and the second acquisition frequency can differ here.
  • the second acquisition frequency less than 100 Hz, in particular less than 50 Hz.
  • This low-frequency sampling rate can be particularly suitable for detecting damage to the infrastructure element that the second rail-bound vehicle can pass through.
  • the low-frequency sampling rate can result in a lower power consumption of the second sensor.
  • the lower power consumption can lead to a smaller amount of data in the second measurement data set. This can regulate the storage capacity of the sensors required for recording the measurement data.
  • the method further comprises a measuring range determination step for determining a measuring range of the infrastructure element depending on the position of the damage to the infrastructure element.
  • the measuring range can be determined such that the infrastructure element can be measured by the sensors arranged on the rail-bound vehicles in the area of the damage.
  • the measuring range can include the position of the damage to the infrastructure element.
  • the measuring range can be arranged in front of the position of the damage to the infrastructure element in the direction of travel of the rail-bound vehicles.
  • the measuring range can be arranged in the direction of travel of the rail-bound vehicles behind the position of the damage to the infrastructure element.
  • the second measurement data acquisition step comprises operating the second sensor in the first measurement state when the second rail-bound vehicle is within the measurement range.
  • the second rail-bound vehicle can be within the measurement range such that at least the second sensor is arranged within the measurement range.
  • the second sensor changes from the second measurement state to the first measurement state when the second rail-bound vehicle enters the measurement range.
  • the second sensor is activated in the first measurement state when the second rail-bound vehicle is within the measurement range. The second sensor is therefore only operated within the measurement range in the first measurement state in which a large number of first measurement data are acquired. In this way, the data consumption and the storage space required outside the measurement range can be reduced.
  • the second measurement data acquisition step comprises operating the second sensor in the second measurement state when the second rail-bound vehicle is at least partially outside the measurement range.
  • the second rail-bound vehicle can be located outside the measurement range such that at least the second sensor is arranged at least partially outside the measurement range.
  • the second sensor changes from the first measurement state to the second measurement state when the second rail-bound vehicle exits the measurement range.
  • the second sensor is activated in the second measurement state when the second rail-bound vehicle is outside the measurement range. The second sensor is therefore operated outside the measurement range in the second measurement state in which a smaller number of second measurement data are acquired. The data consumption and the storage space required outside the measurement range can thus be reduced.
  • the second measurement data acquisition step comprises deactivating the second sensor when the second rail-bound vehicle is at least partially outside the measurement range.
  • the second rail-bound vehicle can be at least partially outside the measurement range such that at least the second sensor is at least partially arranged outside the measurement range.
  • the second sensor can be provided that the second sensor is in the first measurement state and is deactivated when the second rail-bound vehicle exits the measurement range.
  • the second sensor is in the second measurement state and is deactivated when the second rail-bound vehicle exits the measurement range.
  • the second sensor is therefore not operated outside the measurement range and therefore does not acquire any measurement data outside the measurement range. In this way, the data consumption and the storage space required outside the measurement range can be reduced.
  • the method further comprises an updating step for updating the first measurement data transmitted in the measurement data transmission step.
  • the second measurement data acquisition step is carried out depending on the updated first measurement data.
  • the first measurement data can be updated at predetermined times, for example hourly or daily.
  • the first measurement data can be updated at predetermined positions, for example at stops or in maintenance halls of the rail-bound vehicles.
  • the first measurement data can be updated by the first rail-bound vehicle, for example by cyclically repeating the process.
  • the first measurement data can be updated by the second vehicle or further rail-bound vehicles from the majority of rail-bound vehicles, for example based on the second or further measurement data recorded by them.
  • the method can be adapted to changed conditions, for example further or changed damage to the infrastructure element or changed positions of the damage.
  • the invention relates to a control device which comprises a communication interface for receiving measurement data as described above.
  • the control device is designed to carry out the method according to the first aspect.
  • Figure 1 shows schematically a transport system with a first rail-bound vehicle in a first measurement data acquisition step according to an embodiment of the invention.
  • Figure 2 shows schematically the transport system of Figure 1 with the first rail-bound vehicle in a measurement data transmission step according to an embodiment of the invention.
  • Figure 3 shows schematically the transport system of Figure 1 with a second rail-bound vehicle and a measuring area according to an embodiment of the invention.
  • Figure 4 shows schematically the transport system of Figure 3 with the second rail-bound vehicle in a second measurement data acquisition step according to an embodiment of the invention.
  • Figure 5 shows schematically the transport system of Figure 4 with the second rail-bound vehicle after the second measurement data acquisition step according to an embodiment of the invention.
  • Figure 6 shows a schematic flow chart with steps for carrying out the method for detecting damage to a transport system according to an embodiment of the invention.
  • FIG 7 shows schematically the flow chart of Figure 6 with optional further steps according to an embodiment of the invention.
  • Figure 1 schematically shows a transport system 100 with a first rail-bound vehicle 10 and an infrastructure element 20 that can be passed by the rail-bound vehicle 10.
  • the transport system 100 is shown in Figure 1 in the form of a railway line on which a first train 10 moves along a railway track 20.
  • a first sensor 12 is arranged on the first train 10 and is operated in a first measuring state 14. In the first measuring state 14, the first sensor 12 is set up to acoustically detect an acceleration of the first train 10 relative to the railway track 20 at a predefinable first detection frequency.
  • the acceleration of the first train 10 is recorded and stored by the first sensor 12 as first measurement data 30.
  • the first train 10 is therefore in a first measurement data acquisition step for recording the first measurement data 30.
  • the track rail 20 has a damage 40.
  • the damage 40 of the track rail 20 is shown in the embodiment of Figure 1 as an interruption of the track rail 20.
  • the Damage 40 and a position 50 of the damage 40 are detected in the first measurement state 14. The detection of the damage 40 and the position 50 of the damage 40 by means of the first sensor 12 is explained in more detail with reference to Figure 2.
  • Figure 2 shows the transport system 100 of Figure 1 at a time in which the first train 10 is in a measurement data transmission step for transmitting the first measurement data 30.
  • the first sensor 12 arranged on the first train 10 has recorded the damage 40 and the position 50 of the damage 40 of the infrastructure element 20 in the form of first measurement data 30 in the first measurement state 14.
  • the detection frequency of the first sensor 12 is high compared to other measurement states of the first sensor 12.
  • the first sensor 12 can accordingly record a plurality of acceleration values in the first measurement state 14, which form the first measurement data 30.
  • the damage 40 and the position 50 of the damage 40 of the railroad track 20 can therefore be recorded in the first measurement state 14 with a predetermined high measurement accuracy of the first measurement data 30.
  • the first train 10 transmits the first measurement data 30, i.e., among other things, the damage 40 and the position 50 of the damage 40, to a control device 200 of the transport system 100.
  • the control device 200 comprises a communication interface 202, which is set up to receive the first measurement data 30.
  • the first measurement data 30 transmitted to the control device 200, in particular the position 50 of the damage 40 of the railroad track 20, can be used by the first train 10 and subsequent trains to detect the damage 40. This process is explained in more detail with reference to Figures 3, 4 and 5.
  • Figure 3 shows the transport system 100 of Figures 1 and 2 at a time when the first train 10 has carried out the first measurement data acquisition step of Figure 1 and the measurement data transmission step of Figure 2.
  • the rail track 20 is traveled by a second train 110 in the direction of the arrow shown.
  • the second train 110 approaches the position 50 of the Damage 40 to the railroad track 20.
  • a second sensor 112 is arranged on the second train 110 and is operated in a second measurement state 16. In the second measurement state 16, the second sensor 112 is set up to acoustically detect an acceleration of the second train 110 relative to the railroad track 20 at a predeterminable second detection frequency.
  • the acceleration of the second train 110 is detected and stored by the second sensor 112 as second measurement data 60.
  • the second train 10 is therefore in the embodiment of Figure 3 in a first time section of a second measurement data detection step for detecting the second measurement data 60.
  • the second detection frequency of the second sensor 112 is low compared to the first measurement state 14.
  • the second sensor 112 accordingly detects fewer acceleration values, which form the first measurement data 60, compared to the first measurement state 14.
  • the second measurement data set 60 generated by the second sensor 112 in the second measurement state 16 accordingly comprises less acceleration data than the first measurement data set 30 generated by the first sensor 12 in the first measurement state 16.
  • the first measurement data 30, in particular the position 50 of the damage 40 of the rail 20, are available in the control device 200. Based on the position 50 of the damage 40, the control device 200 creates a measurement range 70. The position 50 of the damage 40 of the rail 20 is included in the measurement range 70. The significance of the measurement range 70 is discussed in more detail with reference to Figures 4 and 5.
  • Figure 4 shows the transport system 100 of Figure 3 at a time when the second train 110 is within the measuring area 70 created depending on the position 50 of the damage 40 of the railroad track 20.
  • the second rail-bound vehicle 110 moves through the measuring area 70 in the direction of the arrow shown.
  • the second sensor 112 is operated in the first measuring state 14. Accordingly, the second sensor 112 can detect the damage 40 and the position 50 of the damage 40 of the railroad track 20 with the comparatively high first detection frequency of the first measuring state 14.
  • the second train 1 10 is therefore in the embodiment of Figure 4 in a second time section of the second measurement data acquisition step for acquiring the second measurement data 60, in which the second sensor 112 has changed from the second measurement state 16 to the first measurement state 14.
  • Figure 5 shows the transport system 100 of Figures 3 and 4 at a time in which the second train 110 has moved in the direction of the arrow shown out of the measuring area 70 created depending on the position 50 of the damage 40 of the belt rail 20. Outside the measuring area 70, the second sensor 112 is again operated in the second measuring state 16.
  • the detection frequency of the second sensor 112 again corresponds to the detection frequency of the second sensor 112 at the time of the embodiment of Figure 3.
  • the second measurement data set 60 generated by the second train 110 therefore comprises less measurement data at the time shown in Figure 5 than the second measurement data set 60 generated while crossing the measurement area 70.
  • the second train 110 is therefore in the embodiment of Figure 5 in a third time section of the second measurement data acquisition step for acquiring the second measurement data 60, in which the second sensor 112 has changed from the first measurement state 14 back to the second measurement state 16.
  • the damage 40 of the railroad track 20 can therefore be adjusted depending on the position 50 of the damage 40 for the second train 110 in such a way that high-resolution detection of the damage 40 only occurs within the measuring range 70. Outside the measuring range 70, the damage 40 is detected at a reduced detection frequency.
  • the second measurement data sets 60 created outside the measuring range 70 therefore contain fewer data points than the second measurement data set 60 created within the measuring range 70.
  • the storage capacity of the second train 110 can therefore be better utilized.
  • the data consumption required to transmit the measurement data can also be reduced due to the smaller data sets.
  • the number of switching operations of the second sensor 112 between the first measurement state 14 and the second measurement state 16 can also be reduced. The damage 40 can then be detected with less data and more efficiently in terms of computing time.
  • Figure 6 shows steps for carrying out the method for detecting damage 40 on the transport system 100 of Figures 1 to 5 in a chronological sequence.
  • the method begins with a first measurement data acquisition step ES1 for acquiring the first measurement data 30 in a first measurement state 14 of the first sensor 12 arranged on the first train 10, as explained in the embodiments of Figures 1 to 2.
  • the first measurement data 30 include damage 40 on the infrastructure element 20 and a position 50 of the damage 40.
  • the first measurement data 30 are transmitted from the first rail-bound vehicle 10 to a second rail-bound vehicle 110.
  • the transmission can take place by means of the control device 200 shown in Figures 2 and 3.
  • second measurement data 60 are acquired by a second sensor arranged on the second rail-bound vehicle 110.
  • the second sensor 112 can be operated depending on the transmitted position 50 of the damage 40 of the infrastructure element 20, as explained in the embodiments of Figures 3 to 5.
  • Figure 7 shows further steps that can optionally be applied to the method shown in Figure 6. These are divided into two variants.
  • the measurement data transmission step ÜS is followed by a measurement range determination step BS.
  • a measurement range 70 is determined depending on the position 50 of the damage 40 of the infrastructure element 20.
  • the second sensor 112 is operated in the first measurement state 14 during the second measurement data acquisition step ES2.
  • the measurement data transmission step ÜS is followed by an update step AS.
  • the first measurement data 30 transmitted in the measurement data transmission step are updated.
  • the first measurement data 30 can be updated at predetermined times.
  • the first measurement data 30 can be updated at predetermined positions within the transport system 100.
  • the second measurement data acquisition step ES2 is carried out depending on the updated first measurement data 30.
  • the measurement range determination step and the updating step can be carried out during the same method sequence.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Arrangements For Transmission Of Measured Signals (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

L'invention propose un procédé de détection de dommages (40) subis par un un système de transport (100) qui comprend une pluralité de véhicules guidés (10 ; 110) et un élément d'infrastructure (20) pouvant passer par les véhicules guidés (10 ; 110). Chaque véhicule guidé (10 ; 110) comporte au moins un capteur (12) disposé sur celui-ci, l'au moins un capteur (12) pouvant fonctionner dans un premier état de mesure (14) et un second état de mesure (16). Le procédé comprend une première étape d'acquisition de données de mesure (ES1) pour acquérir de premières données de mesure (30) au moyen d'un premier capteur (12) disposé sur un premier véhicule guidé (10), le premier capteur (12) étant actionné dans le premier état de mesure (14). Les premières données de mesure (30) comprennent des dommages (40) subis par l'élément d'infrastructure (20) et une position (50) des dommages (40). Le procédé comprend également une étape de transmission de données de mesure (ÜS) pour transmettre les premières données de mesure (30) à un second véhicule guidé (110) à partir de la pluralité de véhicules guidés (10 ; 110). Le procédé comprend également une seconde étape d'acquisition de données de mesure (ES2) pour acquérir de secondes données de mesure (60) au moyen d'un second capteur (112) disposé sur le second véhicule guidé (110). Le second capteur (112) est actionné dans le second état de mesure (16) sur la base de la position transmise (50) du dommage (40). L'invention propose également un dispositif de commande (70) pour la mise en œuvre du procédé.
PCT/EP2023/082473 2022-11-22 2023-11-21 Procédé de détection d'endommagement d'un système de transport sur la base d'une position et dispositif de commande associé WO2024110425A1 (fr)

Applications Claiming Priority (2)

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DE102022212421.9A DE102022212421A1 (de) 2022-11-22 2022-11-22 Verfahren zum Erkennen einer Beschädigung an einem Transportsystem in Abhängigkeit einer Position und Steuereinrichtung dafür
DE102022212421.9 2022-11-22

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DE102017200085A1 (de) 2016-01-07 2017-07-13 Aktiebolaget Skf Eisenbahnzustandsüberwachungssensorvorrichtung und Verfahren zum Überwachen des Zustands eines Eisenbahnlagers
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WO2018189078A1 (fr) * 2017-04-11 2018-10-18 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Assistance à des systèmes d'acheminement de trains par transmission en ligne d'informations concernant la puissance de freinage
DE102019212261A1 (de) * 2019-08-15 2021-02-18 Siemens Mobility GmbH Verfahren, Vorrichtung und Schienenfahrzeug

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