• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method (100) for measuring the behavior of a railway vehicle and for detecting a defect (s) of geometry on a railway, comprising: a measuring phase (108) made in a moving vehicle on said railway, and comprising: - at least one step (110) for measuring an acceleration relative to said vehicle, by a portable user device, in said railway vehicle, - at least one transmission step (120) without threading at least one piece of data relating to at least one acceleration measurement to a remote site; and a processing phase (200) carried out at said remote site, comprising a step (210, 212) of updating a defect database, if said at least one datum indicates a geometry defect. It also relates to a system implementing such a method.
    公开号:FR3041595A3
    申请号:FR1559162
    申请日:2015-09-29
    公开日:2017-03-31
    发明作者:Julien Causse；Stephane Neveu
    申请人:SNCF Reseau；
    IPC主号:
    专利说明:

    "Method and system for measuring the behavior of a railway vehicle and for detecting defect (s) of geometry on a railway line"
    The present invention relates to a method for measuring the behavior of a railway vehicle and for detecting a defect (s) on a railway line, such as defects in the geometry of the railway track. It also relates to a system implementing such a method.
    The field of the invention is the field of devices for measuring the behavior of a railway vehicle and for detecting geometrical defects in a railway line.
    State of the art
    Currently, the detection of geometry defects of a railway is achieved by the use of a measurement train for high-speed lines ("LGV"). The measuring train runs on the track every two weeks, and measures transverse and vertical acceleration values at the body and bogie. The use of a measuring train is a cumbersome, expensive solution and degrades the availability of the railway for other trains.
    On conventional lines, the detection of geometry defects is achieved by the use of a measuring case, arranged in the driver's cab of a railway vehicle, and measuring transverse and vertical acceleration values at the body. . The measurements are repeated every six months or so. The use of a dedicated measurement case requires the design of a specific equipment, relatively expensive, heavy, bulky and not ergonomic for the operator or the driver.
    In addition, the measuring train and the measuring case do not allow precise monitoring of the railway track, for example for rapidly changing defects. In addition, the measurement train and the case do not allow rapid signaling when a geometry fault is detected.
    An object of the present invention is to overcome these disadvantages. Another object of the invention is to provide a method and a system for detecting defects of geometry of a railway more ergonomic.
    It is also another object of the invention to provide a method and a system for detecting defects of geometry of a railroad simpler, less expensive, allowing a more reactive signaling over time.
    Yet another object of the invention is to provide a method and a system for detecting defects in the geometry of a railway track for more frequent and more accurate tracking of a railway track.
    SUMMARY OF THE INVENTION The invention makes it possible to achieve at least one of these aims by a method for measuring the behavior of a railway vehicle and for detecting defect (s) of geometry on a railway, comprising: so-called measuring phase, carried out in said moving vehicle on said railway, and comprising: at least one step of measuring an acceleration relative to said vehicle, by a portable user device, of tablet or smartphone type, located in said railway vehicle, and - at least one step of transmission, by said user device, of at least one datum relating to at least one acceleration measurement to a remote site through a wireless communication network; and a phase, called a processing phase, carried out at said remote site, comprising a step of updating a database, called a fault database, if said at least one datum indicates a geometry fault.
    In other words, the method according to the invention proposes to measure values of accelerations and to transmit these values to a remote site, while the vehicle is being circulated on said railway, with a user device of smartphone or tablet type .
    Thus, the measurement phase, comprising the measurement and transmission steps, is performed with a user device available on the market that is less expensive and less cumbersome than a measurement case or a rail measurement vehicle.
    In addition, such a user device is more ergonomic in use and widely available on the market. The configuration of a user device can be carried out in a simple manner, for example in software form by means of an application loaded from a remote server. Therefore, it is possible to implement the method according to the invention more frequently, for example within each rail vehicle in circulation, without having specific hardware accelerometer suitcase type. Tracking tracks can be done more frequently and more accurately.
    In addition, the acceleration values being measured and transmitted while the vehicle is running on the track, fault reporting is performed more responsive, especially in real time.
    According to the invention, at least one, in particular each, acceleration measuring step may comprise at least one measurement of a vertical acceleration, and / or at least one measurement of a transverse acceleration, relative to the vehicle rail.
    In addition, the acceleration measurement step may comprise, for at least one, in particular each, acceleration measurement: a determination of a geolocation data of said railway vehicle, in particular by using a geolocation module of GPS type integrated into the user device, - a determination of a time data of the moment of said measurement, - a measurement of a speed of said railway vehicle, in particular with the user device, from the geolocation signals of said user device and / or - a measurement of an angular position of said vehicle, in particular by using a gyroscope integrated in the user device.
    Alternatively, the geolocation data of the user device can be determined by triangulation.
    At least one, in particular each, of the data listed above may be stored in association with each acceleration measurement, for example in an internal memory of the user device.
    According to a preferred embodiment, but in no way limiting, each acceleration measurement comprises: a measurement: of the vertical and transverse accelerations, of the speed; o angular orientation; a determination of the geolocation data; a determination of an hourly datum of the moment of measurement; and - a storage of all of these data in an internal memory of the user device.
    According to an exemplary embodiment, the measuring step can be carried out continuously for a predetermined duration, for example over the entire path traveled by the railway vehicle or on a particular section of the railway.
    Alternatively, the measuring step can be performed in a discrete manner.
    The initiation of the step, or each iteration of the measurement step, can be performed manually by an operator, or automatically at a predetermined frequency.
    According to an advantageous characteristic, the measurement phase may comprise a filtering of the measured value or values of accelerations, in order to eliminate parasitic vibrations.
    Such vibrations may, for example, be caused by manipulation, voluntary or not, of the user device by an operator.
    The filtering can in particular be carried out independently for the values of vertical accelerations and for the values of transverse accelerations.
    Such a filtering step may for example comprise a low-pass filtering, in particular a Butterworth low-pass filtering of order 3.
    For the filtering of vertical accelerations, the cutoff frequency of the lowpass filter can be equal to 10Hz, or between 9Hz and 11Hz.
    For filtering transverse accelerations, the cutoff frequency of the low-pass filter can be 6Hz, or between 5Hz and 7Hz
    Advantageously, the measurement phase may comprise a filtering of the measured accelerations value or values, with a view to eliminating at least one continuous component due to the layout of the railway.
    Such a filtering makes it possible, for example, to eliminate the vertical accelerations due to an ascent or descent, or filtering accelerations due to a left turn or a right turn.
    The filtering can in particular be carried out independently for the values of vertical accelerations and for the values of transverse accelerations.
    Such a filtering step may for example comprise a low-pass filtering, in particular a Butterworth low-pass filtering of order 3.
    For the filtering of the vertical and / or transverse accelerations, the cut-off frequency of the low-pass filter can be equal to 0.2 Hz, or between 0.1 Hz and 0.3 Hz.
    In addition, the measurement phase can comprise a step of comparing the measured accelerations value or values, possibly filtered, with at least one predetermined threshold value, indicating a geometry defect at the level of the railway and / or a behavior at risk of the railway vehicle.
    These threshold values can be defined beforehand. These threshold values can be determined by prior measurements on railway tracks with geometric defects.
    At least one threshold value may be a function of: - of the railway vehicle type, - of a state of charge of the railway vehicle, - of the railway, and in particular of the maximum / recommended circulation speed on the railway, - a weather condition, - etc.
    The measurement phase may further comprise a step of comparing the measured accelerations value (s) with at least one predetermined maximum value signaling a disturbance during the measurement.
    Such a comparison makes it possible to eliminate incorrect measurements obtaining acceleration values well above those which it is reasonably possible to measure in the event of defects, and thus to avoid false signaling of defects.
    When this comparison step signals an acceleration value greater than the maximum value, then the measurement made is ignored and the measured value can be suppressed.
    According to a particularly advantageous characteristic, the transmission step can be carried out only in the case where the comparison step indicates a geometry defect at the level of the railway.
    Thus, the amount of data discarded between the user device and the remote server is decreased.
    According to one embodiment, the transmission step transmits to the remote server a report comprising: the acceleration values signaling the anomaly, the data stored in association with these values, namely: the geolocation data of the measurement accelerations having provided these acceleration values, the time data of the moment of said measurement, the speed measured at the time of said measurement, and / or the angular orientation data measured at the time of said measurement.
    In particular, the report transmitted by the user device to the remote site may contain all of these data, but also values / data measured / determined before, and / or after, said measurement having provided values of accelerations signaling a default.
    The values / data measured / determined before, and / or after, said measurement may for example comprise measured / determined values / data: - over a predetermined distance before, and / or after, the position of said measurement; or - for a predetermined duration before and / or after, the moment of said measurement.
    According to a non-limiting exemplary embodiment, the predetermined distance may be equal to 500m.
    According to a non-limiting exemplary embodiment, the predetermined duration may be equal to 1 minute.
    The report transmitted to the remote site may include railway identification data, such as, for example, a railroad name, a departure station and / or an arrival station, etc.
    The processing phase may comprise a step of determining a mileage point on said track, for at least one acceleration value transmitted by the user device.
    Such a determination step can be carried out on the one hand from geolocation data associated with said acceleration value and transmitted by the user device, and on the other hand from railway identification data transmitted by the user. user device and / or database storing geolocation coordinates for each kilometer point of each track. The step of updating the defect database may comprise: a creation of a defect, when the reported defect is a new defect, and a memorization of the acceleration values transmitted by the user for this new defect; and an update of a defect previously noted by memorizing the new acceleration values for example.
    The memorization of the acceleration values for a defect makes it possible to follow up said defect in time and to observe its evolution over time, for example in order to schedule a future intervention.
    The processing phase may include a signaling of the anomaly to an operator / maintenance center, for example through a wireless communication network.
    Such signaling may include a transmission of a report including: - identification data of the railway, - fault location data on the railway, such as a mileage point; - data relating to the seriousness of the defect found, and / or - data relating to a degree of urgency of intervention.
    According to another aspect of the invention, there is provided a system for measuring the behavior of a railway vehicle and for detecting a defect (s) in the geometry of a railway comprising: a user device, of the tablet or smartphone type , arranged to carry out the measurement phase of the method according to the invention, and - a central server, connected to said user device via a wireless network, and arranged to perform the measurement phase of the method according to the invention .
    More particularly, the user device may be provided with a software application for implementing the measurement phase.
    The system according to the invention may further comprise a fault database, and possibly a railroad database, connected to the central server.
    The wireless communication network may be the GPRS network, SG, 4G, 5G, etc. More generally, the wireless communication network may be a network used for mobile telephony.
    DESCRIPTION OF THE FIGURES AND EMBODIMENTS Other advantages and characteristics will appear on examining the detailed description of nonlimiting exemplary embodiments, and the appended drawings in which: FIGURES 1-2 are diagrammatic representations of a non-limiting embodiment of a method according to the invention; and FIG. 3 is a schematic representation of an exemplary embodiment of a system according to the invention.
    It is understood that the embodiments which will be described later are in no way limiting. In particular, it will be possible to imagine variants of the invention comprising only a selection of characteristics described subsequently isolated from the other characteristics described, if this selection of characteristics is sufficient to confer a technical advantage or to differentiate the invention from the state of the prior art. This selection comprises at least one feature preferably functional without structural details, or with only a part of the structural details, if this part is only sufficient to confer a technical advantage or to differentiate the invention from the state of the prior art .
    In the figures, the elements common to several figures retain the same reference.
    FIGURES 1 and 2 are schematic representations of a non-limiting example of the method according to the invention.
    In the example in FIGURES 1 and 2, the user device is provided with a software application for implementing the steps performed at the user device.
    FIG. 1 represents more particularly the initialization steps of the method 100 and the measurement phase, carried out at the level of a railway vehicle.
    The method 100 comprises a step 102 of manual or automated start of the application.
    During step 102, the operator positions the user device flat parallel or perpendicular to the direction of circulation of the railway vehicle, for example on a passenger table, or on the table in the crew cabin, or on the desk of the driving position or on the ground to measure the acceleration of the body.
    Then a form is displayed to the user for the acquisition of data relating to the railway concerned. During a step 104, the user completes the form, namely for example: a departure station and an arrival station, a number of the railway vehicle, a car number forming part of the railway vehicle and a number space in said car, - a type of rolling stock, for example locomotive, self-propelled, etc. - the time, - the date, - a model of the user device used, - a version of the application, - an orientation of the user device.
    When a field is not filled, the operator is prompted to enter it.
    When all the fields are filled in, the method 100 comprises a step 106 of launching a measurement phase 108. The triggering step 106 is for example performed manually by the user by pressing a dedicated button.
    The measurement phase comprises a step 110 carrying out one of the measurements: - vertical acceleration (s); and / or - transverse acceleration (s); using accelerometers built into the user device.
    For each measurement, step 110 determines: geolocation data of said measurement, a time datum of the moment of realization of said measurement, and orientation data; using modules of the user device provided for this purpose.
    In particular, the accelerometer measuring vertical acceleration can be identity thanks to gravity. The accelerometer for the transverse direction can be determined by the orientation of the apparatus entered in the form filled in by the operator.
    The measured / determined data in step 110 is stored in an internal memory of the apparatus in association with each other.
    During a step 112, the values of the vertical and transverse accelerations are filtered to eliminate accelerations or components due to short faults, and in particular due to parasitic vibrations. To do this, low-pass filtering is applied to the values of the vertical accelerations by a Butterworth filter of order 3 and a cut-off frequency equal to 10 Hz, and low-pass filtering is applied to the values of the transverse accelerations by a filter. of Butterworth of order 3 and cutoff frequency equal to 6Hz.
    During this step 112, the values of the accelerations are also filtered to eliminate the continuous components due to the layout of the railway. To do this, low-pass filtering is applied to the values of vertical and horizontal accelerations, with a Butterworth filter of order 3 and a cut-off frequency of 0.2 Hz.
    In a step 114, the values of the filtered accelerations provided by step 112 are compared with at least one threshold value, indicating a geometry fault and / or a risk behavior of the railway vehicle. One or more threshold value (s) can be used for both vertical and horizontal accelerations. Alternatively, the threshold value (s) used for the vertical accelerations may be different from the threshold value (s) used for the vertical accelerations.
    At least one threshold value may be determined during prior field or laboratory measurements.
    At least one threshold value may be a function of the type of railway, the type of railway vehicle, a weather condition, etc.
    When the values of the filtered accelerations provided by step 112 are lower than the threshold value (s) then, the process resumes at step 110.
    In the opposite case, a step 116 checks whether the measurement has not been disturbed. To do this, the values of the filtered accelerations provided by step 112 are compared with at least one maximum value, signaling a disturbance during the measurement.
    A maximum value can be used for both vertical acceleration and horizontal acceleration. Alternatively, the maximum value used for vertical accelerations may be different from the maximum value used for transverse accelerations.
    At least one maximum value may be determined during prior field or laboratory measurements.
    At least one maximum value may be a function of the type of railway, the type of railway vehicle, a weather condition, etc.
    When the values of the filtered accelerations provided by step 112 are greater than the maximum value (s), then this indicates that the measurements have been disturbed and that it is a false detection of default. In this case, the process resumes at step 110.
    In the opposite case, a geometry fault is detected.
    During a step 118, a report is created with the values of the accelerations, possibly filtered, as well as the data / measurements saved in association with said values of the accelerations.
    The report is enriched with data relating to the surrounding accelerations, for example measured 500 m before and 500 m after the current measurement leading to a fault detection, as well as all the measurements / data stored in association with said surrounding accelerations, such as those listed here. above with reference to step 110.
    The report thus obtained is stored in a step 118.
    A step 120 transmits the report stored in step 118 to a remote site, through the GPRS network, possibly in encrypted form.
    A new iteration of the measurement phase can be performed starting at step 110.
    FIG. 2 represents more particularly the treatment phase carried out at a central site
    The treatment phase 200 is performed, at a central site, following a measurement phase, performed at a rail vehicle, reporting a fault report. In parallel with the processing phase 200, a new iteration of the measurement phase can be performed.
    The processing phase 200 comprises a step 202 for receiving a fault report transmitted by a measurement phase.
    Optionally, when the received report is encrypted, the latter is decrypted during a step 204.
    During a step 206, the location of the measurement that led to the detection of a defect is converted to obtain a mileage point on a railway line. Specifically, the geolocation data is converted into data (line, lane, kilometric point) using a database storing GPS coordinates for the mileage points of the railway for the line in question.
    A step 208 verifies, by consulting a fault database, whether the fault signaled by the report received in step 202 relates to a defect previously detected in the past. To do this, the fault database stores, for each kilometer point, the defects already detected at the level for each kilometer point of a railway line of a railway line.
    When the fault is an existing fault, the new acceleration values are reconciled with the acceleration values already stored during a step 210, and the defect is added to the defect database at the kilometric point obtained at step 206, in a step 212. A new iteration of the processing phase 200 can then be performed upon receipt of a new fault report.
    When in step 208, the reported fault is a new fault that does not exist in the fault database, then a new fault is created and stored in the fault database, in a step 212. A new iteration of the processing phase 200 can then be performed upon receipt of a new fault report.
    FIGURE 3 is a schematic representation of a non-limiting example of a system according to the invention.
    The system 300 makes it possible to measure the behavior of a railway vehicle and to detect the geometrical defects of a railway line 302.
    The system 300 comprises a mobile and portable user device 304 of the smartphone or tablet type, placed in a railway vehicle 306 running on the railway line 302. The user device 304 is equipped with a software application to implement the steps of the method according to the invention carried out at the level of the railway vehicle 306, such as, for example, the steps 102-120 of the method 100 of FIGURES 1 and 2. The user device 304 further comprises: at least two accelerometers (not shown) for measuring and providing the software application lateral and transverse accelerations, - a GPS module (not shown) in connection with a satellite 308 for determining and providing the software application with the position of the vehicle 306.
    The speed of the railway vehicle 306 is determined by the software application according to the GPS positions provided by the GPS module of the user device 304. The user device 304 is preferably placed on a table or a horizontal surface in a car of the vehicle rail.
    The system 300 further comprises a central server which may be a computer 310, disposed at a central site 312. The server 310 is connected to one or more databases 314, and is arranged to perform all the steps of the method according to the invention carried out at the central site, such as for example the steps 202-212 of the process 100 of FIGURES 1 and 2.
    The central server 310 is connected to the user device 304 through a communication network, such as a GPRS network, embodied by the antenna 316 in FIG.
    Of course, the invention is not limited to the examples detailed above.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    A method (100) for measuring the behavior of a railway vehicle (306) and for detecting a defect (s) of geometry on a railway track (302), comprising: a phase (108), called a measurement phase, carried out in said vehicle (306) moving on said railway (302), and comprising: - at least one step (110) of measuring an acceleration relative to said vehicle (306), by a portable user device (304), of tablet or smartphone, located in said railway vehicle (306), and - at least one step (120) of transmission, by said user device (304), of at least one data relating to at least one acceleration measurement to a remote site (312) through a wireless communication network (316); and a phase (200), said processing, performed at said remote site (312), comprising a step (210,212) for updating a database (314), called a default, if said at least a data indicates a geometry fault.
    [2" id="c-fr-0002]
    2. Method (100) according to claim 1, characterized in that at least one acceleration measuring step (110) comprises at least one measurement of a vertical acceleration, and / or at least one measurement of an acceleration transverse, relative to the railway vehicle (306).
    [3" id="c-fr-0003]
    3. Method (100) according to any one of the preceding claims, characterized in that the acceleration measuring step (110) comprises, for at least one, in particular each acceleration measurement: a determination of geolocation data, of said railway vehicle (306), measurement of a speed of said railway vehicle (306), and / or measurement of an angular position of said vehicle (306).
    [4" id="c-fr-0004]
    4. Method (100) according to any one of the preceding claims, characterized in that the measuring phase (108) comprises a filtering (112) of the measured value or values of accelerations, in order to eliminate parasitic vibrations .
    [5" id="c-fr-0005]
    5. Method (100) according to any one of the preceding claims, characterized in that the measurement phase comprises a step of filtering (112) the measured value or values of accelerations, in order to eliminate at least one component continuous due to the layout of the railway (302).
    [6" id="c-fr-0006]
    6. Method (100) according to any one of the preceding claims, characterized in that the measurement phase (108) comprises a step (114) for comparing the measured value or values of accelerations to at least one threshold value. predetermined, signaling a geometry defect at the railway and / or a risk behavior of the railway vehicle (302).
    [7" id="c-fr-0007]
    7. Method (100) according to the preceding claim, characterized in that the transmission step (120) is carried out only in the case where the comparison step (114) indicates a geometry defect at the level of the railway and / or a risky behavior of the railway vehicle (302).
    [8" id="c-fr-0008]
    8. Method (100) according to any one of the preceding claims, characterized in that the treatment phase (200) comprises a step (206) for determining a mileage point on said track (302) for at least one acceleration value transmitted by the user apparatus (304).
    [9" id="c-fr-0009]
    9. Method according to any one of the preceding claims, characterized in that the processing phase comprises a signaling of the fault to an operator / maintenance center.
    [10" id="c-fr-0010]
    10. System (300) for measuring the behavior of a railway vehicle (306) and the detection of a geometry defect (s) of a railway track (302) comprising: - a user device (304), of tablet or Smartphone, arranged to perform the measurement phase (108) of the method (100) according to any one of the preceding claims; and - a central server (310), connected to said user device (304) via a wireless network (316), and arranged to perform the processing phase (200) of the method (100) according to one any of the preceding claims.
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    同族专利:
    公开号 | 公开日
    FR3041595B3|2017-11-24|
    引用文献:
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    法律状态:
    2016-09-28| PLFP| Fee payment|Year of fee payment: 2 |
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    2018-10-01| PLFP| Fee payment|Year of fee payment: 4 |
    2019-09-30| PLFP| Fee payment|Year of fee payment: 5 |
    2020-09-30| PLFP| Fee payment|Year of fee payment: 6 |
    2021-09-30| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1559162A|FR3041595B3|2015-09-29|2015-09-29|METHOD AND SYSTEM FOR MEASURING THE BEHAVIOR OF A RAILWAY VEHICLE AND DETECTING DEFECTOF GEOMETRY ON A RAILWAY|FR1559162A| FR3041595B3|2015-09-29|2015-09-29|METHOD AND SYSTEM FOR MEASURING THE BEHAVIOR OF A RAILWAY VEHICLE AND DETECTING DEFECTOF GEOMETRY ON A RAILWAY|
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