• 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 railway state control sensor device (10) configured to be attached to a railway rolling stock of a railway vehicle having at least one vibration sensor; means for detecting a movement of the railway vehicle; a control unit for processing at least the signals obtained by the vibration sensor to determine an operating state parameter indicative of the operating state of the bearing, wherein the control unit is configured to initiate measurements as a function of at least one predetermined state; and a wireless communication device for communicating the operating state parameter to a control and control server (40). It is proposed to configure the control unit to operate in a power saving sleep mode and in at least one activated mode, in which the control unit is configured to switch from standby mode to activated upon detection that a set of predetermined conditions is satisfied, wherein said set of predetermined conditions includes the condition that the motion detection means detects that the railway vehicle is in motion.
    公开号:FR3046589A1
    申请号:FR1662278
    申请日:2016-12-12
    公开日:2017-07-14
    发明作者:Julian Franchitti
    申请人:SKF AB；
    IPC主号:
    专利说明:

    RAILWAY STATE CONTROL SENSOR DEVICE AND METHOD FOR MONITORING STATE OF RAILWAY BEARING
    FIELD OF THE INVENTION The invention relates to state control sensors used in vehicles for controlling axles or bearings as well as a method of monitoring a state of a bearing or an axle. In particular, the invention relates to control systems for axles and / or train bearings. Another aspect of the invention relates to quality control of railways.
    PRIOR STATE OF THE TECHNIQUE OF THE INVENTION
    The practice of attaching state control units to an axle or train bearing to control parameters such as vibration, temperature and acoustic emission is known.
    In the automotive sector, wired sensors are legion, many of them associated with digital engine control systems (ECU) and onboard diagnostics. These sensors are fully integrated in the vehicle infrastructure so that during the operation of the vehicle they receive a continuous power supply. Data transmissions are supported by a CAN multiplex network bus. These sensor systems operate continuously to control their target parameters.
    Passenger locomotives and wagons also have a range of fully integrated sensor systems that are generally dedicated to critical safety functions.
    The currently available permanent power source status monitoring solutions are configured to continually capture data. However, the captured data usually contain large volumes of artifacts and the measured curves reflect the curvature of the railway, rail imperfections and other external influences. It is therefore necessary to use complex algorithms to filter the artefacts of the data and to extract from the large volume of data valuable and reliable information on the state of the turnover.
    In order to save energy and ensure good data quality, it has been proposed to limit the measurement to specific sections of a pathway where low background noise and few external factors are anticipated. To this end, it has been proposed to establish predetermined waypoints that trigger a measurement based on GPS data. If a certain waypoint along a path is reached, the control unit triggers a start signal of the state control units to measure the operational parameters of the bearings or other controlled components and, in the same way, stop the control if the vehicle leaves the lane.
    To ensure consistent and reliable data readings, the state control unit must capture the data on a known good known track section. Preferably, the lane or road should be straight, level, and allow the train to reach and maintain a constant speed. In addition, these waypoints are triggering coordinates of the channel and function as reference points for establishing data trends since all measurements will be referenced at the same points on the track or road.
    Power consumption can be significantly reduced by starting and recording data for short periods of time during which the correct conditions are met. Triggering measurements over a known channel length reduces errors or error collection anomalies and optimizes energy use. The reduced power consumption can allow the use of generators or energy recovery means of lower rated power or increase the longevity of the batteries.
    According to the prior art, these GPS trigger points that trigger the activation or deactivation of sensor units or state control units are set manually in advance. This is cumbersome and complicated and requires the intervention of qualified engineers who know both the geographical and technical details of the track and the controlled technology.
    In applications where there is no network structure or in which the state control unit is to be attached to rotating components, it has been proposed to use wireless nodes. A consideration in the design of wireless sensor systems is the time between revisions that is frequently dictated by the life of their battery. As a result, energy management is an important factor in the design of wireless sensor systems because it has an immediate impact on maintenance intervals.
    In recent deployments, the wireless sensors mounted on the axle boxes are returning their data to an on-board system using a local wireless network system to collect sensor data and transfer it remotely. Installing wireless LAN systems on a train can be complicated and systems can fail. The disadvantage of these systems is that they all have the same point of failure: the embedded system.
    DE 202005005278 U1 discloses a sensor unit for controlling the temperature of axle box bearings of railway vehicles. DE 102010027490 A1 discloses another railway vehicle control system having a mobile telecommunication device based on GM or UMTS standards.
    When wireless communication devices constantly exchanging data are used, the permanent power consumption is considerable and reduces the battery life. When the sensor unit has energy recovery circuits, these must be sized to provide sufficient energy even when the train is static. However, it is difficult for the manufacturer of the sensor unit to predict and / or establish these intervals and any limitation thereof would impose additional constraints on the user of the railway vehicle.
    SUMMARY OF THE INVENTION The invention seeks to overcome the above problems of the prior art by providing a railway condition control sensor device, a railway axle box, and a method of control of a railway rolling stock with reduced energy consumption and easy to install. The invention relates to a railway state control sensor device configured to be attached to a railway rolling stock of a railway vehicle having at least one vibration sensor, a detection means of a movement of the railway vehicle, a control unit and a wireless communication device for communicating an operating state parameter to a control and control server. The control unit is configured by software and hardware to process at least the signals obtained by the vibration sensor to determine an operating state parameter indicative of the operating state of the bearing. In addition, the control unit is configured to trigger the measurements based on at least one predetermined state.
    It is proposed to further configure the control unit to operate in an energy-saving sleep mode and in at least one activated mode, the control unit being configured to switch from the sleep mode to the activated mode to detecting that a set of predetermined conditions is satisfied, said set of predetermined conditions having the condition that the motion detecting means detects that the railway vehicle is in motion.
    In the context of the invention, "attached to a railway rolling stock" must be understood in a broad sense. The device does not need to be attached directly to the bearing, mechanical and thermal contact sufficiently close to ensure a reliable measurement of the state of the bearing to detect bearing defects, such as defects in one of the paths rolling bearings, one of the rolling elements of the bearings or in the roll cage and / or overheating problems due to insufficient lubrication or contaminated, sufficient.
    In a preferred embodiment of the invention, the railway state control sensor device components are housed in a single compact housing, which is robust enough to operate in the harsh environment of the railroad axles. iron. In the preferred embodiment of the invention, the device is configured to be attached to the axle box or end plate of the axle by a single bolt. However, it is possible to use one or more modules comprising different components of the device, p. ex. to mount the communication device in a properly placed module to prevent a blocking of radio signals.
    The bearing may be a bearing comprising rolling elements of any type, including in particular cylindrical, conical or toroidal rollers arranged in one or two rows.
    In a preferred embodiment of the invention, the wireless communication device is a mobile telecommunication module. In the context of the invention, "mobile telecommunication module" means that the module communicates with nodes of terrestrial or satellite communication networks and can be a module conforming to any suitable standard. The integration of mobile network communication technologies (GPRS / EDGE / HSPA) and GNSS functionality into the sensor device eliminates the need for cables or an embedded system and the failure of a given sensor does not preclude not the operation of another sensor. The system is thus much faster to build, test, install and commission. The cost of the system is also significantly reduced due to the elimination of embedded components. In addition, the sensors can be configured to report directly to a central control server or external systems, since the data can be transmitted using standard protocols such as the Internet protocol.
    The inventors further propose to configure the control unit to classify said operating state parameter by comparing the operating state parameter with at least one limit value and to immediately communicate the operating state parameter to the operation server. control and control only when the operating state parameter is equal to or greater than the at least one limit value. The advantage is that the energy-intensive communication activities are limited to the case where relevant information has to be transmitted, ie. when the bearing is damaged or begins to degrade. Thus, the energy consumption can be further reduced.
    In a preferred embodiment of the invention, the control unit is configured to classify said operating state parameter in at least three severity classes by comparing the operating state parameter to a lower limit value and a upper limit value. In this case, the control unit can be configured to perform a red-orange-green (ROV) classification and enter standby mode when the value of the operating state parameter is equal to or less than a limit value. lower (green), continue to collect the data and determine the operating state parameter if the value of the operating state parameter is between the lower limit value and an upper limit value (Orange) and immediately communicate the parameter d operating state at the control and control servers when the operating state parameter is equal to or greater than the upper limit value.
    In a preferred embodiment of the invention, the railway vehicle motion detection means is a 3-axis accelerometer. 3-axis accelerometers are used in mobile phones and are therefore high quality mass produced items available at a reasonable price on the market. The accelerometers can be operated in standby mode with extremely low power consumption.
    Alternatively, the railway vehicle motion detection means is the vibration sensor used to detect a rolling condition, e.g. ex. a piezoelectric sensor or a fiber-based Bragg sensor fixed in direct or intimate contact with the bearing ring.
    It is further proposed to include in the device a GNSS module for detecting a geographical location, the control unit being configured to determine said operating state parameter if the geographical location is not beyond a predetermined range. By using a GNSS receiver in the sensor, the main processor can collect position information and determine the location and speed of the vehicle and in turn the speed of the bearing and the rotating wheel. If the speed is constant a measurement can be taken. When the sensor device is awake and needs to know its overall position to determine whether to capture data, it can check its memory to see if a waypoint is near and trigger a measurement when the point is reached. The GNSS module can be used for a limited time to conserve energy. If no waypoint is within range, the sensor can use GNSS speed and readings from the 3-axis accelerometer to fire when it determines that it is at a speed constant and the background vibration noise is suitably within the established limits.
    To further maximize the ability to capture data with minimum external noise, the inventors propose to provide the sensor device with an embedded nonvolatile memory such as a FLASH memory that can store preprogrammed coordinates or "waypoints" of long sections of straight and uniform track.
    Another aspect of the invention relates to a railway axle box having a state control sensor device as described above.
    Yet another aspect of the invention relates to a railway condition control system having at least one railway state control sensor device as described above and a control and command server. configured to receive and process messages having the rolling operation status parameter received from the wireless communication device, the control and command server configured to generate roll-related maintenance information according to the parameter of operating state.
    Finally, the inventors propose a method for controlling the state of a railway rolling stock and / or a railroad track by means of a railway state control sensor device according to one of the preceding claims, wherein the control unit is operated in a power saving sleep mode and in at least one activated mode, the control unit being switched from the sleep mode to the activated mode to detecting that a set of predetermined conditions is satisfied, said set of predetermined conditions including the condition that the railway vehicle is in motion.
    The present invention solves the problems by considerably reducing the cost and the installation time of the rolling condition monitoring systems on the rolling stock. In most deployments, the bearing status monitoring systems must be connected by cables to the power supply and the data must be communicated to an on-board data collector and external sensors. The installation of such a system requires a considerable time.
    According to a preferred embodiment of the invention, no onboard component is necessary, namely no component is mounted at a distance from the axle box p. ex. in a locomotive of the train.
    The above embodiments of the invention as well as the appended claims and figures show multiple features of the invention in specific combinations. Those skilled in the art can easily contemplate other combinations or sub-combinations of these features in order to adapt the invention defined in the claims to its specific needs.
    Brief Description of the Figures
    Figure 1 is a schematic representation of a train equipped with a modular system of state control; Figure 2 is a block diagram of a railway state control sensor device according to the invention; and Fig. 3 is a flowchart of a state control method according to the invention.
    Detailed Description of the Modes of Realization
    Figure 1 is a schematic representation of a train equipped with a modular system for monitoring the condition of vehicle bearings in accordance with the invention. The system includes multiple rail state control sensor devices 10 - one for each wheel of the train - to measure at least one operating parameter of a bearing of a train axle box. The railway condition control sensor devices 10 are formed as sensor nodes fixed or embedded in the end plate of a double-row hub roller bearing assembly (not shown) or a axle box housing. The operational parameters measured comprise the vibrations, the acoustic emissions and the rolling temperature and the railway state control sensor devices 10 respectively comprise corresponding sensors 12. The system architecture of the individual sensor devices 10 is illustrated. in Figure 2. Each of the sensor devices comprises a control unit 18 designed to operate the peripheral devices embedded in the sensor device 10 in question. These peripheral devices comprise in particular a vibration sensor 12 mounted in an intimate mechanical contact on one of the rolling rings, a mobile telecommunications module 17 intended to receive and transmit data packets in a terrestrial telecommunication network as that mobile communication interface according to p. ex. a GSM, GPRS, UMTS, or HSDPA standard, a 3-axis accelerometer integrated circuit 19 such as the accelerometer available from Freescale under the name MMA8451Q and a real-time external clock integrated circuit 21 such as the NXP PCF2123. In other embodiments of the invention, the real-time clock integrated circuit could be abolished and other means of determining the overhead could be used. An example would be a 32-bit counter used to program measurements. One or the other of these devices makes it possible to generate a wake-up signal from the control unit 18.
    The telecommunication network comprises base stations 32 mounted within range of the railway track. The telecommunication module 17 allows the exchange of data with a remote fixed control and control server 40 of the system. The railway state control sensor devices 10 further include batteries or a power recovery system that power the sensors 12, the control unit 18, the telecommunication module 17 and the remaining peripheral devices. , possible.
    An analog / digital converter can be integrated in the sensor 12 or mounted between the sensor 12 and the control unit 18.
    Last but not least, the control unit 18 comprises a GPS receiver 23 which receives positioning signals from a satellite system 30 (FIG. 1) as a means for detecting a geographical position. The system is configured such that the railway state control sensor devices 10 can be operated in a sleep mode or in an active mode. In the active mode, measurement and data logging can be enabled and / or disabled depending on the detected geographical position as further explained below.
    When the vehicle is moving and therefore when the bearings are turning, the sensor must decide when to take the measurements. This process is crucial as taking measurements on rough sections of lane, at low speed, at very high speed, when cornering or when the vehicle is accelerating or slowing down produces noise and prevents the determination of the condition of the bearing. of the wheel. Taking multiple measurements and choosing the lowest noise is an option but this wastes energy as all of these measures may be taken under inappropriate conditions. In addition, to carry out the state check, a precise speed of the bearings is necessary. As these sensors are bolted externally on the axle box, they must deduce the speed from the overall position of the vehicle. The control unit 18 is equipped with a memory for storing the road data of the vehicle as well as other data comprising sensor data captured by the sensors 12. In the embodiment in which the vehicle is a train , the road data is a map of the rail network. In other embodiments, the route data may be a collection or database of waypoints or a network of nodes and links. The railway network is composed of a plurality of sections or links stored in the database in the memory 20 in combination with parameters describing the properties of the section such as slope, mean curvature, and allowable travel speed. maximum. The database in the memory has a plurality of possible road sections along which the vehicle can move.
    A waypoint setting means 22 of the control unit 18 is configured to establish waypoints for activating the railway state control sensor devices 10 with the sensors 12 in sections. suitable for the track. The waypoint setting means 22 may also establish deactivation waypoints.
    The waypoint setting means 22 may be part of the control unit 18 or a remote server which sends the waypoints to the control unit 18 by means of the mobile communication interface.
    Each of the waypoints is a data structure comprising not only GPS coordinates but also an optional field indicating the direction of movement of the train in which the control is to be triggered. In addition, the data structure may include upper and lower speed limit fields and, in one embodiment of the invention, for a range of action, i.e. a minimum distance to the GPS coordinates required to trigger the waypoint alarm. As a result, the system can be configured so that the alarm is not triggered each time the train passes the waypoint but rather only when the train passes in one of two possible directions on a track and when the speed is within a desired range suitable for obtaining high quality measurements.
    In the embodiment of the figures, the waypoint setting means 22 is a planning application of the data collection waypoints on the route of the train. These can in particular include real coordinates on a straight path when the speed is deemed constant. The waypoint setting means 22 in the embodiment provides a Keyhole Markup Language (KML) file or other type of standard file format (eg GML) which is a standard for the GIS data used by various card suppliers. This generic file can be used by a state control system server to download and use the waypoints or waypoints that are stored in a waypoint database in the memory 20.
    The waypoints may be start points and end points of road sections that are part of a set of predetermined road sections in which the data acquisition by the path state control sensor devices. Iron 10 will be activated.
    The triggering of the sensor measurements by the control unit 18 is illustrated in FIG. 3. The measurements are initiated only when a first block of time and motion based trip conditions and a second block of point trigger conditions. tracking or accelerometer triggering are cumulatively satisfied. On power up, the control unit is operated in a low energy sleep mode in which only the overhead time given by the external real-time clock integrated circuit 21 is controlled. When the system time indicates that a predetermined interval has elapsed, the control unit 18 reads the signals from the accelerometer 19 to detect whether or not the train is in motion. Motion is detected by applying a threshold to a maximum hold envelope signal of the accelerometer 19. Thus, the accelerometer 19 serves as a means of detecting a movement of the railway vehicle.
    The system times set for reading the accelerometer 19 do not have to be regular intervals but can be set in different ways, e.g. ex. to correspond to a daily schedule of the train.
    If the control unit 18 establishes that the train is in motion, it switches to the active measurement mode by sending a wake-up signal to its peripheral devices and begins to evaluate the trip conditions according to the waypoints. Upon receipt of the activation signal, the GPS receiver 23 listens and interprets the coded Position, Speed and Direction messages in accordance with the standards established by the NMEA (National Marine Electronics Association). Then, the in-memory waypoint database with the waypoint collection in the memory 20 is updated using the data received from the waypoint setting means 22. According to the position, the GPS system determines the arrival at a waypoint for each waypoint provided and notifies the control unit 18 when the waypoint is reached.
    If waypoints are in the search radius, the stored direction variable for each point is checked to see if it matches the direction of the vehicle. In the event of a match of meaning, the speed is checked at the subsequent step. When the speed is greater than or equal to the preconfigured value (minimum speed), the measurement is triggered.
    In embodiments where a specific radius up to a waypoint is set, it must be set to a value less than the search radius and the waypoint alarm must be triggered only when the distance up to at the waypoint is both in the search radius and in the specific radius at the point of the traverse. Once a measurement has been triggered, the path point is marked as being processed in the waypoint database.
    If no waypoint is in the search radius, the noise in the accelerometer signal 19 is compared to a limit value. If the noise is low enough to anticipate high quality measurements, the speed is checked. When the speed is greater than or equal to the preconfigured value, the measurement is also triggered.
    Another means of triggering measurements is facilitated by the system when a specific network time is specified to start the measurement. The system application software controls the position data that is constantly provided by the GPS module 23 and estimates the time required to reach the waypoint position. At some point before reaching the waypoint, the system application software sets a future system time for the measurement. When this time is reached, the process of Figure 3 reading the accelerometer as described above is started. Activation and deactivation may additionally depend on other parameters such as travel speed, outdoor temperature and elapsed time since last activation. As an optional feature, the speed changes are constantly reported by the GPS module 23 and if the shift event is supported, the database is refreshed as appropriate.
    As already mentioned, the state control unit 10 for use in the state control system described above has a control unit 18 configured to operate in a power saver mode. of energy and in an active mode. The control unit 18 is configured to switch the state control unit 10 from the active mode standby mode and the active mode mode to the standby mode according to the signals received by the control unit 18 via of an emitter from the control unit 18. More specifically, the control unit 18 is configured to switch the state control unit 10 from the standby mode to the active mode upon receipt of a wake-up signal from a control unit 18 and switch the status control unit 10 from the active mode to the standby mode upon receiving a standby signal received from the control unit 18. The standby signal is usually generated at the end of the measure.
    In other embodiments of the invention, the state control system may include an INS (inertial navigation system).
    Once the data has been captured, the control unit 18 may execute an internal algorithm to determine a severity of a rolling bearing operating state parameter as a parameter indicating the state of the controlled part. If the severity is judged to be low (green) the sensor device 10 can return to standby mode, if the gravity is average (Orange) it may decide to memorize the data until further measurements are collected or transmitted. the state. If the severity is severe (red), the sensor device 10 may immediately transmit the data severity parameter or the operating state parameter, provided that a cellular network connection is present. By using this data offloading method, the sensor device 10 transmits data infrequently, which saves energy and cost of data. Saving energy translates into cost savings since the sensor requires very little maintenance and can run from an internal battery power for several years. Upon receipt of the data measured by the sensor device from the wireless communication device, the control and control server 40 processes the messages with the rolling operation status parameter and generates or adapts the maintenance information as described in FIG. a maintenance plan relating to said bearing according to the operating state parameter. If damage is detected, the next revision may be scheduled earlier or it may be noted that the bearing needs to be replaced in the maintenance plan, depending on the severity. Data packets received by the command server 40 include at least one rolling identifier, a severity parameter, and geographic information indicating where the problem has been detected.
    The cost of the system is reduced by incorporating into the sensor the characteristics of an embedded system, making it a more attractive solution for potential customers.
    The time and manufacturing costs are reduced since the system consisting of expensive onboard sensors and components such as gateways and personal computers can now be condensed into a single intelligent sensor device 10.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    claims
    A railway condition control sensor device configured to be attached to a railroad vehicle railway bearing, comprising: a. at least one vibration sensor (12); b. means (19) for detecting a movement of the railway vehicle; vs. a control unit (18) for processing at least the signals obtained by the vibration sensor (12) to determine an operating state parameter indicating the operating state of the bearing, wherein the control unit (18) is configured to trigger measurements based on at least one predetermined state; and D. a wireless communication device (17) for communicating the operating state parameter to a control and control server (40), characterized in that the control unit (18) is configured to be operated in one mode. energy-saving sleep mode and in at least one activated mode, the control unit (18) being configured to switch from the sleep mode to the activated mode to the detection that a set of predetermined conditions is satisfied, wherein said set predetermined conditions includes the condition that the motion detection means (19) detects that the railway vehicle is in motion.
    [2" id="c-fr-0002]
    The railway condition control sensor device according to claim 1, characterized in that said wireless communication device (17) is a mobile telecommunication module.
    [3" id="c-fr-0003]
    The railway condition control sensor device according to claim 2, characterized in that said control unit (18) is configured to classify said operating state parameter by comparing the operating state parameter at least one limit value and immediately communicate the operating state parameter to the control and control server (40) only when the operating state parameter is equal to or greater than the at least one limit value.
    [4" id="c-fr-0004]
    The railway condition control sensor device according to claim 3, characterized in that said control unit (18) is configured to classify said operating state parameter into at least three gravity classes by comparing the operating state parameter at a lower limit value and an upper limit value and for: a. enter standby mode when the value of the operating state parameter is equal to or less than a lower limit value; b. continue to collect the data and determine the operating state parameter if the value of the operating state parameter is between the lower limit value and an upper limit value and for c. immediately communicating the operating state parameter to the control and control server (40) when the operating state parameter is equal to or greater than the at least one limit value.
    [5" id="c-fr-0005]
    The railway condition control sensor device according to one of the preceding claims, characterized in that said means (19) for detecting a movement of the railway vehicle is a 3-axis accelerometer.
    [6" id="c-fr-0006]
    The railway condition control sensor device according to claim 4, characterized in that said rail vehicle motion detection means is the vibration sensor (12).
    [7" id="c-fr-0007]
    7. Railway state control sensor device according to one of the preceding claims, characterized by the further inclusion of a GPS module (23) for detecting a geographical position, in which the unit controller (18) is configured to determine said operating state parameter if the geographical position is not beyond a predetermined range.
    [8" id="c-fr-0008]
    Railway axle box having a state control sensor device according to one of the preceding claims.
    [9" id="c-fr-0009]
    A railway condition control system comprising at least one railway state control sensor device (10) according to one of claims 1 to 7 and a control and command server (40). ) configured to receive and process messages having the rolling operation status parameter received from the wireless communication device (17), wherein the control and command server is configured to generate roll-related maintenance information depending on the operating state parameter.
    [10" id="c-fr-0010]
    10. A method of controlling the condition of a railway rolling stock and / or a railway track by means of a railroad condition control sensor (10) according to one of the preceding claims. wherein the control unit (18) is operated in a power-saving sleep mode and in at least one activated mode, in which the control unit (18) switches from the sleep mode to the activated mode detecting that a set of predetermined conditions is satisfied, wherein said set of predetermined conditions includes the condition that the railway vehicle is in motion.
    类似技术:
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    同族专利:
    公开号 | 公开日
    FR3046589B1|2020-09-25|
    GB2546087A|2017-07-12|
    GB201600280D0|2016-02-24|
    US20170199101A1|2017-07-13|
    DE102017200085A1|2017-07-13|
    US10527521B2|2020-01-07|
    CN107031681B|2020-07-03|
    CN107031681A|2017-08-11|
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    法律状态:
    2017-12-26| PLFP| Fee payment|Year of fee payment: 2 |
    2019-01-25| PLSC| Publication of the preliminary search report|Effective date: 20190125 |
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    2021-12-27| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    GB1600280.0A|GB2546087A|2016-01-07|2016-01-07|Railway condition monitoring sensor device and method for monitoring the condition of a railway bearing|
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