System and method for monitoring the health status of a damper of a rail vehicle

Abstract

A method for detecting a malfunction of a gas-liquid damper of a rail vehicle is provided, comprising: - receiving a first input signal (S1) indicative of a stroke-related parameter of the gas-liquid damper determined at a first time instant, - determining a first stroke value based on the first input signal (S1), - receiving at least one second input signal (S i ), wherein each subsequent signal (S i ) is indicative of a respective stroke-related parameter measured at a respective subsequent time instant, - determining a respective stroke value based on each second input signal (S i ), - determining a stroke value over time based on the determined stroke values, and determining that a malfunction of the gas-liquid damper exists if the stroke value over time fulfills a first criterion. A system, a gas-liquid damper and a computer program product are also provided.

Description

Technical Field

[0001] This invention relates to a rail vehicle damper monitoring system and method for detecting faults in at least one gas-hydraulic damper used in rail vehicles. The invention also relates to a gas-hydraulic damper used with such a system. Background Technology

[0002] Hydraulic dampers, also known in the art as buffers, are typically installed in a central buffer coupler suitable for connecting rail vehicles. In the central buffer coupler, the damper effectively absorbs the impact loads during compression and extension of the damper, thereby reducing passenger jerking and making the ride smoother.

[0003] The general function and structure of the hydraulic damper of the present invention includes a hollow piston axially movably housed within a cylindrical housing. A volume of hydraulic fluid is contained in a working chamber within the housing. This working chamber is connected to an overflow chamber in the piston via a throttling device. During damper compression, for example, when a moderately damped load pushes the piston further into the housing, as the volume of the working chamber decreases, hydraulic fluid is forced into the overflow chamber via the throttling device. A partition element, freely sliding within the hollow piston, is moved by the incoming fluid, thus increasing the volume of the overflow chamber. The partition wall is displaced against the force of a compressible spring, which is loaded while absorbing most or all of the energy causing the damper to compress. This spring is typically a gas volume that absorbs the energy generated during damper compression under moderate loads. During damper extension, the spring releases the energy it contains, allowing hydraulic fluid in the overflow chamber to return to the working chamber. This reverse flow is typically guided in an alternative manner, bypassing the throttling device, allowing the piston to return unrestricted to its unloaded position. To avoid severe backlash when the piston returns during its extension motion, an additional chamber can be provided to receive a smaller volume of hydraulic fluid during compression and return the same volume of hydraulic fluid via a throttling channel during the extension of the damper, thus balancing the expansion of the gas spring and the damper.

[0004] One common problem associated with dampers or buffers is that their performance is highly dependent on maintaining the volume of hydraulic fluid and the gas in the spring to absorb energy and then return to their initial state so that they can withstand compressive forces again. If the damper's performance is reduced due to low internal pressure, the stroke is reduced, and therefore the energy absorption capacity is also reduced. The compressive force is then at least partially absorbed by other components (e.g., non-regenerative elements in a train collision energy management system), thus reducing the total capacity to absorb collision energy. As a result, in the event of a collision, the system's ability to absorb energy is reduced, and the structure may be damaged at speeds lower than intended.

[0005] When problems such as oil or gas leaks occur in the damper, these leaks are often undetectable today. Moreover, if the leak is small, the damper may remain in use for a long time before its performance degrades to the point where maintenance is clearly required.

[0006] Currently, during routine maintenance performed at long but regular intervals, faulty dampers are repaired or replaced. Due to logistical and economic reasons, it is not possible to schedule maintenance at shorter intervals, and it is also difficult to predict when the damper's performance will deteriorate due to wear and damage caused by numerous factors.

[0007] Therefore, there is a need for an improved damper monitoring system and method that addresses the problems associated with performance degradation and enables earlier detection of faults. Summary of the Invention

[0008] The object of the present invention is to eliminate or at least minimize the aforementioned problems. This is achieved by a rail vehicle damper monitoring system, a gas-liquid damper, a computerized method for detecting faults in at least one gas-liquid damper of a rail vehicle, and a non-transitory computer-readable storage medium, as described in the appended independent claims.

[0009] The rail vehicle damper monitoring system according to the present invention includes a gas-hydraulic damper for a rail vehicle and processing circuitry. The gas-hydraulic damper includes one or more sensors configured to measure stroke-related parameters and send signals indicating the measured stroke-related parameters to the processing circuitry. The processing circuitry is configured to, for each of at least one gas-hydraulic damper, detect a fault in that damper and receive from one or more of the at least one sensor included in the gas-hydraulic damper a first input signal indicating a stroke-related parameter of the damper determined at a first time. Furthermore, the processing circuitry is configured to determine a first stroke value based on the first input signal and receive at least one second input signal from the one or more sensors, wherein each subsequent signal indicates a corresponding stroke-related parameter measured at a corresponding subsequent time. The processing circuitry is also configured to determine a corresponding stroke value based on each of the second input signals, determine a stroke value over time based on the determined stroke value, and determine that the gas-hydraulic damper is faulty if the stroke value over time meets a first criterion.

[0010] Therefore, the performance of at least one gas-hydraulic damper can be monitored, and a fault can be detected if the travel value over time meets a first criterion. This allows for fault detection even before the damper's performance begins to deteriorate significantly, thereby preventing damage to the gas-hydraulic damper and / or rail vehicles equipped with it. Due to this invention, maintenance or replacement of the gas-hydraulic damper can be scheduled based on the damper's own performance, enabling rapid action in the event of damper failure while avoiding unnecessary maintenance of a fully functional damper. This is advantageous in providing more cost-effective operation of the damper and ensuring that the damper operates at the desired performance level during use.

[0011] Appropriately, the first criterion is that the travel value over time exceeds a preset travel threshold, and the processing circuit is configured to determine that a damper fault exists if the travel value over time exceeds the preset travel threshold. Thus, if the travel value over time is too large, a fault can be detected because this would indicate a leak of gas or hydraulic fluid in the gas-hydraulic damper. If a very large leak occurs, the travel value over time will be very large, indicating a severe reduction in the damping capacity of the damper, making it unsafe for the gas-hydraulic damper to continue operating.

[0012] Alternatively or in combination, the first criterion is that the stroke value over time exceeds a preset integrated stroke value threshold, and the processing circuit is configured to determine that a damper fault exists if the stroke value over time exceeds the preset integrated stroke value threshold. Therefore, a fault can be detected if the stroke value over time remains excessively large, causing the pneumatic-hydraulic damper to have an undesirable large stroke over time. This will also indicate a leak in the pneumatic-hydraulic damper, and more specifically, a possible leak of hydraulic fluid, which leads to a gradual deterioration of the damper's performance. Being able to detect such a leak before a significant loss of hydraulic fluid is highly advantageous, as this allows for the maintenance or replacement of the damper before its performance deteriorates to the point where it can no longer respond as needed to the level of forces applied to the damper during operation.

[0013] Suitablely, one or more of the at least one sensor is a travel sensor configured to measure the travel of the damper, wherein the first travel value and / or the at least one subsequent travel value are the travel of the damper measured at the corresponding time. Therefore, the travel of the damper can be directly measured and used in an easy and convenient manner to determine the travel value and the travel value over time.

[0014] Suitablely, one or more of the at least one sensor is a pressure sensor configured to measure the air or oil pressure of the damper, wherein the stroke-related parameter is the air or oil pressure, and wherein the processing circuitry is configured to determine the stroke value over time based on trend analysis of the air or oil pressure of the damper measured at a given moment. Therefore, more cost-effective and robust sensors can be used to determine the pressure, and the processing circuitry can be configured to determine the stroke of the damper based on the pressure.

[0015] Furthermore, the system may include an ambient temperature sensor for measuring ambient temperature. The processing circuitry is also configured to receive temperature values ​​from the ambient temperature sensor and to determine a first stroke value and / or a stroke value over time based on the ambient temperature. Therefore, the expansion of gas and / or hydraulic fluid in the damper due to changes in ambient temperature can be taken into account, allowing for a more accurate determination of the stroke value based on the measured pressure.

[0016] Appropriately, the processing circuit is also configured to compare the travel value over time with a preset first coupling threshold, and based on the comparison, determine that the rail vehicle is in a coupling mode in which the rail vehicle is currently coupling to or disengaging from another rail vehicle. This allows coupling actions to be detected, and allows the damper to meet a first criterion during coupling without detecting a fault. It is well known that during coupling, the damper's travel is very high for a short period, which can be used to distinguish between coupling situations and normal operation of the damper when coupled within the rail vehicle.

[0017] Furthermore, the processing circuitry can be configured to determine a damper fault only if the travel value over time meets a first criterion, provided the rail vehicle is not currently in coupled mode. If the travel value over time meets the first criterion during normal operation, this would indicate a fault in the damper due to, for example, a leak of hydraulic fluid or gas.

[0018] Appropriately, the first criterion is that the stroke value over time is higher than a preset stroke threshold and the rate of change of the stroke value over time is lower than a preset rate of change threshold, such that the processing circuit is configured to detect a fault if the stroke value over time is higher than the preset stroke threshold and the rate of change of the stroke value over time is lower than the preset rate of change threshold. In particular, if the rate of change gradually increases over time, this may indicate a small oil leak, which would be difficult to detect using conventional techniques, and is particularly advantageous in that it can detect small leaks in this way before a large amount of hydraulic fluid is lost.

[0019] Appropriately, the processing circuit is also configured to determine the static pressure of the damper gas chamber based on one or more of the received input signals, and to determine that the damper is faulty if the static pressure is below a predetermined pressure threshold. Thus, the static pressure can be used as a second indicator to help determine whether a damper fault exists. Since very low static pressures would indicate large gas leaks, it is particularly important to be able to detect faults in such cases and prevent the damper from suddenly failing to function. Furthermore, the processing circuit can also be configured to determine the static pressure based on ambient temperature to allow for compensation in cases where the ambient temperature affects the static pressure.

[0020] Appropriately, the processing circuitry is also configured to generate an alarm if a damper malfunction is detected. This allows personnel on the train or remotely to become aware of the damper malfunction, enabling action to be taken to avoid damage or injury caused by the damper failure. Furthermore, the alarm can be used to automatically schedule maintenance if needed.

[0021] Furthermore, the processing circuit can be configured to determine the estimated remaining life of the gas-liquid damper based on the stroke value over time. This also helps to schedule the maintenance or replacement of the damper according to its operation, so that dampers that have been used for a long time and subjected to repetitive forces that cause changes in the damper's stroke will be replaced more quickly than dampers that have not been heavily used.

[0022] Appropriately, the system is also connected to an output device configured to present information to the user regarding the estimated remaining life of the gas-liquid damper. This also allows the information to be brought to the user's attention.

[0023] The detected fault could be internal oil leakage in the gas-liquid damper. Therefore, by analyzing the stroke of the damper described herein, leaks that are difficult to detect with other means can be detected. Because the hydraulic chamber in the damper is located within the damper housing and cannot be accessed from the outside, this invention enables the detection of leaks even if they are not visible from the outside.

[0024] Furthermore, the processing circuit is configured to determine a force based on the determined stroke value and / or the stroke value over time, and to determine the estimated remaining life of the gas-liquid damper based on the number of times the force exceeds a first force threshold and / or the length of time the force exceeds the first force threshold. This allows for monitoring of damper wear, enabling maintenance or replacement of dampers repeatedly subjected to large forces.

[0025] Appropriately, the processing circuit is also configured to determine a collision based on the force exceeding a second force threshold. This allows for the detection of extremely large forces caused by a collision and the generation of an alarm based on this detection. Furthermore, since a collision is likely to render the damper unusable, this information can also be used to indicate that the damper needs to be replaced.

[0026] The invention also includes a gas-hydraulic damper for a rail vehicle, comprising a cylindrical housing (in which a hollow piston is axially movable and accommodated), a variable-volume working chamber in the housing, a variable-volume overflow chamber in the piston, and a variable-volume spring chamber in the piston, the hydraulic overflow chamber being connected to the hydraulic working chamber via a throttle valve in a flow passage located between the working chamber and the overflow chamber, the spring chamber being configured to hold a gas volume serving as a spring, and the spring chamber being separated from the hydraulic overflow chamber by an axially movable separator piston. The gas-hydraulic damper further includes one or more sensors configured to measure stroke-related parameters of the gas-hydraulic damper and generate signals indicating the measured stroke-related parameters; and a transmitter configured to receive signals from the one or more sensors and further configured to send the signals to processing circuitry to determine a first stroke value based on a first input signal, and to determine that the gas-hydraulic damper is faulty if the first stroke value meets a first criterion. Therefore, the stroke-related parameters can be measured and sent to the processing circuit.

[0027] Suitable, the at least one sensor includes a stroke sensor configured to measure piston stroke. This provides the advantage of directly measuring the damper's stroke.

[0028] Furthermore, the at least one sensor may include a pressure sensor configured to measure the gas pressure in the spring chamber. This provides the advantage of having a cost-effective and robust sensor capable of detecting gas pressure, which can then be used by processing circuitry to determine the stroke.

[0029] Suitablely, the at least one sensor includes a pressure sensor configured to measure the oil pressure in the working chamber and / or the overflow chamber. Thus, the pressure of the hydraulic fluid in the working chamber or overflow chamber can be measured, and the stroke can be determined from the measurement via processing circuitry. The pressure sensor can also be manufactured to be cost-effective and reliable.

[0030] The present invention also provides a computerized method for detecting a fault in at least one gas-hydraulic damper of a rail vehicle, comprising: receiving, in a processing circuit communicatively connected to the gas-hydraulic damper, a first input signal from one or more of at least one sensor included in the gas-hydraulic damper indicating a travel-related parameter determined by the gas-hydraulic damper at a first moment; determining a first travel value based on the first input signal using the processing circuit; receiving, in the processing circuit, at least one second input signal from the one or more sensors, wherein each subsequent signal indicates a corresponding travel-related parameter measured at a corresponding subsequent moment; determining a corresponding travel value based on each of the second input signals using the processing circuit; determining a travel value over time based on the determined travel value using the processing circuit; and determining that a fault exists in the gas-hydraulic damper if the travel value over time meets a first criterion.

[0031] The first criterion could be a travel value exceeding a preset travel threshold over time, and the processing circuitry could determine if a damper fault exists if the travel value exceeds the preset travel threshold over time. Alternatively, the first criterion could be a travel value SV over time. T If the travel integral value exceeds a preset threshold, and the processing circuitry determines that it may include the travel value SV over time. T If the value exceeds a preset stroke integral threshold, a damper malfunction is identified. Any combination of these criteria may also be applied, if appropriate.

[0032] Furthermore, one or more of the at least one sensor may be a travel sensor configured to measure the travel of the damper, wherein the first travel value and / or at least one subsequent travel value may be the travel of the damper measured at the corresponding moment.

[0033] Suitablely, one or more of the at least one sensor is a pressure sensor configured to measure the air pressure or oil pressure of the damper, wherein the stroke-related parameter is the air pressure or oil pressure, and wherein determining the stroke value over time using processing circuitry includes: determining the stroke value over time based on trend analysis of the air pressure or oil pressure of the damper measured at the corresponding time.

[0034] In addition, the method may include receiving a temperature value from an ambient temperature sensor in a processing circuit, and using the processing circuit to determine the first travel value and / or the travel value over time based on the ambient temperature.

[0035] In addition, the method may include using processing circuitry to compare a travel value over time with a preset first coupling threshold, and using processing circuitry to determine, based on the comparison of the travel value over time with the preset first coupling threshold, that the rail vehicle is in a coupling mode in which the rail vehicle is currently coupled to or detached from another rail vehicle.

[0036] Appropriately, the method may include using processing circuitry to determine the presence of a damper fault, including if the travel value over time meets the first criterion, only if the rail vehicle is not currently in a coupled mode.

[0037] The first criterion could be that the stroke value over time is higher than a preset stroke threshold and the rate of change of the stroke value over time is lower than a preset rate of change threshold, such that the method includes using processing circuitry to determine the presence of a damper fault when the stroke value over time is higher than the preset stroke threshold and the rate of change of the stroke value over time is lower than the preset rate of change threshold. This allows detection of whether creep has occurred due to hydraulic fluid leakage, causing the damper to have a higher-than-expected and slowly changing stroke. This ability to detect is particularly advantageous because small amounts of oil leakage are typically difficult to detect in gas-hydraulic dampers.

[0038] The method may further include using processing circuitry to determine the static pressure of the damper gas chamber based on one or more received input signals, and using processing circuitry to determine that the gas-liquid damper is faulty if the static pressure is below a predetermined pressure threshold.

[0039] In addition, the method may include using processing circuitry to determine the static pressure, including further determining the static pressure based on ambient temperature.

[0040] Appropriately, the method also includes generating an alarm using processing circuitry if a fault in the gas-liquid damper is detected.

[0041] In addition, the method may include using processing circuitry to determine the estimated remaining life of the gas-liquid damper based on the travel value over time.

[0042] Appropriately, the method includes presenting information about the estimated remaining life of the gas-liquid damper to the user using an output device communicatively connected to the processing circuitry.

[0043] The detected fault could be an internal oil leak in the gas-liquid damper.

[0044] The invention also includes a non-transitory computer-readable storage medium storing instructions that, when executed by processing circuitry of a rail vehicle damper monitoring system for detecting faults in at least one gas-liquid damper for a track, cause the system to target each of the at least one gas-liquid damper included in the system:

[0045] In the processing circuit, a first input signal indicating the stroke-related parameters of the gas-liquid damper determined at a first moment is received from one or more sensors included in the gas-liquid damper.

[0046] The processing circuit uses the first input signal to determine the first stroke value.

[0047] The processing circuit receives at least one second input signal from the one or more sensors, wherein each subsequent signal indicates a corresponding travel-related parameter measured at a corresponding subsequent time.

[0048] The processing circuit uses each of the second input signals to determine the corresponding stroke value.

[0049] The processing circuit uses the determined travel value to determine the travel value over time.

[0050] If the travel value over time meets the first criterion, the processing circuit is used to determine that the gas-liquid damper is faulty.

[0051] The non-transitory computer-readable storage medium may also store instructions that, when executed by processing circuitry, cause the system to perform the steps of the method according to the invention.

[0052] Other benefits and advantages of the present invention will become apparent to those skilled in the art from the following detailed description. Attached Figure Description

[0053] The invention will now be described in more detail with reference to the accompanying drawings, in which...

[0054] Figure 1 This is a schematic diagram of a gas-liquid damper according to one or more embodiments of the present invention;

[0055] Figure 2 This is a schematic diagram of a system according to one or more embodiments of the present invention;

[0056] Figure 3 This is a flowchart of a method according to one or more embodiments of the present invention;

[0057] Figure 4 This is a flowchart of a method according to one or more embodiments of the present invention;

[0058] Figure 5 This is a flowchart of a method according to one or more embodiments of the present invention;

[0059] Figure 6 This is a flowchart of a method according to one or more embodiments of the present invention;

[0060] Figure 7 This is a flowchart of a method according to one or more embodiments of the present invention;

[0061] Figure 8 This is a flowchart of a method according to one or more embodiments of the present invention; and

[0062] Figure 9 This is a flowchart of a method according to one or more embodiments of the present invention.

[0063] All accompanying drawings are schematic and not necessarily drawn to scale, and generally only show the parts necessary to illustrate the various embodiments, while other parts may be omitted or are merely suggested. Any reference numerals appearing in multiple drawings refer to the same object or feature in all drawings unless otherwise stated. Detailed Implementation

[0064] introduce

[0065] The various aspects of this disclosure will be described more fully below with reference to the accompanying drawings. However, the methods and systems disclosed herein can be implemented in many different forms and should not be construed as limited to the aspects set forth herein. The same reference numerals throughout the drawings denote the same elements.

[0066] The terminology used herein is for the purpose of describing particular aspects of this disclosure only and is not intended to limit the invention. As used herein, the singular forms “a,” “an,” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise.

[0067] gas-liquid damper

[0068] Now refer to Figure 1 Describe a gas-liquid damper.

[0069] The main structural component of the damper 10 according to a preferred embodiment of the invention includes a hollow piston 2, which is received to move axially in the compression and extension directions within a cylinder housing 1. A hydraulic working chamber 5 within the housing 1 contains a volume of hydraulic fluid, which is in fluid flow communication with an external hydraulic overflow chamber 4 within the hollow piston 2 via a throttle valve 8, which may suitably be a flow restrictor and check valve. Therefore, the throttle valve is configured to open in response to an increased predetermined pressure generated in the volume of hydraulic fluid in the working chamber due to external force compressing the piston and housing. Then, as the hydraulic fluid transfers from the working chamber to the overflow chamber, the gas volume in the spring chamber 3 is compressed and loaded. When the load on the piston stops, the gas expands, causing the fluid in the overflow chamber to return to the working chamber via the throttle valve in a recoil manner following the compression impact load; the throttle valve may include a check valve. The spring chamber 3 is connected to the overflow chamber 4 but separated from it by an axially movable separator piston 6. When the fluid returns to the working chamber 5, the separator piston 6 can move axially toward the overflow chamber 4, thereby reducing the gas pressure in the spring chamber 3.

[0070] At least one sensor 7 is also provided in the damper 10, which is arranged within the damper 10 to measure at least one stroke-related parameter. Depending on the stroke-related parameter to be measured and how it is measured, the at least one sensor 7 may be arranged in different parts of the housing 1 and / or the piston 2. In a preferred embodiment, multiple sensors 7 are shown, in this example sensors 7a, 7b, and 7c, to illustrate the proper placement of at least one sensor 7; however, it should be noted that only one sensor 7 may also be used.

[0071] In a preferred embodiment, the at least one sensor is preferably a stroke sensor for measuring the stroke of the damper 10, or alternatively a pressure sensor for measuring the gas pressure in the spring chamber 3 or the oil pressure in the working chamber 5 or the overflow chamber 4. Figure 1 In the diagram, the first sensor 7a is shown as a pressure sensor connected to the spring chamber 3 and configured to measure the gas pressure in the spring chamber. The second sensor 7b is shown as a pressure sensor connected to the overflow chamber 4 and configured to measure the oil pressure in the overflow chamber 4, while the third sensor 7c is shown as a pressure sensor connected to the working chamber 5 and configured to measure the oil pressure in the working chamber. In embodiments where at least one sensor includes a stroke sensor 7, the stroke sensor 7 can be placed in any of the positions shown for the first sensor 7a, the second sensor 7b, and the third sensor 7c, or alternatively, it can be placed in another position on, within, or connected to the gas-liquid damper 10.

[0072] In embodiments where the at least one sensor 7 is arranged on the outside of the damper 10, this is advantageous because it facilitates the installation and replacement of the at least one sensor 7, and also allows the at least one sensor 7 to be mounted on an already used damper 10, thus enabling the invention to be used with gas-liquid dampers according to the prior art. However, it is also advantageous to mount the at least one sensor 7 inside the damper 10 to enable measurements to be taken inside the overflow chamber 4 and / or the working chamber 5, which are normally inaccessible from the outside of the damper 10.

[0073] The damper 10 according to the invention further includes at least one transmitter 11, which may be integrated with the at least one sensor 7, or optionally provided as a separate component disposed within, on, or connected to the damper 10. The transmitter 11 is operatively connected to the at least one sensor 7 such that signals generated in the at least one sensor 7 can be transmitted from and received by the transmitter 11. Furthermore, the transmitter 11 is configured to transmit signals received from the at least one sensor to a receiver configured to receive signals. This receiver may be included in or outside the monitoring system according to the invention and communicatively coupled to the processing circuitry of the system, thereby enabling signals transmitted from the at least one sensor 7 to be received in the processing circuitry. Figures 2 to 9 The system and method embodiments further describe the transmission and further processing of such signals.

[0074] System Architecture

[0075] Now refer to Figure 2 Describe a system implementation example.

[0076] Figure 2 A rail vehicle damper monitoring system 100 is shown for detecting faults in at least one gas-liquid damper 10 of a rail vehicle. System 100 includes the gas-liquid damper 10 for the rail vehicle and processing circuitry 110. Processing circuitry 110 can be implemented as hardware, software, or firmware, and it can be integrated in a coupler including the gas-liquid damper 10 to be monitored, or external to said coupler, and implemented, for example, in a train computer, a central server, or as a cloud service, and communicatively coupled to system 100 via wired or wireless (i.e., via a wireless network).

[0077] The gas-liquid damper 10 includes one or more sensors 7 configured to measure stroke-related parameters and send signals indicating the measured stroke-related parameters to the processing circuit 110.

[0078] The processing circuit 110 is configured to, for each of at least one gas-liquid damper 10, detect a fault in the gas-liquid damper 10 by receiving a first input signal S1 from one or more of at least one sensor 7 included in the gas-liquid damper 10, indicating a stroke-related parameter of the gas-liquid damper determined at a first time T1, and determining a first stroke value SV1 based on the first input signal S1. The processing circuit 110 is also configured to, for each of the at least one gas-liquid damper 10, receive a second input signal S from one or more sensors 7. i , where each subsequent signal S i Indicates at the corresponding subsequent time T i The corresponding stroke-related parameters are measured; based on each second input signal S i Determine the corresponding travel value SV i Based on the determined travel values ​​SV1 and SV i Determine the travel value SV over time T ; and if the travel value SV changes over time T If the first criterion is met, then the gas-liquid damper 10 is determined to be faulty.

[0079] The detected fault could be an internal oil leak in the gas-liquid damper 10, or alternatively, a gas leak in the gas-liquid damper 10.

[0080] The first criterion can be the travel value SV over time. T If the travel value SV exceeds a preset travel threshold, the processing circuit 110 can be configured in this case to adjust the travel value SV based on the travel time. T If the travel distance exceeds a preset travel threshold, a fault is determined in damper 10. Preferably, the preset travel threshold is set to indicate if the value SV over time... T Above this value, internal oil leakage exists in the damper. Advantageously, the preset stroke threshold can be selected as 95% of the maximum stroke of the damper, where the maximum stroke is the maximum mechanical stroke of the piston 2 of the gas-liquid damper 10 reaching the bottom of the cylinder housing 1, i.e., when the piston 2 is at... Figure 1 When the piston 2 is as far away from the right as possible. Therefore, if 95% of the maximum stroke is selected as the preset stroke threshold, then if the piston 2 reaches 95% of its maximum mechanical stroke into the cylinder housing 1, the processing circuit 110 will determine that the damper 10 is faulty.

[0081] The first criterion may optionally be that the integral travel value over time is higher than a preset integral travel value threshold, and the processing circuit 110 may be configured in this case to if the travel value SV over time is higher than a preset integral travel value threshold. T If the integral stroke value exceeds a preset threshold, a fault is determined in damper 10. The high integral stroke value SV over time...T This indicates that the damper's stroke has become undesirably large over time, causing the damper to respond to traction or compression forces with a stroke greater than expected. This also indicates that an internal leak has occurred, resulting in a lower-than-expected level of hydraulic fluid available in the damper, and monitoring the integral stroke value thus allows for early detection of leaks before a significant loss of hydraulic fluid leads to acute damper failure. In one embodiment, the preset integral stroke threshold could be 250 mm / s, which would indicate that the stroke increases from zero to 50 mm over a period of approximately 100 s, and that an internal leak has occurred and caused creep, wherein the stroke gradually increases over a long period.

[0082] In some embodiments, if appropriate, the first criterion may be a combination of any or all of the options that satisfy the first criterion described above.

[0083] When a small internal oil leak occurs in the damper 10, creep may occur, in which the stroke gradually increases in response to the force applied to it. In this case, the stroke will consistently be slightly greater than the expected stroke, and the damper 10 may also be slowly compressed, even when not subjected to sufficient force to normally induce the activation of the damper 10, such as during the acceleration of a rail vehicle in which the damper 10 is arranged.

[0084] Alternatively, a high absolute value of the rate of change of stroke or a high integral stroke value over time can indicate that coupler 100 is currently positively coupled to another coupler. This will be described in further detail below.

[0085] One or more of the at least one sensor 7 may be a travel sensor configured to measure the travel of the damper, wherein the travel-related parameter is the measured travel. In these embodiments, a first travel value SV1 and / or at least one subsequent travel value SV i It could be the measured stroke of the damper at the corresponding time T1, T i Alternatively, the calculated travel value can be derived as a function of the measured travel. In these embodiments, the processing circuit 110 can be configured to base its calculations on the travel values ​​SV1, SV2, and SV3. i Trend analysis, that is, based on different times T1, T2 i Trend analysis of the measured or calculated stroke of the damper to determine the stroke value SV over time. T .

[0086] Alternatively or in combination, one or more of the at least one sensor 7 may be a pressure sensor configured to measure the air or oil pressure of the damper, wherein the stroke-related parameter is the air or oil pressure. In these embodiments, a first stroke value SV1 and / or at least one subsequent stroke value SV iIt can be taken as the corresponding time T1, T i The value is derived as a function of the measured air or oil pressure of the damper at the location. In these embodiments, the processing circuit 110 can be configured based on the stroke values ​​SV1, SV2, ... i Trend analysis, that is, based on different times T1, T2 i Analyze the trend of the measured air or oil pressure of the damper to determine the stroke value SV over time. T .

[0087] In some embodiments, the system 100 further includes an ambient temperature sensor for measuring ambient temperature. In these embodiments, the processing circuitry 110 may be configured to receive temperature values ​​from the ambient temperature sensor 130 and further determine a first travel value SV1 and / or a travel value SV over time based on the ambient temperature. T This is advantageous in allowing compensation for ambient temperature when signals from at least one sensor 7 are interpreted as stroke values. If the ambient temperature is high, the detected gas pressure, and possibly the oil pressure in the damper, will be high due to the expansion of the gas or oil. Similarly, the temperature of the gas and hydraulic fluid in the damper 10 will increase when the damper 10 is operated for an extended period in the rail vehicle, leading to higher internal temperatures. In this case, when determining stroke values ​​SV1, SV... i and the travel value SV over time T In this case, the detected ambient temperature will allow the processing circuit 110 to compensate for such temperature changes. For this purpose, at least one sensor 7 may also be configured to detect the internal temperature of the damper 10, or alternatively, the predicted internal temperature of the damper 10 may be determined by the processing circuit 110 by monitoring the operating duration of the damper 10. The ambient temperature may alternatively be determined by the processing circuit 110 based on information such as weather forecasts.

[0088] The processing circuit 110 can also be configured to process the travel value SV over time. T Compare with a preset first coupling threshold, and based on the travel value SV over time. T The comparison with a preset first coupling threshold determines whether the rail vehicle is in a coupling mode, in which the rail vehicle is currently coupled to or disengaged from another rail vehicle. The preset first coupling threshold is a threshold for the rate of change or integral travel value; exceeding this threshold indicates that the rail vehicle is in a coupling mode. The processing circuit 110 can also be configured to consider that the coupling mode will only last for a finite time, typically a few seconds, which represents the time required to couple one car of the rail vehicle to another. Therefore, the travel value SV over time can be determined. TThe coupling mode is detected by the rate of change or integral stroke value over time exceeding a preset first coupling threshold during a predetermined coupling time. If the preset first coupling threshold is exceeded for a period longer than the predetermined coupling time, this will instead indicate a failure of damper 10.

[0089] In these embodiments, the processing circuit 110 may be further configured to, only if the rail vehicle is not currently in a coupled mode, if the travel value SV over time... T If the first criterion is met, then a fault is determined in damper 10. This avoids or at least minimizes potential sources of error in fault detection.

[0090] Furthermore, the first criterion for detecting faults when the damper 10 is not in coupling mode can be a combination of a preset stroke value threshold and a preset rate of change threshold, wherein if the stroke value SV changes over time... T The travel value SV reaches or exceeds the preset travel value threshold, and at the same time, the travel value SV over time... T If the rate of change is at or below the preset rate of change threshold, the first criterion is met. This allows detection of small leaks of hydraulic fluid that gradually reduce the performance of the damper 10. A common problem with such leaks is that they can be so small that the damper's performance only gradually decreases over time. Even these small leaks can be detected by monitoring the stroke and combining this with the rate of change of the stroke.

[0091] When the damper 10 is in use but the rail vehicle is not in coupling mode, this will instead instruct the damper 10 to operate in coupling within the rail vehicle, and the damper 10 will be subjected to traction and compressive forces generated by the operation of the rail vehicle itself.

[0092] In some embodiments, the processing circuit 110 may be configured to process based on one or more received input signals S1, S2, S3, S4, S5, S6, S7, S8, S9, S1, S1, S9, S1, S1, S1, S1, S2 ... i The static pressure P of the damper gas chamber 102 is determined, and if the static pressure P is lower than a predetermined pressure threshold, a fault is determined in the damper 10. If the ambient temperature has been determined, the static pressure P of the damper gas chamber 102 can also be based on the ambient temperature value. Advantageously, a fault indicator (which may be referred to as a second standard) showing that the static pressure P is lower than the predetermined pressure threshold can be used in conjunction with the first standard to further improve the accuracy and reliability of fault detection.

[0093] If a fault is detected, the processing circuit 110 can also be configured to generate an alarm if a fault is detected in the damper 10. The system can be configured to present the alarm using an output device 140 included in or connected to the system 100. Thus, rail vehicle personnel, such as those of a rail vehicle with the faulty pneumatic-hydraulic damper 10, maintenance personnel of the rail vehicle, and / or a central coordination facility, or any other suitable entity, can be notified of the fault so that necessary actions can be taken. The alarm can be presented using the output device 150 via any suitable output interface, including but not limited to visual and / or audio outputs.

[0094] In some embodiments, the processing circuit 110 may be configured to further base its processing on determined stroke values ​​SV1, SV2. i and / or the travel value SV over time T The force on damper 10 is determined by measuring and / or travel-related parameters. This force can then be monitored over time and compared to one or more force thresholds to estimate the remaining life of damper 10 and determine if a collision has occurred. A first force threshold can be set, and a force exceeding this first force threshold (i.e., the value of the first force threshold) can indicate wear on damper 10 that has shortened its expected life. A second force threshold higher than the first force threshold can also be set, and a force exceeding this second force threshold can be large enough to indicate a collision that causes damage to damper 10 and may also activate the collision management system of the coupler in which damper 10 is arranged, as well as the collision management system of the rail vehicle as a whole. When it is determined that the force exceeds the second force threshold, an alarm signal can be generated.

[0095] Suitable, in some embodiments, the processing circuit 110 may also be configured to be based on the travel value SV over time. T The estimated remaining life of the gas-liquid damper 10 is determined. Similarly, in this case, output device 140 or another suitable output device can be used to present information about the estimated remaining life of the gas-liquid damper 10, the output device being configured to present such information to the user.

[0096] Method Implementation Examples

[0097] exist Figures 3 to 9 Different embodiments of a computerized method for detecting faults in at least one pneumatic-hydraulic damper 10 of a rail vehicle are shown. In other words, Figures 3 to 8 A flowchart is shown of a method for monitoring a rail vehicle damper to detect a fault in at least one gas-liquid damper 10 of a rail vehicle.

[0098] First go to Figure 3For each of at least one gas-liquid damper 10, the method includes:

[0099] In step 310: In the processing circuit 110, which is communicatively connected to the gas-liquid damper 10, at at least one moment T i The first input signal S1, indicating the stroke-related parameters of the gas-liquid damper determined at a first time T1, is received from one or more of at least one sensor 7 included in the gas-liquid damper 10.

[0100] In some embodiments, one or more of the at least one sensor 7 may be a stroke sensor configured to measure the stroke of the damper, and the stroke-related parameter may be the measured stroke of the damper.

[0101] In some embodiments, one or more of the at least one sensor 7 may be a pressure sensor configured to measure the air pressure or oil pressure of the damper, and the stroke-related parameter may be the air pressure or oil pressure.

[0102] The at least one sensor 7 may include one or more stroke sensors and one or more pressure sensors, and may also include other suitable sensor types.

[0103] The method may also include, in optional step 315, receiving an ambient temperature value from an ambient temperature sensor 130 in the processing circuit 100.

[0104] Figure 4 The optional step 315 is shown, and it can be performed before, after, or in parallel with step 310.

[0105] An ambient temperature sensor that receives ambient temperature values ​​can be configured to measure the ambient temperature inside or outside the gas-liquid damper 10. If the ambient temperature outside the gas-liquid damper 10 is measured, the method may include estimating the ambient temperature inside the gas-liquid damper 10 based on the measured ambient temperature outside the gas-liquid damper 10 before the ambient temperature value is used for any of the following method steps.

[0106] In step 320: The processing circuit 110 determines the first stroke value SV1 based on the first input signal S1.

[0107] In embodiments where one or more of the at least one sensor 7 is a travel sensor configured to measure the damper travel, the first travel value SV1 may be at corresponding times T1, T2, T3, T4, T5, T6, T7, T8, T9, T1, T1, T1, T2 ... i The measured damper stroke.

[0108] In embodiments where one or more of the at least one sensor 7 is a pressure sensor configured to measure the air or oil pressure of a damper, the first stroke value SV1 may be the measured air or oil pressure.

[0109] If a temperature value has already been received in optional step 315, the determination of the first travel value SV1 can also be based on the ambient temperature.

[0110] In step 330: In processing circuit 110, at at least one subsequent time T i Receives a second input signal S from one or more sensors 7 i , where each subsequent signal S i Indicates at the corresponding subsequent time T i The corresponding travel-related parameters were measured.

[0111] In step 340: using processing circuit 110 based on each second input signal S i Determine the corresponding travel value SV i .

[0112] In embodiments where one or more of the at least one sensor 7 is a travel sensor configured to measure the travel of a damper, the at least one subsequent travel value SV i It can be at the corresponding time T1, T i The measured damper stroke.

[0113] In embodiments where one or more of the at least one of the sensors 7 are pressure sensors configured to measure the air or oil pressure of a damper, the at least one subsequent stroke value SV i It can be the measured air pressure or oil pressure.

[0114] If the temperature value has been received in optional step 315, then the travel value SV over time... T The determination can be further based on the ambient temperature.

[0115] In step 350: For 0 < i < N, check whether all time points have been evaluated.

[0116] In other words, step 350 includes checking whether i = N, where N is an integer greater than or equal to 2. N may be predetermined and set during production or calibration, or it may be set during operation using processing circuitry 110. According to embodiments herein, N may be a set number of moments for which corresponding first or second input signals S1, S1 indicating the stroke-related parameters of the gas-liquid damper are to be received and processed. Alternatively, according to embodiments herein, N may depend on a set time interval during which corresponding first or second input signals S1, S1 indicating the stroke-related parameters of the gas-liquid damper are to be received and processed.

[0117] If i≠N, the method returns to step 330.

[0118] If i = N, the method continues in step 360.

[0119] In step 360: based on the determined travel values ​​SV1, SV i The processing circuit 110 is used to determine the travel value SV over time. T .

[0120] In embodiments where one or more of the at least one sensor 7 is a travel sensor configured to measure the travel of the damper, the travel value SV over time is determined in step 360. T This can include data based on the corresponding times T1 and T2. i Based on the trend analysis of the measured stroke of the damper, the stroke value SV over time is determined. T In these embodiments, method step 360 may further include, and the processing circuitry may be further configured to, determine the travel value SV over time. T Previously, at their respective times T1 and T2 i Trend analysis of the damper stroke measured.

[0121] In embodiments where one or more of the at least one sensor 7 is a pressure sensor configured to measure the air or oil pressure of a damper, the travel value SV over time is determined in step 360. T This can include data based on the corresponding times T1 and T2. i The results of trend analysis of the measured air or oil pressure of the damper are used to determine the stroke value SV over time. T In these embodiments, method step 360 may further include, and the processing circuitry may be further configured to, determine the travel value SV over time. T Previously, execution occurred at their respective times T1 and T2. i Trend analysis of measured stroke air pressure or oil pressure.

[0122] The method may also include determining, in optional step 365, whether the rail vehicle is currently in coupling mode. Figure 4 Optional step 365 is shown in the figure.

[0123] In the current context, being in coupled mode means that a rail vehicle is currently coupled to or disconnected from another rail vehicle.

[0124] Determining whether the rail vehicle is currently in coupling mode in optional step 365 may include: using processing circuitry 110 to process the travel value SV over time. T It is compared with a preset first coupling threshold, and then the processing circuit 110 uses the travel value SV over time. T A comparison with a preset first coupling threshold determines that the rail vehicle is in a coupling mode, in which the rail vehicle is currently coupled to or disconnected from another rail vehicle. The preset first coupling threshold can be selected within the range of 100-10000 mm / s.

[0125] The preset first engagement threshold is selected as a value representing a large change in the measured travel distance over a short period of time; that is, the rate of change of the travel value that is too high to be measured when the rail vehicle is coupled during normal operation. This high rate of change in the travel value typically indicates that the rail vehicle is currently coupled to or decoupled from another rail vehicle. Generally, if the travel value SV displayed over time is compared... T If the value exceeds a preset first coupling threshold, it can be determined that the rail vehicle is currently in coupling mode. Alternatively, the preset first coupling threshold can be selected as the integral travel value over time, i.e., the maximum travel maintained over time. When determining whether the preset first coupling threshold has been exceeded, a typical coupling time of less than 10 seconds, preferably less than 5 seconds, can also be considered.

[0126] like Figure 4 As indicated by the dashed arrow, if it is determined that the rail vehicle is in coupled mode, the fault detection method can return to step 310.

[0127] In step 370: If the travel value SV over time T If the first criterion is met, the processing circuit 110 determines that the gas-liquid damper 10 is faulty.

[0128] In some embodiments, the first criterion may be the travel value SV over time. T The travel distance is higher than a preset travel threshold. In these embodiments, the determination in step 370 includes if the travel distance SV over time is higher than a preset travel threshold. T If the travel distance exceeds a preset travel threshold, the damper 10 is determined to be faulty. In one embodiment, the preset travel threshold is 90% of the maximum travel of the damper 10.

[0129] In other embodiments, the first criterion may be the travel value SV over time. T If the rate of change is higher than a preset threshold, and the processing circuit 110 determines that it may include the travel value SV over time. T If the rate of change exceeds the preset threshold, then the damper 10 is determined to be faulty.

[0130] In other embodiments, the first criterion may be the travel value SV over time. T If the integral travel value exceeds a preset threshold, and the processing circuit 110 determines that it may include the travel value SV over time. T If the value exceeds the preset integral stroke threshold, then the damper 10 is determined to be faulty.

[0131] In some embodiments, the first standard may include a combination of two or all of the above options.

[0132] The detected fault could be an internal oil leak in the gas-liquid damper 10.

[0133] If optional step 365 has already been performed, determining that the damper 10 is faulty can also be based on the determined coupling mode. Specifically, in these embodiments, step 370 may include determining if the travel value SV varies with time. T If the first criterion is met, the damper 10 is determined to be faulty only if it is determined in optional step 365 that the rail vehicle is not currently in a coupled mode. Thus, the error source is appropriately eliminated, or at least minimized, in which the coupling or decoupling of the rail vehicle from another vehicle is incorrectly interpreted as a damper fault due to the resulting high stroke value.

[0134] Now go to Figure 5 An embodiment is shown, wherein the method includes the above-described step 310 and optional steps 315, 330, and 350, wherein at least one or more of the sensors 7 are pressure sensors configured to measure the air or oil pressure of the damper, and the stroke-related parameter is the air or oil pressure. Figure 5 In some embodiments, the method further includes:

[0135] In step 380: the processing circuit 110 uses the received input signals S1, S2, S3, S4, S5, S6, S7, S8, S9, S10 ... i One or more of them determine the static pressure P of the damper gas chamber 102.

[0136] In other words, the static pressure P of the damper gas chamber 102 is determined based on gas or oil pressure received from one or more pressure sensors. If a single pressure sensor is present and the measurement is performed at a single moment, the static pressure is set to the value of a stroke-related parameter, i.e., the gas or oil pressure. If signals are received from more than one pressure sensor or from one or more pressure sensors at more than one moment (i.e., if steps 330 and 350 are performed), the static pressure is determined in any suitable manner based on the values ​​of the more than one stroke-related parameter thus received.

[0137] According to any of the embodiments of step 380, the static pressure P of the damper gas chamber 102 may also be determined based on the temperature value received from an ambient temperature sensor, which may be the same ambient temperature sensor previously described herein, or a different ambient temperature sensor.

[0138] In step 390: If the static pressure P is below a predetermined pressure threshold, the processing circuit 110 determines that the gas-liquid damper 10 is faulty. Suitably, the predetermined pressure threshold is 50% of the nominal pressure of the damper 10. In other embodiments, the predetermined pressure threshold may alternatively be 60% or even 70% to detect even smaller leaks in the damper 10. In yet another embodiment, the predetermined pressure threshold may be 40% or even 30% to avoid detecting the fault until a serious gas leak has occurred, severely impairing the function of the damper 10.

[0139] In one damper 10 according to the invention, the nominal pressure is 30 bar (gauge pressure), and for this damper, a detected pressure of 15 bar or less will indicate a serious gas leak. Typically, the nominal pressure of a gas-liquid damper is in the range of 5-100 bar, and it should be noted that the damper 10 according to the invention can suitably have a nominal pressure anywhere within this range.

[0140] exist Figure 6 In, it is shown Figure 3 or Figure 4 Any embodiment and Figure 5 Any combination of embodiments, wherein step 370 includes if the travel value SV over time T If the first criterion is met and the static pressure P is lower than a predetermined pressure threshold, then the gas-liquid damper 10 is determined to be faulty.

[0141] By making fault detection based on two separate fault indicators, it is further ensured that the detected faults are not false positives.

[0142] In one or more alternative embodiments, such as Figure 7As shown, combined with Figure 3 , 4 The method described in any of the six methods may further include, after step 370:

[0143] In step 372: Check whether a fault has been detected in the gas-liquid damper 10, and if a fault has been detected in the gas-liquid damper 10:

[0144] In step 374: An alarm is generated using processing circuit 110.

[0145] The alarm can be presented to, for example, rail vehicle personnel including those responsible for the maintenance of the faulty gas-liquid damper 10, and / or central coordination facilities, or any other suitable entity. It can be presented via any suitable output interface, including but not limited to visual and / or audio output.

[0146] In one or more alternative embodiments, such as Figure 8 As shown, combined with Figure 3 , 4 The method described in any of the six options may further include, after step 360:

[0147] In step 362: The processing circuit 110 uses the travel value SV over time. T Determine the estimated remaining life of the gas-liquid damper 10.

[0148] In some embodiments, the method further includes:

[0149] In step 364: The output device 140, which is communicatively connected to the processing circuit 110, presents information to the user about the estimated remaining life of the gas-liquid damper 10.

[0150] According to the combination Figures 3 to 9 The methods of any of the given embodiments can be repeated, such as Figure 3 , 4 The dashed arrows in steps 370 to 310 are shown in 5, 6, and 7. Embodiments of the invention can be combined, if appropriate, to obtain further advantageous embodiments.

[0151] In one or more alternative embodiments, such as Figure 9 As shown, combined with Figure 3 , 4 The method described in any of 5 or 6 may also include:

[0152] In step 400: based on the determined travel values ​​SV1, SV i And / or the travel value SV over time T , determination.

[0153] In step 410: the estimated remaining life of the gas-liquid damper (10) is determined based on the number of times the force exceeds the first force threshold and / or the length of time the force exceeds the first force threshold.

[0154] The determined force can be monitored over time and compared with the value of the first force threshold to estimate the remaining life of the damper 10. The first force threshold can be set to a value that, when exceeded, indicates wear on the gas-liquid damper 10 that has shortened its expected lifespan. If the first force threshold is exceeded, the lifespan of the gas-liquid damper can be estimated based on previously known or estimated lifespan and the number of times the determined force exceeds the first force threshold and / or the length of time the force exceeds the first force threshold.

[0155] In some implementations, the method further includes:

[0156] In step 420: If the determined force exceeds the second force threshold, the processing circuit (110) is used to determine that a collision has occurred.

[0157] The second force threshold has a higher value than the first force threshold. The second force threshold can be appropriately set to a value that, when exceeded, indicates a collision that causes damage to the damper 10, and can also activate the collision management system of the coupler in which the damper 10 is arranged, and can also activate the collision management system in the rail vehicle as a whole.

[0158] Optionally, an alarm signal can be generated when the force exceeds the second force threshold. The alarm can be generated and presented in any known manner, for example, to personnel on the rail vehicle, a central coordination facility, or any other suitable entity, so that the party thereby notified can take the necessary actions.

[0159] Other embodiments

[0160] In one aspect of the invention, a non-transitory computer-readable storage medium is provided that stores instructions, when executed by a processing circuit 110 of a rail vehicle damper monitoring system 100 for detecting faults in at least one gas-liquid damper 10 for a track, such that the instructions cause the system 100 to, for each of the at least one gas-liquid damper 10 included in the system 100: In the processing circuit 110, receiving a first input signal S1 from one or more of at least one sensor 7 included in the gas-liquid damper 10, indicating a travel-related parameter of the gas-liquid damper determined at a first time T1; determining a first travel value SV1 based on the first input signal S1 using the processing circuit 110; and receiving at least one second input signal S from one or more of the sensors 7 in the processing circuit 110. i, where each subsequent signal S i Indicates at the corresponding subsequent time T i The corresponding stroke-related parameters are measured; the processing circuit 110 is used based on each second input signal S. i Determine the corresponding travel value SV i The processing circuit 110 uses the determined stroke values ​​SV1 and SV2 to perform the processing. i Determine the travel value SV over time T ; and if the travel value SV over time T If the first criterion is met, the processing circuit 110 determines that the gas-liquid damper 10 is faulty.

[0161] The non-transitory computer-readable storage medium may also store instructions that, when executed by the processing circuit 110, cause the system 100 to perform a combination Figures 3 to 9 Method steps of any of the embodiments described.

Claims

1. A rail vehicle damper monitoring system (100) for detecting faults in at least one gas-liquid damper (10) in a rail vehicle, the system (100) comprising: - Gas-liquid damper for rail vehicles (10); as well as - Processing circuit (110); The gas-liquid damper (10) includes one or more sensors (7), which are configured to measure stroke-related parameters and send signals indicating the measured stroke-related parameters to the processing circuit (110). The processing circuit (110) is configured to detect a fault in each of the at least one gas-liquid damper (10) by the following steps: - Receive a first input signal (S1) from one or more of the at least one sensor (7) included in the gas-liquid damper (10), indicating the stroke-related parameters of the gas-liquid damper determined at a first time T1. - Based on the first input signal (S1), determine the first stroke value SV1. - Receive at least one second input signal (S) from the one or more sensors (7) i ), where each second input signal (S) i ) indicates at the corresponding subsequent time T i The corresponding travel-related parameters were measured. - Based on each second input signal (S) i Determine the corresponding second stroke value SV. i , - Based on the determined first travel value SV1 and second travel value SV i Determine the travel value SV over time. T ,as well as - If the travel value SV at time T If the first criterion is met, then the gas-liquid damper (10) is determined to be faulty. The processing circuit (110) is characterized in that it is further configured to: - The travel value SV over time T Compare with a preset first coupling threshold; - Based on the travel value SV over time T A comparison with the preset first coupling threshold determines that the rail vehicle is in a coupling mode, wherein in the coupling mode, the rail vehicle is currently coupled to or disengaged from another rail vehicle; and - Only if the rail vehicle is not currently in the coupling mode, if the travel value SV over time T If the first criterion is met, it is determined that the gas-liquid damper (10) is faulty.

2. The system (100) according to claim 1, wherein, The first criterion is the travel value SV over time. T If the travel value SV exceeds a preset travel threshold, the processing circuit (110) is configured to... T If the stroke exceeds the preset travel threshold, the gas-liquid damper (10) is determined to be faulty.

3. The system (100) according to claim 1, wherein, The first criterion is the travel value SV over time. T The integral travel value is higher than a preset threshold, and the processing circuit (110) is configured to if the travel value SV over time is higher than a preset threshold. T If the value exceeds the preset integral stroke threshold, then the gas-liquid damper (10) is determined to be faulty.

4. The system (100) according to any one of claims 1-3, wherein, One or more of the at least one sensor (7) is a stroke sensor configured to measure the stroke of the gas-liquid damper, wherein the first stroke value SV1 and / or at least one second stroke value SV i At the corresponding first time T1 and subsequent time T i The stroke of the gas-liquid damper was measured at the location.

5. The system (100) according to any one of claims 1-3, wherein, One or more of the at least one sensor (7) is a pressure sensor configured to measure the air pressure or oil pressure of the gas-liquid damper, wherein the stroke-related parameter is the air pressure or oil pressure, and wherein the processing circuit (110) is configured to base its operation on a first time T1 and subsequent time T2. i The stroke value SV over time is determined by trend analysis of the air pressure or oil pressure of the gas-liquid damper measured at the location. T .

6. The system (100) of claim 1 further includes an ambient temperature sensor for measuring ambient temperature, and wherein the processing circuit (110) is configured to Receive temperature values ​​from the ambient temperature sensor (130); and Based on the ambient temperature, the first travel value SV1 and / or the travel value SV over time are also determined. T .

7. The system according to claim 1, wherein, The first criterion is the travel value SV over time. T The travel value SV is higher than the preset travel threshold and the travel value SV over time. T If the rate of change is lower than a preset rate of change threshold, the processing circuit (110) is configured such that if the travel value SV over time is lower than a preset rate of change threshold, the processing circuit (110) is configured to... T The travel value SV is higher than the preset travel threshold and the travel value SV over time T If the rate of change is lower than the preset rate of change threshold, a fault is detected.

8. The system (100) according to claim 6, wherein, The processing circuit (110) is also configured to: Based on the received first input signal (S1) and second input signal (S2) i One or more of the following are used to determine the static pressure P of the damper gas chamber (102); If the static pressure P is lower than a predetermined pressure threshold, then the gas-liquid damper (10) is determined to be faulty.

9. The system (100) according to claim 8, wherein, The processing circuit (110) is configured to also determine the static pressure P based on the ambient temperature.

10. The system (100) according to claim 1, wherein, The processing circuit (110) is also configured to generate an alarm if a fault is detected in the gas-liquid damper (10).

11. The system (100) according to claim 1, wherein, The processing circuit (110) is also configured to base its processing on the travel value SV over the time period. T The estimated remaining life of the gas-liquid damper (10) is determined.

12. The system (100) according to claim 11, wherein, The system (100) is also connected to an output device (140) configured to present information to a user regarding the estimated remaining life of the gas-liquid damper (10).

13. The system (100) according to claim 1, wherein, The detected fault was an internal oil leak in the gas-liquid damper (10).

14. The system (100) according to claim 1, wherein, The processing circuit (110) is also configured to: Based on the determined first travel value SV1 and second travel value SV i And / or the travel value SV over time T , determinism; as well as The estimated remaining life of the gas-liquid damper (10) is determined based on the number of times the force exceeds the first force threshold and / or the length of time the force exceeds the first force threshold.

15. The system (100) according to claim 14, wherein, The processing circuit (110) is also configured to determine that a collision has occurred if the determined force exceeds a second force threshold.

16. A computerized method for detecting a fault in at least one gas-liquid damper (10) in a rail vehicle, comprising: - For each of the at least one gas-liquid damper (10): - In the processing circuit (110) communicatively connected to the gas-liquid damper (10), a first input signal (S1) indicating the stroke-related parameters of the gas-liquid damper determined at a first time T1 is received from one or more sensors among at least one sensor (7) included in the gas-liquid damper (10). - The processing circuit (110) determines the first stroke value SV1 based on the first input signal (S1). - Receive at least one second input signal (S) from the one or more sensors (7) in the processing circuit (110) i ), where each second input signal (S) i ) indicates at the corresponding subsequent time T i The corresponding travel-related parameters were measured. - Using the processing circuit (110) based on the second input signal (S) i For each of the values ​​in ), determine the corresponding second stroke value SV. i , - Using the processing circuit (110) based on the determined first stroke value SV1 and second stroke value SV i Determine the travel value SV over time. T ,as well as - If the travel value SV at time T If the first criterion is met, the processing circuit (110) is used to determine that the gas-liquid damper (10) is faulty. The method is characterized by further comprising: for each of the at least one gas-liquid damper (10): - The processing circuit (110) is used to process the travel value SV over time. T Compare with a preset first coupling threshold, and - Using the processing circuit (110), based on the travel value SV over time T A comparison with a preset first coupling threshold determines that the rail vehicle is in a coupling mode, wherein the rail vehicle is currently coupled to or disengaged from another rail vehicle. - Determining a fault in the gas-liquid damper (10) using the processing circuit (110) includes: only if the rail vehicle is not currently in the coupling mode, if the travel value SV over time... T If the first criterion is met, it is determined that the gas-liquid damper (10) is faulty.

17. The method according to claim 16, wherein, The first criterion is the travel value SV over time. T The determination using the processing circuit (110) includes: if the travel value SV over time is higher than a preset travel threshold. T If the stroke exceeds the preset travel threshold, the gas-liquid damper (10) is determined to be faulty.

18. The method according to claim 16, wherein, The first criterion is the travel value SV over time. T The determination using the processing circuit (110) includes: if the travel value SV over time is higher than a preset integral travel value threshold. T If the value exceeds the preset integral stroke threshold, then the gas-liquid damper (10) is determined to be faulty.

19. The method according to any one of claims 16-18, wherein, One or more of the at least one sensor (7) is a stroke sensor configured to measure the stroke of the gas-liquid damper, wherein the first stroke value SV1 and / or at least one second stroke value SV i At the corresponding first time T1 and subsequent time T i The stroke of the gas-liquid damper was measured at the location.

20. The method according to any one of claims 16-18, wherein, One or more of the at least one sensor (7) is a pressure sensor configured to measure the air pressure or oil pressure of the gas-liquid damper, wherein the stroke-related parameter is the air pressure or oil pressure, and wherein the stroke value SV over time is determined using the processing circuit (110). T Including: based on the corresponding first time T1 and subsequent time T i The stroke value SV over time is determined by trend analysis of the measured air pressure or oil pressure of the gas-liquid damper. T .

21. The method according to any one of claims 16-18, further comprising: The processing circuit (110) receives temperature values ​​from the ambient temperature sensor (130); as well as The processing circuit (110) is used to determine the first travel value SV1 and / or the travel value SV over time. T It is also based on the ambient temperature.

22. The method according to claim 16, wherein, The first criterion is the travel value SV over time. T The travel value SV is higher than the preset travel threshold and the travel value SV over time. T The rate of change is lower than a preset rate of change threshold, so the method includes: using the processing circuit (110) on the travel value SV at time. T If the travel value is higher than the preset travel threshold and the rate of change of the travel value over time is lower than the preset rate of change threshold, it is determined that the gas-liquid damper (10) is faulty.

23. The method of claim 21, further comprising: The processing circuit (110) uses the received first input signal (S1) and second input signal (S2) to... i One or more of the following determine the static pressure P of the damper gas chamber (102), and If the static pressure P is lower than a predetermined pressure threshold, the processing circuit (110) is used to determine that the gas-liquid damper (10) is faulty.

24. The method according to claim 23, wherein, Determining the static pressure P using the processing circuit (110) includes: further determining the static pressure P based on the ambient temperature.

25. The method according to any one of claims 16-18, further comprising generating an alarm using the processing circuit (110) if a fault is detected in the gas-liquid damper (10).

26. The method according to any one of claims 16-18, further comprising: The processing circuit (110) is used based on the travel value SV over time. T The estimated remaining life of the gas-liquid damper (10) is determined.

27. The method of claim 26, further comprising: The output device (140) communicatively connected to the processing circuit (110) presents the user with information about the estimated remaining life of the gas-liquid damper (10).

28. The method according to any one of claims 16-18, wherein, The detected fault was an internal oil leak in the gas-liquid damper (10).

29. The method according to any one of claims 16-18, further comprising using the processing circuit (110): Based on the determined first travel value SV1 and second travel value SV i and / or the travel value SV over time T , determination; and The estimated remaining life of the gas-liquid damper (10) is determined based on the number of times the force exceeds the first force threshold and / or the length of time the force exceeds the first force threshold.

30. The method of claim 29, further comprising: If the determined force exceeds the second force threshold, the processing circuit (110) is used to determine that a collision has occurred.

31. A non-transitory computer-readable storage medium storing instructions, which, when executed by a processing circuit (110) of a rail vehicle damper monitoring system (100) for detecting a fault in at least one gas-liquid damper (10) for a track, cause the system (100) to perform the following operations for each of the at least one gas-liquid damper (10) included in the system (100): - In the processing circuit (110), a first input signal (S1) indicating the stroke-related parameters of the gas-liquid damper determined at a first time T1 is received from one or more sensors (7) included in the gas-liquid damper (10). - Using the processing circuit (110), a first stroke value SV1 is determined based on the first input signal (S1). - Receive at least one second input signal (S) from the one or more sensors (7) in the processing circuit (110) i ),in, Each second input signal (S) i ) indicates at the corresponding subsequent time T i The corresponding travel-related parameters were measured. - Using the processing circuit (110) based on the second input signal (S) i For each of the values ​​in ), determine the corresponding second stroke value SV. i , - Using the processing circuit (110) based on the determined first stroke value SV1 and second stroke value SV i Determine the travel value SV over time. T , - If the travel value SV at time T If the first criterion is met, the processing circuit (110) is used to determine that the gas-liquid damper (10) is faulty. - The travel value SV over time T Compare with a preset first coupling threshold; - Based on the travel value SV over time T The rail vehicle is determined to be in a coupling mode by comparing it with the preset first coupling threshold, wherein the rail vehicle is currently coupled to or disengaged from another rail vehicle in the coupling mode. as well as - Only if the rail vehicle is not currently in the coupling mode, if the travel value SV over time T If the first criterion is met, it is determined that the gas-liquid damper (10) is faulty.

32. The non-transitory computer-readable storage medium according to claim 31 further stores instructions that, when executed by the processing circuit (110), cause the system (100) to perform the method according to any one of claims 16 to 30.

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