Method and device for fault diagnosis and calculation of the remaining service life of a pantograph of a railway vehicle

Abstract

A method and a device for diagnosing a defect in a pantograph of a railway vehicle and calculating its remaining service life are disclosed. The method may include setting a status value for diagnosing the pantograph, building a database with indexes for diagnosing the pantograph, comparing a detected index with a reference index, and storing a defect code of the pantograph if the detected index is greater than the reference index in the database.The status value can refer to the pressure of an actuator when the pantograph is raised before the rail vehicle is in motion, to the actuator pressure while the rail vehicle is in motion, to the number of arcing occurrences or the duration of arcing events while the rail vehicle is in motion, to an insulation resistance while the rail vehicle is in motion, or to the wear amount of a main wear slider. Furthermore, the device configured to carry out the method is disclosed.

Description

Field of invention

[0001] The present disclosure relates to a method and a device for diagnosing a defect in a pantograph of a railway vehicle and calculating a remaining service life, and a method and a device for diagnosing a defect in the pantograph of the railway vehicle and calculating the remaining service life of a pantograph, which are capable of accurately detecting a defect and the remaining service life of the pantograph on the basis of an actuator pressure, a measured value from an image sensor, a received current and / or an insulation resistance. Background of the invention

[0002] A pantograph of an electric rail vehicle is a device that receives current by contact with an overhead line, whereby unavoidable sliding friction with the line leads to wear and can occasionally lead to contact interruptions or unwiring.

[0003] In general, overhead lines are relatively difficult and expensive to maintain, so the contact section of the pantograph, such as a main wear slide, is made of a softer material to concentrate wear on this section, meaning that only the main wear slide needs to be replaced. Consequently, maintenance and service work can be carried out more easily and cost-effectively.

[0004] However, if a pantograph malfunctions, this can initially lead to an unstable power supply, which negatively impacts the entire power system and results in reduced performance; in extreme cases, a power outage can lead to a disruption of train operations. Therefore, a procedure for diagnosing pantograph malfunctions and promptly implementing preventative measures is necessary to reduce the social costs associated with train cancellations. Furthermore, it is essential to predict the remaining service life of the pantograph, build a big data database regarding its lifespan, and analyze this data to extend the pantograph's lifespan.

[0005] The above information disclosed in this background section is provided solely for a better understanding of the background of the disclosure and may therefore contain information that is not part of the prior art already known to a person skilled in the art. Summary of the invention Problem to be solved by the invention

[0006] One embodiment of the present disclosure makes it possible to provide a method and a device for accurately diagnosing a defect and calculating the remaining service life of a pantograph in a railway vehicle by monitoring various parameters that indicate pantograph defects. Basis of the invention

[0007] One embodiment of the present disclosure provides a method for diagnosing a defect in a pantograph of a railway vehicle and calculating a remaining service life, comprising setting a status value for diagnosing a pantograph, building a database of indexes for diagnosing the pantograph, comparing a detected index with a reference index, and storing a defect code of the pantograph if the detected index is greater than the reference index in the database, wherein the status value relates to an actuator pressure when the pantograph is raised before the railway vehicle is driven, the actuator pressure during the railway vehicle is driven, a number of arcing occurrences, or a duration of arcing events during the railway vehicle is driven.an insulation resistance during the movement of the rail vehicle or a wear amount of a main wear slider, and an index to a value based on an average, minimum or variance of the actuator pressure according to an outside air temperature and a usage history of the actuator when the pantograph is raised before the movement of the rail vehicle, a value based on an average, minimum or variance of the actuator pressure according to a number of passengers, vehicle speed, vehicle position, outside air temperature and usage history of the actuator during the movement of the rail vehicle, a value based on an average, maximum or variance of a number of arc occurrences or a duration of arc events according to the number of passengers, vehicle speed, vehicle position,The value is based on the ambient air temperature and usage history of the main wear glider during the operation of the rail vehicle, a value based on an average, minimum or variance of an insulation resistance according to a vehicle speed, ambient air temperature, ambient air humidity and usage history of the pantograph during the operation of the rail vehicle, or a value based on an average, maximum or variance of the wear amount of the main wear glider depending on its position along a longitudinal direction.

[0008] The reference index can include a caution reference index and a warning reference index, and if the index is larger than the caution reference index, a caution code can be stored, and if the index is larger than the warning reference index, a warning code can be stored.

[0009] The database can include a buffer database and a diagnostic database, and building the database of indexes for diagnosing the pantograph can involve setting a maximum number of status values ​​that can be stored in the buffer database, detecting a status value, determining whether the number of status values ​​stored in the buffer database is equal to or greater than the maximum number of status values, transferring the status values ​​from the buffer database to the diagnostic database, deleting the status values ​​from the buffer database if the number of status values ​​stored in the buffer database is equal to or greater than the maximum number of status values, and calculating the index and the reference index by processing the status values ​​in the diagnostic database.

[0010] The index and the reference index can be updated until the number of status values ​​stored in the diagnostic database reaches a specified limit.

[0011] Updating the index and the reference index can be prevented if the number of status values ​​stored in the diagnostic database exceeds a specified limit.

[0012] Each of the indices can be compared with its corresponding reference index by comparing the detected index with the reference index.

[0013] The defect code can be stored if a specific index is larger than the corresponding reference index when storing the pantograph defect code.

[0014] The procedure may further include calculating the remaining service life of the pantograph, and the remaining service life of the pantograph may be calculated on the basis of a difference between a current index and the warning reference index if the index is equal to or greater than a corresponding precautionary reference index.

[0015] The remaining service life of the pantograph can be calculated by subtracting a current service life from a target service life if the index is smaller than the corresponding precautionary reference index.

[0016] Another embodiment of the present disclosure provides a method for diagnosing a defect in a pantograph of a railway vehicle and calculating a remaining service life, comprising a data detector configured to measure data that includes a status value for diagnosing the pantograph; and a controller comprising a buffer database and a diagnostic database and configured to diagnose the defect of the pantograph and to calculate its remaining service life using the data detected by the data detector, wherein the controller is configured to execute the method for diagnosing the defect in the pantograph of the railway vehicle and calculating its remaining service life.

[0017] The reference index may include a precautionary reference index and a warning reference index, and the control may be configured to calculate the remaining pantograph lifetime based on a difference between a current index and the warning reference index when the index is equal to or greater than the corresponding precautionary reference index.

[0018] The control system can be configured to calculate the remaining service life of the pantograph by subtracting the current service life from the target service life when the index is smaller than the corresponding precautionary reference index.

[0019] The data detector may further include an image acquisition device configured to photograph either a contact section between the pantograph and an overhead line or an image of the main wear slider.

[0020] In one embodiment, the image acquisition device may include a line scanner configured to move parallel to a longitudinal direction of the main wear slider and to scan the total length of the main wear slider.

[0021] In another aspect, the image acquisition device can include a large number of cameras arranged parallel to a longitudinal direction of the main wear slider.

[0022] In another aspect, the image acquisition device may include a camera positioned in front of the main wear slide and designed to rotate around a predetermined angle in pitch and yaw directions. Effects of the invention

[0023] According to one embodiment of the present disclosure, a defect in the pantograph of the vehicle can be accurately diagnosed by monitoring various factors that indicate a defect in the pantograph.

[0024] Furthermore, if the number of status values ​​stored in the buffer database reaches the maximum number of status values, the status values ​​stored in the buffer database can be transferred to the diagnostic database and the status values ​​of the corresponding class in the buffer database can be deleted, thus preventing an increase in the storage resource usage of the buffer database.

[0025] Furthermore, the status values ​​transferred to the diagnostic database can also be stored in the form of, for example, average values, variances or standard deviations, thus preventing an increase in the storage resource usage of the diagnostic database.

[0026] Furthermore, if the number of status values ​​stored in the diagnostic database exceeds a predefined limit, an update of the index and the reference index can be prevented, thus further preventing an increase in the storage resource usage of the diagnostic database.

[0027] Furthermore, by analyzing a trend in the index, the remaining lifespan of the pantograph can be accurately predicted, thus enabling a precise determination of the time for replacement or repair.

[0028] Furthermore, the effects that can be achieved or are to be expected from the embodiments of the present disclosure are described directly or suggestively in the following detailed description. That is to say, various effects that are to be expected from the embodiments of the present disclosure are described in the following detailed description. Brief description of the drawings

[0029] The embodiments of the present disclosure can be better understood with reference to the following description in conjunction with the accompanying drawings, in which the same reference numerals denote the same or functionally similar elements. Fig. Figure 1 is a schematic diagram showing a rail vehicle according to an embodiment of the present disclosure. Fig. Figure 2 is a schematic diagram showing a pantograph according to an embodiment of the present disclosure. Fig. Figure 3 schematically shows an energy system on a roof section of a rail vehicle according to an embodiment of the present disclosure. Fig. Figure 4 is a schematic diagram showing an embodiment of an image sensor provided on the roof of a rail vehicle according to an embodiment of the present disclosure. Fig. Figure 5 is a schematic diagram of an image recording device according to an example. Fig. Figure 6 is a schematic diagram of an image recording device according to another example. Fig. Figure 7 is a side view of an image recording device according to another example. Fig. Figure 8 is a top view of an image recording device according to another example. Fig. Figure 9 is a block diagram of a device for diagnosing a defect in a pantograph of a railway vehicle and calculating a remaining service life according to an embodiment of the present disclosure. Fig. Figure 10 is a flowchart of a method for diagnosing a defect in a pantograph of a railway vehicle and calculating a remaining service life according to an embodiment of the present disclosure. Fig. 11 is a flowchart that illustrates process S210 from Fig. 10 shows. Fig. 12 is a flowchart that shows one in process S370 of Fig. The 11th process carried out shows. Fig. Figure 13 is a diagram showing an example of a pressure change in an actuator when raising and lowering a pantograph before a rail vehicle moves. Fig. Figure 14 is a diagram showing an example of a pressure change in an actuator during the movement of a rail vehicle. Fig. Figure 15 is a diagram showing a principle for calculating the remaining service life of a pantograph using the pressure change in an actuator during the movement of a rail vehicle. Fig. Figure 16 is a diagram showing examples of current received, measured by an ammeter, and voltage measured by a UV sensor while a rail vehicle is in motion. Fig. Figure 17 is a diagram showing a principle for calculating the remaining service life of a pantograph using a number of arc occurrences during the operation of a rail vehicle. Fig. Figure 18 is a diagram showing a principle for calculating the remaining service life of a pantograph using the insulation resistance during the operation of a railway vehicle.

[0030] It is understood that the above-mentioned drawings are not necessarily to scale, but rather represent a somewhat simplified depiction of various preferred features that illustrate the basic principles of the present disclosure. Certain design features of the present disclosure, which include, for example, specific dimensions, orientations, positions, and shapes, are partly determined by the respective intended application and environment of use. Detailed description of the embodiments

[0031] The terms used herein serve to describe specific embodiments and are not intended to limit the scope of this disclosure. As used herein, singular forms are also intended to include a plurality unless expressly stated otherwise in the context. The terms "comprise" and / or "comprehensive," as used herein, specify the aforementioned features, integers, steps, actions, elements, and / or the presence of components, but it should also be understood that this does not exclude the presence or addition of one or more other features, integers, steps, actions, elements, components, and / or groups thereof. As used herein, the term "and / or" includes each individual element or all combinations of the associated listed elements.

[0032] It is understood that terms such as "vehicle" or "of a vehicle" or other similar terms include passenger vehicles, buses, trucks, various commercial vehicles, including sport utility vehicles (SUVs), and rail vehicles. In particular, the vehicle may refer to an electric vehicle that receives energy from an overhead line via a pantograph.

[0033] Furthermore, it should be understood that one or more of the procedures or aspects described below can be executed by at least one control unit (for example, an electronic control unit (ECU)), controller, or control server. The terms "control unit," "controller," and "control server" can refer to a hardware device that includes memory and a processor. The memory is configured to store program instructions, and the processor is specifically programmed to execute the program instructions to perform one or more of the processes described in more detail below. The control unit, controller, or control server can control the operation of units, modules, components, devices, or similar elements as described herein.Furthermore, it should be clear that the following procedures can be carried out by a device that includes a controller along with one or more other components, as is known to those skilled in the art.

[0034] Additionally, the control unit, controller, or control server of this disclosure can be implemented as a non-transitory, computer-readable recording medium containing executable program instructions that are executed by a processor. Examples of computer-readable recording media include, but are not limited to, a ROM, a RAM, a compact disc (CD) ROM, a magnetic tape, a floppy disk, flash memory, a smart card, and an optical data storage device. The computer-readable recording medium can also be distributed over a computer network, allowing program instructions to be stored and executed decentrally, for example, on a telematics server or a controller area network (CAN).

[0035] Fig. Figure 1 is a schematic diagram showing a rail vehicle according to an embodiment of the present disclosure.

[0036] As in Fig. As shown in Figure 1, a rail vehicle 1 can comprise a plurality of vehicles 5 connected to one another. Each of the vehicles can be designed for the transport of passengers or freight, and a plurality of bogies 10 can be positioned under the vehicle 5 to enable the vehicle to move along a rail. One of the vehicles 5 can contain an engine room, and a control server or controller 120 and a display 130 can be arranged in the engine room.

[0037] The bogie 10 can typically include two or three axle assemblies that support a vehicle body. The bogie 10 can include a bogie frame, an axle assembly mounted on the bogie frame, a shock absorber, a brake device, a traction motor 14, a gearbox 16, etc.

[0038] The traction motor 14 can generate energy to move the rail vehicle 1 along the rail by utilizing the energy drawn from an overhead line 60 via a pantograph 50. The pantograph 50 can be connected to the overhead line 60 located above the rail vehicle 1 to receive electrical energy from the overhead line. The overhead line 60, together with the rail vehicle 1 and the rail, can form an electrical circuit. A circuit breaker 66 can be arranged between the pantograph 50 and the rail vehicle 1 to protect the rail vehicle's internal circuits from overcurrent.

[0039] The gearbox 16 can include a multitude of interlocking gears, which convert the power generated by the traction motor 14 according to a gear ratio and transmit the converted power to the wheels 12 via an axle arrangement. The bogie 10 is known to those skilled in the art, therefore a more detailed description is omitted.

[0040] The rail vehicle 1 can further include a door 20 through which a passenger can board or alight, and a door control unit 22 that controls the operation of the door 20. The door 20 can be opened or closed under the control of the door control unit 22.

[0041] The rail vehicle 1 can further include a battery 30 and an air compressor 32. The battery 30 can supply energy to the air compressor 32, and the air compressor 32 can be operated using energy from the battery 30 to compress air. The air compressed by the air compressor 32 can be used for braking, suspension, or the pantograph 50. For this purpose, the air compressor 32 can be controlled by a brake control unit 36.

[0042] The rail vehicle 1 may further include a loudspeaker and intercom device 40, a wireless communicator 42, and a fire alarm 46. The loudspeaker and intercom device 40 may be configured to transmit information to passengers either visually or audibly, while the wireless communicator 42 may be configured to transmit data wirelessly to a control server or controller of another rail vehicle 1, or to a control server in the control center. For example, the wireless communicator 42 may communicate with an external server or another rail vehicle 1 via a wireless communication protocol such as Bluetooth, Zigbee, Wi-Fi, or LTE. The fire alarm 46 may detect whether a fire has occurred in the vehicle 5 and transmit a corresponding signal to the controller 120, an external server, or another rail vehicle 1.

[0043] The rail vehicle 1 may further include a heating, ventilation and air conditioning (HVAC) device 44. The HVAC device 44 may be designed to maintain a comfortable indoor climate by keeping the interior temperature of the vehicle 5 at an appropriate level, regardless of external temperature fluctuations.

[0044] The rail vehicle 1 can further include a main transformer 34 and a distribution board 48. The main transformer 34 can convert a high voltage received via the pantograph 50 into a voltage required by each electrical component and supply it accordingly. The distribution board 48 can be equipped with various switches that control the connections between the main transformer 34 and each electrical component.

[0045] Fig. Figure 2 is a schematic diagram showing a pantograph according to an embodiment of the present disclosure.

[0046] As in Fig. As shown in Figure 2, the pantograph 50 can include a main wear slider 58, a main spring 52, an actuator 54 and a connection 56.

[0047] The main wear glide 58 can come into contact with the overhead line 60, which is arranged above the rail vehicle 1 to receive electrical energy from the overhead line 60. The rail vehicle 1 can travel at high speeds, so the main wear glide 58 may exhibit wear due to continuous contact with the overhead line 60. In particular, the main wear glide 58 may be made of a softer material that is easier and less expensive to maintain than the overhead line 60, so wear and defects caused by the operation of the rail vehicle 1 may tend to be concentrated on the main wear glide 58.In order to assess the maintenance and service requirements of the rail vehicle 1, in particular the pantograph 50, a wear limit can be set for the main wear slider 58, and by monitoring the wear amount of the main wear slider 58, the occurrence of defects on the pantograph 50 can be determined and / or its remaining service life can be estimated.

[0048] The main spring 52 can be connected to the main wear slider 58 via the link 56. The main spring 52 can be configured to exert an elastic force on the main wear slider 58 to lift it. For example, the main spring 52 can be compressed by the weight of the pantograph 50, and when the actuator 54 lifts the main wear slider 58, it can exert an elastic force on the main wear slider 58. However, it should be noted that the function of the main spring 52 is not limited to this, and any spring capable of supporting an upward and downward movement of the main wear slider 58 can be used as the main spring 52.

[0049] The actuator 54 can be connected to the air compressor 32 via a compressed air line 55 to receive operating air pressure from the air compressor 32. The actuator 54 can use the operating air pressure supplied by the air compressor 32 to move the connection 56, thereby raising or lowering the main wear slider 58.

[0050] The connection 56 can be connected to either the main spring 52 or the actuator 54, allowing the main wear slider 58 to move up or down through the action of an elastic force from the main spring 54 and an actuating force from the actuator 54. In other words, the main spring 52 and the actuator 54, under the control of the controller 120, can provide the force to raise or lower the main wear slider 58. Additionally, the controller 120 can detect a defect in the pantograph 50 and estimate its service life by analyzing changes in physical parameters, such as pressure, current, voltage, or image data, during the raising or lowering of the main wear slider 58.

[0051] Fig. Figure 3 schematically shows an energy system on a roof section of a rail vehicle according to an embodiment of the present disclosure.

[0052] As in Fig. As shown in Figure 3, the rail vehicle 1 can receive electrical energy from the overhead line 60 and transfer it to an on-board circuit. To achieve this, the pantograph 50 can selectively make contact with the overhead line 60 to receive electrical energy and then transfer the energy to the on-board circuit. To protect the on-board circuit from abnormal electrical conditions and to facilitate inspection and maintenance work, an emergency earthing switch 62, a circuit breaker 66, a surge protector 68, and a main fuse 69 are arranged between the pantograph 50 and the on-board circuit.

[0053] The emergency earthing switch 62 can be configured to earth the overhead line 60 either in the event of an urgent need for a power shutdown or to ensure the safety of workers during inspection and maintenance work. To detect the insulation resistance between the overhead line 60 and earth, an insulation resistance sensor 64 can be provided in parallel with the emergency earthing switch 62. If the insulation resistance detected by the insulation resistance sensor 64 falls below a preset limit, it can be determined that an anomaly exists between the overhead line 60 and earth, particularly in the pantograph 50. Therefore, by using insulation resistance measurements, it may be possible to detect a defect in the pantograph 50 and predict its remaining service life.

[0054] The circuit breaker 66 can be positioned between the pantograph 50 and the onboard circuit to protect the onboard circuit from overcurrent. An ammeter 67 can be provided between the circuit breaker 66 and the onboard circuit to measure the received current supplied to the onboard circuit. The number of occurrences and the duration during which the received current, measured by the ammeter 67, drops to zero can correspond to the frequency and duration of arcing events. If the number of occurrences or the duration during which the received current, measured by the ammeter 67, drops to zero, indicating arcing events, exceeds a preset limit, it can be determined that an anomaly exists in the pantograph 50. Therefore, by using the received current, it may be possible to detect a defect in the pantograph 50 and predict its remaining service life.

[0055] The surge protector 68 can be configured to discharge some or all of the energy to reduce abnormal or induced overvoltages in a power system, while the main fuse 69, similar to the circuit breaker 66, can protect the on-board circuit from overcurrent.

[0056] Fig. Figure 4 is a schematic diagram showing an embodiment of an image sensor which, according to an embodiment of the present disclosure, is provided on the roof of a rail vehicle. Fig. Figure 5 is a schematic diagram of an image recording device according to an example, Fig. Figure 6 is a schematic diagram of an image recording device according to another example. Fig. 7 is a side view of an image recording device according to another example, and Fig. Figure 8 is a top view of an image recording device according to another example.

[0057] As in Fig. 4 to Fig. As shown in Figure 8, the rail vehicle 1 can further include the image sensor provided on the roof of the vehicle 5. The image sensor can be configured to detect phenomena such as arcs occurring at a contact point between the pantograph 50 and the overhead line 60 or to measure the wear of the main wear slide 58. The image sensor can include a sensor housing 70, an illuminance sensor 76, an image acquisition device 77, an ultraviolet sensor 78, and a luminaire 79.

[0058] The sensor housing 70 can be mounted on the roof of the vehicle 5, and the illuminance sensor 76, the image acquisition device 77, the ultraviolet sensor 78, and the luminaire 79 can be positioned inside the sensor housing 70. At least one surface of the sensor housing 70—for example, a surface facing the pantograph 50—can be provided with a window 72, which allows the image acquisition device 77 or the ultraviolet sensor 78 inside the sensor housing 70 to detect phenomena such as arcs occurring at a contact point between the pantograph 50 and the overhead line 60, or to measure the wear of the main wear slider 58 through the window 72.

[0059] To enable the image acquisition device 77 or the ultraviolet sensor 78 to accurately detect arcs or the amount of wear, the sensor housing 70 can be equipped with a washer fluid nozzle 73, a window wiper blade 74, and a window dirt sensor 75. The window dirt sensor 75 can detect the degree of light transmittance of the window 72 and transmit a corresponding signal to the controller 120. If the controller 120 determines that the light transmittance of the window 72 is low, it can spray washer fluid onto the window 72 via the washer fluid nozzle 73 and remove dirt from the window 72 with the window wiper blade 74.

[0060] The illuminance sensor 76 can measure the ambient brightness outside the sensor housing 70 and transmit a corresponding signal to the controller 120. The controller 120 can activate the lighting 79 if it detects that the ambient brightness is below a preset threshold.

[0061] The image acquisition device 77 can be configured to capture images of a contact point between the pantograph 50 and the overhead line 60 through the window 72 or to capture images of the main wear slider 58. The image acquisition device 77 can transmit the captured images to the controller 120, which processes the received images using an image processing algorithm to detect phenomena such as arcing occurring at the contact point between the pantograph 50 and the overhead line 60, or to measure the amount of wear on the main wear slider 58. The main wear slider 58 can have an elongated shape, and its height can vary along its longitudinal direction. For example, the height of the main wear slider 58 can be greater at a central section that frequently comes into contact with the overhead line and gradually decrease towards the opposite sides.Accordingly, the image acquisition device 77 must have a very high resolution in the vertical direction and at the same time be able to measure an extensive area along a longitudinal direction.

[0062] For example, as in Fig. As shown in Figure 5, the image acquisition device 77 can include a line scanner 80 that moves parallel to a longitudinal direction of the main wear slider 58 and scans its entire length. The line scanner 80 can move along a track 84 extending parallel to the longitudinal direction of the main wear slider 58 and detect images of the section of the main wear slider 58 located directly in front of the line scanner 80. Additionally, the line scanner 80 can be equipped with a scanner light 82 that illuminates a section of the main wear slider 58 located directly in front of the line scanner 80. Accordingly, the line scanner 80 can detect the entire length of the main wear slider 58 with high resolution.

[0063] In another example, as in Fig. As shown in Figure 6, the image acquisition device 77 can include a plurality of cameras 86 arranged parallel to the longitudinal direction of the main wear slider 58. Each camera 86 can detect an image of the section of the main wear slider 58 positioned directly in front of it. Additionally, the light 79 can be extended parallel to the longitudinal direction of the main wear slider 58 so that it can illuminate the entire main wear slider 58. Accordingly, the cameras 86 can detect the entire main wear slider 58 with high resolution.

[0064] In another example, as in the Fig. 7 and Fig. As shown in Figure 8, the image acquisition device 77 can be the camera 86, which is mounted on the roof of the rail vehicle 1 and is located directly in front of the main wear slide 58. The camera 86 can be mounted in the center of the rail vehicle 1 along the longitudinal direction of the main wear slide 58 and can rotate through a predetermined angle in both the pitch and yaw directions. That is, as shown in Fig. As shown in 7, camera 86 can have a pitch direction field of view Z. pexhibiting features that enable the detection of the entire height of the main wear glider 58, a pitch direction rotation angle P that allows image acquisition from the lower end in the lowered state to the upper end in the raised state, and by using an optical zoom to magnify the lower and upper ends without image degradation, it can precisely measure the vertical length of the main wear glider 58, thereby significantly improving the resolution achievable with a single pixel. Additionally, the camera 86, as described in Fig. Figure 8 shows a predetermined yaw direction field of view Z y and have a yaw direction rotation angle Y that enables it to detect the entire length of the main wear slider 58 from a first end to a second end along its longitudinal direction.

[0065] However, the image recording device 77 is not adapted to the one described in the Fig. The examples shown are limited to 5 to 8, but can be any image acquisition device 77 that is capable of detecting the entire length of the main wear slider 58 with high resolution.

[0066] The ultraviolet sensor 78 can be configured to detect arcs or similar phenomena through the window 72 that occur at a contact point between the pantograph 50 and the overhead line 60. For example, as in Fig. As shown in Figure 16, the voltage detected by the ultraviolet sensor 78 can increase if an arc occurs at the contact point between the pantograph 50 and the overhead line 60. However, it is understood that a device for detecting arcs or similar phenomena occurring at the contact point between the pantograph 50 and the overhead line 60 is not limited to the ultraviolet sensor 78 and the image acquisition device 77.

[0067] Fig. Figure 9 is a block diagram of a device for diagnosing a defect in a pantograph of a railway vehicle and calculating a remaining service life according to an embodiment of the present disclosure.

[0068] As in Fig. As shown in Figure 9, the device for diagnosing a defect in the pantograph 50 of the rail vehicle 1 and calculating its remaining service life according to an embodiment of the present disclosure may include a data detector 100, the control unit 120, the display 130, a loudspeaker 132 and a mobile device 134.

[0069] The data detector 100 can detect data necessary for diagnosing the pantograph 50. This data can include, for example, classification parameters as well as status values ​​and / or indices for evaluating the condition of the pantograph 50. The data detector 100 can incorporate a load sensor 102, a GPS sensor 104, a vehicle speed sensor 106, a pressure sensor 108, an insulation resistance sensor 64, an ammeter 67, an image acquisition device 77, an ultraviolet sensor 78, an ambient air temperature sensor 110, a timer 112, and a humidity sensor 114.

[0070] The load sensor 102 can be attached to one or more of the bogies 10 to detect the total load of the rail vehicle 1 and can transmit a corresponding signal to the controller 120. The controller 120 can estimate the number of passengers in the rail vehicle 1 based on the total load detected by the load sensor 102.

[0071] The GPS sensor 104 can measure the GPS coordinates of the rail vehicle 1 and transmit a corresponding signal to the controller 120. The rail vehicle 1 can move along predefined tracks, so its GPS coordinates make it possible to predict which track the vehicle is currently on. Additionally, the controller 120 can calculate the distance traveled or the speed of the rail vehicle 1 based on changes in its GPS coordinates.

[0072] The vehicle speed sensor 106 can be attached to the wheels 12 or an adjacent section of the rail vehicle 1, measure the speed of the rail vehicle 1, and transmit a corresponding signal to the controller 120. The speed of the rail vehicle 1 can also be calculated based on changes in the GPS coordinates measured by the GPS sensor 104, without using the vehicle speed sensor 106.

[0073] The pressure sensor 108 can be attached to the actuator 54 or to the compressed air line 55, measure the air pressure supplied to the pantograph 50, and transmit a corresponding signal to the control unit 120. As shown in Fig. As shown in Figure 13, the pressure sensor 108 can detect the pressure of the actuator 54 when the pantograph 50 is raised or lowered before the rail vehicle 1 starts to move, and alternatively, as shown in Fig. As shown in Figure 14, it can detect the pressure of the actuator 54 while the rail vehicle 1 is in motion.

[0074] The insulation resistance sensor 64 can be installed in parallel to the emergency earthing switch 62, can detect an insulation resistance between the overhead line 60 and the earth and can transmit a corresponding signal to the control unit 120.

[0075] The ammeter 67 can be positioned between the circuit breaker 66 and the on-board circuit, detect a supply current delivered to the on-board circuit, and transmit a corresponding signal to the control unit 120. As shown in Fig. As shown in Figure 16A, the supply current remains at zero for a certain period if an arc occurs at a contact point between the pantograph 50 and the overhead line 60. The ammeter 67 can be arranged between the circuit breaker 66 and the on-board circuit, detect the current supplied to the on-board circuit, and transmit a corresponding signal to the control unit 120.

[0076] The image acquisition device 77 can capture images of a contact section between the pantograph 50 and the overhead line 60 or images of the main wear slider 58 and transmit the corresponding signals to the controller 120. The controller 120 can process signals from the transmitted images using an image processing algorithm to detect phenomena such as arcing occurring at the contact point between the pantograph 50 and the overhead line 60, or to determine the amount of wear of the main wear slider 58.

[0077] The ultraviolet sensor 78 can detect arcs that occur at the contact point between the pantograph 50 and the overhead line 60 and transmit a corresponding signal to the control unit 120. As in Fig. As shown in Figure 16B, the voltage detected by the ultraviolet sensor 78 can increase if an arc occurs at the contact point between the pantograph 50 and the overhead line 60, while the voltage detected by the ultraviolet sensor 78 can remain at a normal level if no arc occurs at the contact point. Accordingly, the controller 120 can use the readings from the ultraviolet sensor 78 to detect the number of arc occurrences and / or their duration.

[0078] The outside air temperature sensor 110 can measure the temperature of the ambient air outside the rail vehicle 1 and transmit a corresponding signal to the control unit 120.

[0079] The timer 112 can measure the duration from a start time to an end time of a specific event and transmit a corresponding signal to the controller 120.

[0080] For example, the start time of the specific event can be a moment when a voltage detected by the ultraviolet sensor 78 begins to rise or when a supply current detected by the ammeter 67 begins to fall to zero, while the end time can be a moment when the voltage detected by the ultraviolet sensor 78 falls to a normal level or when the supply current detected by the ammeter 67 assumes a non-zero value.

[0081] The humidity sensor 114 can measure the humidity of the ambient air outside the rail vehicle 1 and transmit a corresponding signal to the control unit 120.

[0082] The controller 120 can be connected to the data detector 100 to enable communication and can be configured to receive a signal corresponding to the data detected by the data detector 100. The controller 120 can be configured to diagnose the pantograph 50 using the signal received from the data detector 100. For this purpose, the controller 120 can be implemented with one or more processors 122 that operate according to a predetermined program, which can be programmed to execute each step of the method for diagnosing a defect in the pantograph of the railway vehicle and calculating its remaining service life according to an embodiment of the present disclosure.

[0083] The controller 120 can contain a database 124, which may, for example, contain a buffer database 126 and a diagnostic database 128. Additionally, the database 124 can store the usage history for each component of the pantograph 50. For example, the database 124 can store the usage histories of components such as the actuator 54 and the main wear slider 58.

[0084] If the pantograph 50 is found to be defective, the controller 120 can be configured to store a caution code and / or a warning code and transmit a caution signal and / or a warning signal to the display 130, the loudspeaker 132, and / or the mobile device 134. Based on the caution signals and / or warning signals, a technician or user can perform maintenance on the pantograph 50 or replace it.

[0085] Fig. Figure 10 is a flowchart of a method for diagnosing a defect in a pantograph of a railway vehicle and calculating a remaining service life according to an embodiment of the present disclosure.

[0086] As in Fig. As shown in Figure 10, the method for diagnosing a defect in the pantograph 50 of the rail vehicle 1 and calculating its remaining service life according to one embodiment of the present disclosure can include: a setting operation (S200) of a status value for diagnosing the pantograph 50; a building operation (S210) of a database with indices; a comparison operation (S220) of a detected index with a reference index in the database; a diagnostic operation (S230) of a defect in the pantograph 50 based on a comparison result between the detected index and the reference index; and a calculation operation (S240) of the remaining service life of the pantograph 50 by trend analysis of the indices. A storage operation of a defect code (caution code and / or warning code) can be included if the determined index is larger than the reference index in the database in the diagnostic operation (S330) of a defect in the door 20.Furthermore, the method for diagnosing a defect in the pantograph 50 of the rail vehicle 1 and calculating its remaining service life according to an embodiment of the present disclosure may further include: a transmission process of the caution and / or warning signals to the display 130, the loudspeaker 132, an external server and / or the mobile device 134; and an output process of the caution and / or warning signals visually via the display 130, audibly via the loudspeaker 132 or visually, audibly or tactilely via the external server and / or the mobile device 134.

[0087] Here, the status value refers to data used to assess the condition of the pantograph 50 of the rail vehicle 1, and multiple status values ​​can be set to evaluate the condition of the pantograph 50. For example, the condition of the pantograph 50 can be assessed based on factors such as the pressure of the actuator 54, the frequency or duration of arcing occurrences, the insulation resistance, and / or the amount of wear of the main wear slider 58, so that the status value is the pressure of the actuator 54 when the pantograph 50 is raised before the vehicle moves, as in Fig. 13 shown, when the pressure of the actuator 54 during the driving of the vehicle, as in the Fig. 14 and Fig. 15 shown, as the frequency and / or duration of arcing events while driving the vehicle, as in the Fig. 16 and Fig. 17 shown, when the insulation resistance during driving the vehicle, as in Fig. 18 shown, and / or can be determined as the wear amount of the main wear slider 58.

[0088] Among the status values, the pressure of the actuator 54 can vary when the pantograph 50 is raised before the rail vehicle 1 moves, depending on the outside air temperature and the usage history of the actuator 54, so that the outside air temperature and the usage history of the actuator 54 can be defined as parameters for the class classification.

[0089] Among the status values, the pressure of the actuator 54 can vary during the movement of the rail vehicle 1, depending on the number of passengers, the speed and position of the rail vehicle 1, the outside air temperature and the usage history of the actuator 54, so that the number of passengers, the speed and position of the rail vehicle 1, the outside air temperature and the usage history of the actuator 54 can be defined as parameters for the class classification.

[0090] Among the status values, the frequency and / or duration of arc flash occurrences during the operation of rail vehicle 1 can vary depending on the number of passengers, the speed and position of rail vehicle 1, the outside air temperature and the usage history of the main wear glider 58, so that the number of passengers, the speed and position of rail vehicle 1, the outside air temperature and the usage history of the main wear glider 58 can be defined as parameters for the class classification.

[0091] Among the status values, the insulation resistance during the operation of the rail vehicle 1 can vary depending on the speed of the rail vehicle 1, the outside air temperature, the outside air humidity and the usage history of the pantograph 50, so that the speed of the rail vehicle 1, the outside air temperature, the outside air humidity and the usage history of the pantograph 50 can be defined as parameters for the class classification.

[0092] Among the status values, the wear amount of the main wear slider 58 can vary depending on its position along the longitudinal direction, so that the position of the main wear slider 58 in the longitudinal direction can be defined as a parameter for the class classification.

[0093] To ensure diagnostic accuracy, the status values ​​can be processed into at least one index, and each index can be further processed into a reference index. Accordingly, the condition of pantograph 50 can be diagnosed by comparing the index of a given class with the reference index corresponding to that class. Here, the index of the given class can either be the status value of that class or be calculated by processing the status value, and the reference index of that class can be calculated by applying a design factor to a class-specific index. Here, the reference index of the given class can include a caution reference index to generate a caution signal and a warning reference index to generate a warning signal.The caution reference index can be calculated by applying a caution design factor to the index, and the warning reference index can be calculated by applying a warning design factor to the index. The caution design factor and the warning design factor for one index may be different from or identical to the caution design factor and the warning design factor for another index.

[0094] Additionally, the caution factor for a given index can be smaller than the warning factor for that index.

[0095] When the status value of a given class is measured, one or more indices and one or more reference indices corresponding to that class can be calculated. For example, if the pressure of actuator 54 is measured while the pantograph 50 in front of the drive of the rail vehicle 1 is being raised, according to a given ambient air temperature and a given usage history of actuator 54, an average pressure or a minimum pressure of actuator 54 can be calculated as an index, corresponding to the ambient air temperature and the usage history of actuator 54.By multiplying the index corresponding to the outside air temperature and the usage history of the actuator 54 by a caution design factor, the caution reference index corresponding to the outside air temperature and the usage history of the actuator 54 can be calculated; similarly, by multiplying the index corresponding to the outside air temperature and the usage history of the actuator 54 by the warning design factor, the warning reference index corresponding to the outside air temperature and the usage history of the actuator 54 can be calculated.

[0096] The index types used to assess the condition of the pantograph 50 can be based on an average, minimum and / or variance of the pressure of the actuator 54, measured while the pantograph 50 is being raised before the rail vehicle 1 starts moving, depending on the outside air temperature and the usage history of the actuator 54; or on an average, minimum and / or variance of the pressure of the actuator 54 during movement, depending on the number of passengers, the speed and position of the rail vehicle 1, the outside air temperature and the usage history of the actuator 54.the value based on the average, maximum and / or variance of the number and / or duration of arcing events during travel, depending on the number of passengers, the speed and position of the rail vehicle 1, the outside air temperature and the usage history of the main wear slider 58; the value based on the average, minimum and / or variance of the insulation resistance during travel, depending on the speed of the rail vehicle 1, the outside air temperature, the outside air humidity and the usage history of the pantograph 50;and include the value based on the average, maximum, and / or variance of the wear amount of the main wear slider 58, depending on its position along a longitudinal direction. Additionally, the caution reference index and the warning reference index can be calculated for each index. Furthermore, the caution design factor and the warning design factor for one index may differ from the caution design factor and warning design factor for another index.

[0097] Operation S210 can be performed if pantograph 50 is initially positioned on rail vehicle 1 and the database has not yet been built, or if pantograph 50 of rail vehicle 1 has been serviced or replaced, resulting in a database reset. Additionally, operation S220 can be performed if a reference index exists within diagnostic database 128.

[0098] Fig. 11 is a flowchart that illustrates process S210 from Fig. 10 shows.

[0099] As in Fig. As shown in Figure 11, the index database creation process (S210) can begin with defining a maximum number of status values ​​that can be stored in the buffer database 126 (S310). For example, a user can define a maximum number of status values ​​based on considerations such as the storage capacity of the buffer database 126. In contrast, the controller 120 can be configured to autonomously determine the maximum number of status values ​​based on factors such as the storage capacity of the buffer database 126. If multiple status values ​​are defined, the maximum number of status values ​​that can be stored in the buffer database 126 can be set individually for each status value.

[0100] Once the maximum number of status values ​​is set, the data detector can detect 100 data points for evaluating the condition of the pantograph 50 (S320) and process the detected data to store it as status values ​​in the buffer database 126 (S330). The data can include status values ​​and parameters, where the status values ​​relate to the pressure of the actuator 54 while the pantograph 50 is being raised before the rail vehicle 1 moves, the pressure of the actuator 54 during movement, the number and / or duration of arcing events during movement, the insulation resistance during movement, and / or the wear amount of the main wear slider 58. If the status value is the pressure of the actuator 54 while the pantograph 50 is being raised before the rail vehicle 1 moves, the ambient air temperature and the usage history of the actuator 54 can be set as parameters.If the status value is the pressure of the actuator 54 during travel, the number of passengers, the speed and position of the rail vehicle 1, the outside air temperature, and the usage history of the actuator 54 can be set as parameters; if the status value is the number and / or duration of arcing occurrences during travel, the number of passengers, the speed and position of the rail vehicle 1, the outside air temperature, and the usage history of the main wear slider 58 can be set as parameters; if the status value is the insulation resistance during travel, the speed of the rail vehicle 1, the outside air temperature, the outside air humidity, and the usage history of the pantograph 50 can be set as parameters;and if the status value is the wear amount of the main wear slider 58, the position of the main wear slider 58 along the longitudinal direction can be set as a parameter.

[0101] As already mentioned, the status values ​​can be influenced by parameters, so that the controller 120 can be configured to classify the detected parameters into one of several classes and to store corresponding class-specific status values ​​in the buffer database 126.

[0102] The controller 120 can be configured to determine whether the number of status values ​​stored in the buffer database 126 for a specific class is equal to or greater than the maximum number of status values ​​defined for that class (S340). If multiple status values ​​are defined, the controller 120 can be configured to determine whether the number of any one status value has reached or exceeded its corresponding maximum number of status values. Alternatively, it can determine whether all of the multiple status values ​​have reached or exceeded their maximum number of status values.

[0103] If the number of status values ​​stored in the buffer database 126 is less than the maximum number of status values, the data detector 100 can continue to detect data for evaluating the condition of the pantograph 50 (S320).

[0104] If the number of status values ​​stored in buffer database 126 is equal to or greater than the maximum number of status values, the controller 120 can be configured to transfer the status values ​​from buffer database 126 to diagnostic database 128 and delete the status values ​​from buffer database 126 (S350). The number of status values ​​stored in buffer database 126 corresponds to the maximum number of status values ​​or the product of the maximum number of status values ​​and the number of status value types, thus managing the memory resources of buffer database 126.

[0105] Once the status values ​​have been transferred from the buffer database 126 to the diagnostic database 128, the controller 120 can be configured to process the status values ​​within the diagnostic database 128 to calculate the index and the reference index (S360), and to store both the index and the reference index in the diagnostic database 128. For example, if the pressure of the actuator 54, measured while the pantograph 50 is being raised before the train 1 departs, is transferred as a status value according to any given outside air temperature and a usage history of the actuator 54, at least one average value, minimum value, and / or variance of the pressure of the actuator 54 while the pantograph 50 is raised before the train 1 departs can be calculated as an index within a class that includes a specific outside air temperature and usage history.In another example, if the pressure of the actuator 54 during the movement of the rail vehicle 1 is transmitted as a status value according to the number of passengers, vehicle speed, vehicle position, outside air temperature and usage history of the actuator 54, at least one of the average value, minimum value and / or variance of the pressure of the actuator 54 during the movement of the rail vehicle 1 within a class that includes the number of passengers, the vehicle speed, the vehicle position, the outside air temperature and the usage history of the actuator 54 can be calculated as an index.In another example, if the number of arc occurrences and / or the duration of the arcs during the operation of rail vehicle 1 is transmitted as a status value according to the number of passengers, the vehicle speed, the vehicle position, the outside air temperature and the usage history of the main wear glider 58, at least one of an average value, maximum value and / or variance of the arc occurrences and / or arc duration during the operation of rail vehicle 1 within a class that includes the number of passengers, the vehicle speed, the vehicle position, the outside air temperature and the usage history of the main wear glider 58 can be calculated as an index.In another example, if the insulation resistance during the operation of rail vehicle 1 is transmitted as a status value according to the vehicle speed, the ambient air temperature, the ambient air humidity, and the usage history of pantograph 50, at least one of the average, minimum, and / or variance values ​​of the insulation resistance during the operation of rail vehicle 1 within a class that includes the vehicle speed, the ambient air temperature, the ambient air humidity, and the usage history of pantograph 50 can be calculated as an index. In another example, if the wear amount of the main wear slider 58 is transmitted as a status value according to any position along its longitudinal direction, at least one of the average, maximum, and / or variance values ​​of the wear amount within the class that includes the given longitudinal position can be calculated as an index.

[0106] Additionally, the caution reference index and the warning reference index can be calculated for each index. For example, in the Fig. 13, Fig. 14 and Fig. As shown in Figure 18, a caution limit index can be calculated by applying a caution setting factor to the index, and a warning limit index can be calculated by applying a warning setting factor to the same index.

[0107] Afterwards, the controller 120 can be trained to perform an update of the diagnostic database 128 (S370).

[0108] The following describes the procedures for updating the diagnostic database 128 with reference to Fig. 12 described in detail.

[0109] Fig. 12 is a flowchart that shows one in process S370 of Fig. The 11th process carried out shows.

[0110] As in Fig. As shown in Figure 12, the process can be carried out if the index and the reference index have been stored. That is, if the index and the reference index are stored in the diagnostic database 128, the data detector can proceed with detecting data to evaluate the condition of the pantograph 50 (S410). This data can include status values ​​and parameters, where the status values ​​relate to the pressure of the actuator 54 while the pantograph 50 is being raised before the train 1 moves, the pressure of the actuator 54 during movement, the number and / or duration of arcing occurrences during movement, the insulation resistance during movement, and / or the wear amount of the main wear slider 58. If the status value is the pressure of the actuator 54 while the pantograph 50 is being raised before the train 1 moves,The outside air temperature and the usage history of actuator 54 can be set as parameters; if the status value is the pressure of actuator 54 during travel, the number of passengers, the speed and position of rail vehicle 1, the outside air temperature, and the usage history of actuator 54 can be set as parameters; if the status value is the number and / or duration of arcing occurrences during travel, the number of passengers, the speed and position of rail vehicle 1, the outside air temperature, and the usage history of the main wear slider 58 can be set as parameters; if the status value is the insulation resistance during travel, the speed of rail vehicle 1, the outside air temperature,The outside air humidity and the usage history of the pantograph 50 can be set as parameters; and if the status value is the wear amount of the main wear slider 58, the position of the main wear slider 58 along the longitudinal direction can be set as a parameter.

[0111] The controller 120 can process the data detected by the data detector and store it in the buffer database 126 as a status value corresponding to a relevant class (S420). The controller 120 can be configured to determine whether the number of status values ​​stored in the buffer database 126 for the corresponding class is equal to or greater than the maximum number (n) of status values ​​for that class (S430).

[0112] If the number of status values ​​stored in buffer database 126 is less than the maximum number of status values, the data detector can still detect data to assess the condition of pantograph 50 (S410).

[0113] If the number of status values ​​stored in the buffer database 126 for the corresponding class is equal to or greater than the maximum number of status values ​​for that class, the controller 120 can be configured to transfer the status values ​​of that class from the buffer database 126 to the diagnostic database 128 and to delete the status values ​​of that class from the buffer database 126 (S440).

[0114] Afterwards, the controller 120 can be trained to update the index and the reference index for the corresponding class within the diagnostic database 128 (S450). For example, if the number, average, and variance of the status values ​​in the diagnostic database 128 are Nc, Ac, and σ before the update c 2 the number, average and variance of the status values ​​n, a and σ transferred from buffer database 126 2 The number, average, and variance of status values ​​in diagnostic database 128 after the update may be as follows. Updated number of status values ​​= Nc + n Updated average of status values ​​= (Ac×Nc+a×n) / (Nc+n) Updated variance of status values ​​= (σc2×Nc+σ2×n) / (Nc+n)

[0115] As previously mentioned, the index of the corresponding class can be defined based on the class's status values, the average of the status values, or their variance, so that the index can also be updated when the average and variance of the status values ​​are updated. If the index of the corresponding class is defined as the maximum value among its status values, it can be updated by comparing the maximum value before the update with the previous status values. Furthermore, if the index within diagnostic database 128 is updated, the reference index within diagnostic database 128 can be updated accordingly.

[0116] The controller 120 can then be configured to determine whether the number of status values ​​stored in the diagnostic database 128 for the corresponding class is equal to or greater than a predetermined number of status values ​​defined for that class (S460). The performance of the pantograph 50 may be high during initial installation, replacement, or maintenance and gradually decrease with increasing usage. Accordingly, the performance of the pantograph 50 during initial installation, replacement, or maintenance can be used as a reference for evaluating its performance. By limiting the number of status values ​​stored in the diagnostic database 128, it may be possible to manage the memory resources of the diagnostic database 128 efficiently.Furthermore, by using the performance of the pantograph 50 during its initial installation, replacement or maintenance as a reference for evaluation, the condition of the pantograph 50 can be accurately diagnosed.

[0117] If, in step S460, the number of status values ​​stored in the diagnostic database 128 for the corresponding class is less than a predetermined number of status values ​​for that class, the data detector 100 can continue to detect data for the diagnosis of the pantograph 50 (S410).

[0118] If, in step S460, the number of status values ​​stored in the diagnostic database 128 for the corresponding class is equal to or greater than the predetermined number of status values ​​for that class, the controller 120 can be configured to prevent updates to both the index and the reference index within the diagnostic database 128 (S470). In some embodiments, an update period can be defined during which the diagnostic database 128 can be updated, and once this update period has expired since the start of database creation, updates to the index and the reference index within the diagnostic database 128 can be prevented.If updates to the index and reference index of the corresponding class within diagnostic database 128 are prevented, the controller 120 can also be configured to delete the status values ​​of this class stored in diagnostic database 128. Accordingly, the memory resources of diagnostic database 128 can be managed effectively. Furthermore, if updates to the index and reference index within diagnostic database 128 are prevented, the controller 120 can also be configured to restrict the transfer of status values ​​from buffer database 126.In this case, if the number of status values ​​stored in the buffer database 126 for the corresponding class is equal to or greater than the maximum number of status values ​​defined for this class, the controller 120 can be configured to compare the index of the corresponding class in the buffer database 126 with the reference index of the same class in the diagnostic database 128, which includes both the caution reference index and the warning reference index, and then delete the status values ​​in the buffer database 126 without transferring them.

[0119] Referring to Fig. Once the index database is established in process S210, control 120 can be configured to compare the identified index of the corresponding class with the reference index of that class (S220). If multiple indexes and reference indexes are configured, each index can be compared with its corresponding reference index. Additionally, a single index of the corresponding class can be compared with both the caution reference index and the warning reference index of that class.

[0120] If, during operation S220, a comparison result shows that one of the multiple indices exceeds the caution reference index, a caution code can be stored and a caution signal transmitted to the display 130, the loudspeaker 132, the external server, and / or the mobile device 134 (S230). If one of the multiple indices exceeds the warning reference index, the warning code can additionally be stored and the warning signal transmitted to the display 130, the loudspeaker 132, the external server, and / or the mobile device 134 instead of the caution code (S230). For the purposes of this description, it can be stated as an example that a caution code or a warning code is stored when one of the multiple indices exceeds either the caution reference index or the warning reference index, but the embodiments of this disclosure are not limited thereto.For example, if all of the multiple indices exceed either the caution reference index or the warning reference index, a caution code or a warning code can be stored accordingly. Alternatively or additionally, the caution or warning code can be stored if the number of instances in which an index exceeds the caution reference index or the warning reference index reaches or exceeds a predetermined threshold.

[0121] If in step S230 it is determined that the condition of pantograph 50 is normal or a caution code has been stored, the controller (120) can be trained to calculate the remaining service life of pantograph 50 (S240).

[0122] As in the Fig. 15 and Fig. As shown in Figure 18, extending the service life of the pantograph 50 can lead to a reduction in the pressure (or the corresponding index) of the actuator 54 during the operation of the rail vehicle 1 or in the insulation resistance (or the corresponding index) during the operation of the rail vehicle 1.

[0123] Alternatively, as in Fig. 17 shows that an extension of the service life of the pantograph 50 leads to an increase in the number of arc occurrences and / or the duration of the arcs during the operation of the rail vehicle 1 and / or the wear of the main wear slider 58.

[0124] If the corresponding index falls or rises to a level corresponding to the warning reference index, maintenance or replacement of the pantograph 50 may be necessary. In other words, the index corresponding to the target service life of the pantograph 50 can be defined as the warning reference index. Accordingly, the remaining service life of the pantograph 50 can be analyzed by trend analysis of the indices.

[0125] In step S240, the controller 120 can be configured to calculate the remaining service life of the pantograph 50 using one of the several indices.

[0126] Alternatively, the controller 120 can be configured to calculate several remaining lifetimes of the pantograph 50 using each individual index and to determine the shortest of these as the remaining lifetime of the pantograph 50.

[0127] The remaining service life of the pantograph 50 can be calculated using various methods, depending on whether it is functioning normally (i.e., when the index is greater or less than the precautionary reference index) or when the index falls below or exceeds the precautionary reference index.

[0128] If the index is greater or less than the precautionary reference index, the remaining service life of pantograph 50 can be calculated by subtracting the current service life from the target service life. Aging or failure of pantograph 50 may progress gradually or occur suddenly over time. Accordingly, it may not be necessary to accurately predict the remaining service life of pantograph 50 if it is functioning normally.

[0129] If the index falls below or exceeds the caution reference index, the remaining service life of the pantograph 50 can be calculated based on the difference between the current index and the warning reference index.

[0130] The controller 120 can then be configured to report the calculated remaining service life to the display 130, the loudspeaker 132, an external server, and / or the mobile device 134. Based on the reported remaining service life, a mechanic can prepare for the replacement or servicing of the pantograph 50.

[0131] Although this invention has been described in connection with embodiments currently considered practical, it should be noted that the invention is not limited to the disclosed embodiments. It is understood that those skilled in the art can make various modifications and equivalent substitutions without departing from the scope of the present disclosure as defined by the appended claims. REFERENCE MARK 1 rail vehicle 10 bogie 14 traction motor 20 Door 30 battery 34 Main transformer 40 Speaker and intercom device 44 Air conditioning unit (HVAC) 48 distribution board 52 Mainspring 55 Compressed air line 58 Main wear sliders 62 emergency grounding switches 66 circuit breakers 68 Surge protection 70 sensor housings 73 Wash fluid nozzle 75 Window dirt sensor 77 Image recording device 79 light 82 Scanner light 86 Camera 102 Load sensor 106 Vehicle speed sensor 110 Outdoor air temperature sensor 114 Humidity sensor 122 processor 126 Buffer database 130 display 134 mobile device 5 vehicles 12 wheel 16 gearboxes 22 Door control unit 32 Air compressor 36 Brake control unit 42 Wireless Communicator 46 Fire alarm 50 Pantograph 54 actuator 56 connection 60 overhead line 64 insulation resistance sensor 67 ammeters 69 Main fuse 72 windows 74 window wiper blades 76 Illuminance sensor 78 Ultraviolet sensor 80 line scanners 84 lanes 100 data detector 104 GPS sensor 108 Pressure sensor 112 timers 120 control 124 database 128 Diagnostic Database 132 speakers

Claims

[1] Method for diagnosing a defect in a pantograph of a railway vehicle and calculating its remaining service life, the method comprising: Establishing a status value for diagnosing the pantograph; Building a database with indices for diagnosing pantographs; Comparing a detected index with a reference index; and storing a pantograph defect code if the detected index is larger than the reference index in the database. wherein the status value refers to an actuator pressure when the pantograph is raised before the railway vehicle is driven, an actuator pressure during the railway vehicle is driven, a number of arc occurrences or a duration of arc events during the railway vehicle is driven, an insulation resistance during the railway vehicle is driven, or a wear amount of a main wear slider, and the index is based on a value based on an average, minimum, or variance of the actuator pressure when the pantograph is raised before the rail vehicle is driven, according to an outside air temperature and a usage history of the actuator; a value based on the average, minimum, or variance of the actuator pressure while the rail vehicle is driven, according to a number of passengers, vehicle speed, vehicle position, outside air temperature, and usage history of the actuator; a value based on an average, maximum, or variance of a number of arc occurrences or a duration of arc events while the rail vehicle is driven, according to a number of passengers, vehicle speed, vehicle position, outside air temperature, and usage history of the main wear slider; a value based on an average,minimums or a variance of the insulation resistance during the operation of the rail vehicle according to vehicle speed, outside air temperature, outside air humidity and pantograph usage history, or a value based on an average, maximum or variance of a wear amount of the main wear slider depending on its position along a longitudinal direction. [2] Method according to claim 1, wherein The reference index includes a caution reference index and a warning reference index; if the index is larger than the caution reference index, a caution code is stored, and If the index is larger than the warning reference index, a warning code is stored. [3] Method according to claim 1, wherein The database includes a buffer database and a diagnostic database, and the reduction of the database with indexes for diagnosing the pantograph includes: Setting a maximum number of status values ​​that can be stored in the buffer database; Detecting a status value; Determine whether the number of status values ​​stored in the buffer database is equal to or greater than the maximum number of status values; Transferring status values ​​from the buffer database to the diagnostic database and deleting status values ​​from the buffer database when the number of status values ​​stored in the buffer database is equal to or greater than the maximum number of status values; and Calculating the index and the reference index by processing the status values ​​in the diagnostic database. [4] Method according to claim 3, wherein the index and the reference index are updated until the number of status values ​​stored in the diagnostic database reaches a specified limit. [5] Method according to claim 3, wherein an update of the index and the reference index is prevented when the number of status values ​​stored in the diagnostic database exceeds a specified limit. [6] Method according to claim 1, wherein when comparing the detected index with the reference index, each of the indices is compared with its corresponding reference index. [7] Method according to claim 6, wherein the defect code is stored when, during the storage of the pantograph defect code, a given index is larger than its corresponding reference index. [8] Method according to claim 2, further comprising calculating the remaining service life of the pantograph, wherein the remaining service life of the pantograph is calculated on the basis of a difference between a current index and the warning reference index when the index is equal to or greater than a corresponding precautionary reference index. [9] Method according to claim 8, wherein the remaining service life of the pantograph is calculated by subtracting a current service life from a target service life when the index is smaller than the corresponding precautionary reference index. [10] Device for diagnosing a defect in a pantograph of a railway vehicle and calculating a remaining service life, the device comprising: a data detector designed to measure data that includes a status value for diagnosing the pantograph; and a controller that includes a buffer database and a diagnostic database and is trained to diagnose the defect of the pantograph and to calculate its remaining service life using the data detected by the data detector, wherein the control system is configured to perform the method for diagnosing the defect in the pantograph of a rail vehicle and calculating its remaining service life according to claim 1. [11] Device according to claim 10, wherein The reference index includes a precautionary reference index and a warning reference index, and the control system is designed to calculate the remaining service life of the pantograph based on a difference between a current index and the warning reference index when the index is equal to or greater than the corresponding precautionary reference index. [12] Device according to claim 11, wherein the control is configured to calculate the remaining service life of the pantograph by subtracting a current service life from a target service life when the index is smaller than the corresponding precautionary reference index. [13] Device according to claim 10, wherein the data detector further includes an image recording device configured to photograph either a contact section between the pantograph and an overhead line or an image of the main wear slider. [14] Device according to claim 13, wherein the image acquisition device includes a line scanner configured to move parallel to a longitudinal direction of the main wear slider and to scan the total length of the main wear slider. [15] Device according to claim 13, wherein the image acquisition device includes a plurality of cameras arranged parallel to a longitudinal direction of the main wear slider. [16] Device according to claim 13, wherein the image acquisition device includes a camera positioned in front of the main wear slide and configured to rotate about a predetermined angle in pitch and yaw directions.

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