WO2006125256A1 - Monitoring system for mechanically self-guided vehicle - Google Patents
Monitoring system for mechanically self-guided vehicle Download PDFInfo
- Publication number
- WO2006125256A1 WO2006125256A1 PCT/AU2006/000683 AU2006000683W WO2006125256A1 WO 2006125256 A1 WO2006125256 A1 WO 2006125256A1 AU 2006000683 W AU2006000683 W AU 2006000683W WO 2006125256 A1 WO2006125256 A1 WO 2006125256A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- vehicle
- sensors
- rail
- measurements
- track
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
- B61K9/12—Measuring or surveying wheel-rims
Definitions
- the present invention relates to a method and system for dynamically determining a current state of a mechanically self-guided vehicle and producing an action based on the determined state.
- Mechanically self-guiding vehicles include trains, trams, monorail trains, road-rail vehicles and track guided buses. These vehicles are guided by at least one track which is engaged by a number of wheels along the length of the vehicle.
- Road-rail vehicles are road vehicles adapted for travel on rail in addition to road.
- a typical road-rail vehicle is a production road licensed, rubber tyred vehicle that is additionally equipped with one or more mechanical apparatus to lift, guide and/or propel the vehicle on any one of a multitude of rail systems and gauges .
- the attachment rail devices may typically comprise of independent suspension and guide wheels, full axle with independent rotating wheels or full axle - wheel set either with constant load or over centre carriers .
- the present invention is most suited for, but not limited to, higher speed lighter road-rail vehicles.
- Such vehicles are generally tested and rated for certain speeds and loading under normal track operating conditions. Such tests may be empirically or theoretically determined over a restricted sample of conditions. The vehicle is then classified with a blanket rating for its permitted speed and loading.
- the present invention seeks to provide an additional level of safety for mechanically self-guided vehicles.
- a monitoring system for dynamically determining a current state of a mechanically self-guided vehicle comprising: sensors for measuring either or both of : (i) a vertical force on each of a plurality of wheels of the vehicle; and/or (ii) a lateral acceleration on each of a plurality of wheels of the vehicle; means for processing the measurements from the sensors to determine the current state of the vehicle; and means for acting on the determined state.
- the means for acting on the determined state is an alarm.
- the means for acting on the determined state is an automatic control device for overriding control of the vehicle .
- the sensors also measure wheel rotation velocity and/or vehicle velocity.
- the means for acting on the determined state comprises a means to determine whether the state falls outside one or more parameters and in that event said means acts on the state.
- the sensors measure the distance to the rail contact surface .
- the sensors measure distance between the vertical contact surface of the track head and some reference point on the bogie assembly and also the inclined distance between the rail head corner (known as gauge corners in railway terminology) and some reference point on the bogie .
- the means for acting on the determined state includes one or more of : issuing an audible and/or visual alert indication; means to reduce the application of vehicle acceleration; means to activate the vehicle brakes; or a speed limiting means .
- the sensors further measure : dynamic load on each wheel; vertical acceleration; dynamic track gauge; track curvature; vehicle operating conditions; driver attentiveness/vigilance; driver door open; driver seat belt.
- the states determined include: speeding; overloading, load imbalance, shifting load; hunting; rail wheel flange riding; derailment; derailment risk; roll over risk; poor tracking; poor track conditions; tyre deflation; poor mechanical reliability; driver presence.
- the system further comprises recording means to record sensor measurements and/or the determined state in a log.
- the measurements from the sensors are compared to a base line state recorded in a database storage means.
- the system further comprises means for comparing the measurements from the sensors to measurements stored in a database and in the event that the measurements fall outside of one or more tolerances from those in the database an alarm is triggered.
- the vehicle is a road-rail vehicle.
- the means for acting on the determined state undertakes a dynamic action substantially immediately following determination of a state that requires action.
- a method of monitoring the state of a mechanically self-guided vehicle comprising: taking measurements from sensors that measure either or both of :
- Figure 1 is a side elevation of a road-rail system applied to a truck;
- Figure 2 is a front elevation of the road-rail system of
- Figure 3 is a side elevation of an alternative road-rail system applied to a truck
- Figure 4 is a schematic view of a system for dynamically determining a current state of a mechanically self-guided vehicle.
- Figures 5a to 5d are schematic information flow diagrams of a method of dynamically monitoring the current state of a mechanically self-guided vehicle and acting on the state, in which Figure 5a shows a sensor component, Figure
- FIG. 5b shows a database and input component
- Figure 5c shows a processor component
- Figure 5d shows an output component .
- Road-rail vehicles are typically used to patrol and inspect the track, convey work gangs, personnel, assorted loads and construction equipment to worksites on rail networks .
- the road vehicles or construction vehicles are interfaced to rail using rail engaging bogeys, which are lifted from the ground during road travel, and are lowered to engage the track during rail travel.
- the road wheels carry a portion of the weight of the vehicle. The vehicle is guided along its course by the direction of travel of the truck and while the vehicle has its rail wheels engaged with the track it must follow that course .
- a road-rail vehicle 10 which includes a road vehicle 12 guided by a rail 14 of a railway track.
- the vehicle 10 includes a front bogey 16 which is arranged to hydraulically descend to contact rail guide wheels (D) with the rail 14 thereby supporting the front of the vehicle so that front road engaging wheels 18 are raised from the ground.
- a rear bogey 20 is arranged to hydraulically descend rail wheels to engage with the rail 14.
- Rear road wheels 22 remain in contact with the rail surface.
- the bogeys 16 and 20 mechanically guide the vehicle along the railway track.
- the rear road engaging wheel 22 provides locomotive force to the vehicle thereby propelling it forwards or backwards.
- a road-rail vehicle 10' comprises a rear bogey 20' that supports the rear of the vehicle 10' such that the road engaging wheels 22 are above the ground. Either or both the bogeys 16 or 20 apply locomotive force to the rail 14 thereby propelling the road-rail vehicle 10' forwards or backwards.
- the rail guidance system is no longer able to keep the vehicle self steering and in contact with the rail.
- at least one of the rail guide wheels loses correct contact with the rail track.
- the system 30 includes a plurality of sensors 32 which measure various physical properties 35 of the vehicle 10 and/or of the operating conditions (such as track condition) .
- the sensors 32 provide the measurements to a microprocessor 34 or some other data processor, programmable logic device, such as a Field-Programmable
- the microprocessor 34 interprets the measurements to determine the state of the vehicle according to the information provided by the sensors 32.
- the microprocessor 34 is connected to an output 36 which activates one or more alert/devices if the state of the vehicle falls outside one or more parameters.
- the microprocessor 34 is connected to a storage means 38 for storing a database of information and for logging the measurements taken.
- the microprocessor 34 is also connected to a communications device 40 for receiving an update to one or more parameters stored in the database or for transmitting the measurements received from the sensors 32.
- the microprocessor 34 receives a clock input from clock circuit 42.
- the microprocessor 34 may also receive an input from the vehicle driver, via input means 86.
- the microprocessor 34 determines a number of states of the vehicle, the different states being determined by different measurements from the sensors 32.
- the flow diagrams in Figures 5a to 5d show an embodiment of a method 50 of the present invention.
- the processor 34 is controlled by a computer program to perform the method 50.
- the groups of measurements are processed by subsystems, which include a speed subsystem 52, a load sensor subsystem 54, a guidance subsystem 56 and a movement subsystem 58.
- the speed subsystem 52 uses measurements of speed, acceleration and direction.
- the load sensor subsystem 54 uses measurements of load per wheel and total load.
- the guidance subsystem 56 uses measurements of lateral displacement, lateral acceleration and lateral movement rate for each wheel. It also uses measurements of vertical displacement, vertical acceleration and vertical movement rate for each wheel .
- the movement subsystem 58 measures vertical displacement, vertical acceleration and vertical movement rates for and lateral displacement, lateral accelerations and lateral movement rates for each wheel.
- Each of these measurements are transferred via an information highway to be stored 60 in the database of storage means 38, and are also used to calculate various derived conditions of the vehicle.
- the static and dynamic load and load variations are calculated.
- the results of these calculations can be subject to filtering and used to determine predictions and patterns .
- the stored measurements are transferred via information highway to calculation blocks, which perform calculations.
- Calculation block 64 calculates dynamic guidance variations and provides filtering, predictions and patterns.
- Calculation block 66 determines dynamic movement variations and also provides filtering, predictions and patterns.
- Calculation block 80 determines combined load, guidance and movement variations and provides filtering, predictions and patterns.
- the database of storage means 38 may contain a set of safety parameters 68 (which may be input through the communications means 40) from a safety parameter storage facility 70. Each of the parameters 68 are compared with those measured and/or calculated at comparators 72, 74, 76 and 78.
- a driver awareness subsystem 82 monitors the output of the comparators 72, 74, 76 and 78 to warn the driver. This occurs by a driver display and output system 84 causing an output through the output means 38.
- the driver awareness subsystem 82 may also prompt the vehicle diver to respond via driver input means 86 such as a keypad.
- the type of alert generated may determine the type of output.
- the output may be provided in the form of an audible speaker system 84 which may drive a speaker 88 or it may in addition have an indicator light 87. It may also drive an alphanumeric display. Requiring feedback from the driver ensures that the driver is aware of the alert provided to them.
- a log subsystem 90 logs the alerts given and the response thereto. The logged information is able to be output 92.
- a speed correction subsystem 94 receives a warning/alarm when the vehicle speed is approaching or exceeds a speed parameter. The parameter may be a maximum vehicle speed or may be dynamically calculated, based on track, and/or vehicle conditions. Upon detecting a warning/alarm the subsystem 94 will determine a control method, which may be one of issuing an instruction to the driver to slow down, or to take control of one or more aspect of the vehicles controls, such as acceleration and/or braking.
- a vehicle with a non symmetrical lateral, transverse and/or longitudinal load will shift the centre of gravity of the vehicle from the centreline of the vehicle. Given unfavourable factors, the vehicle will have an increased risk to derail.
- a vehicle that is overloaded has the centre of gravity shifted vertically upwards. This increases the rollover moment of the vehicle at speed and, as for unbalanced loads, the vehicle will have an increased risk of derailment .
- the system 10 can determine the loading on the vehicle.
- the system can detect an unbalanced or overloaded load by measuring or estimating the weights, directly or indirectly.
- the weight is estimated directly by measuring the load in the rail guidance system (RGS) with an appropriate device.
- RGS rail guidance system
- An example of "indirectly” is by making an estimate by measuring the deflection or angular movement of an independent suspension component of a single wheel of a wheel set compared to a suitable location on the vehicle body.
- the vehicle can develop lateral RGS wheel movement that can lead to derailment because a lateral acceleration at the RGS wheel will generate enough force in certain conditions to allow the flange of the RGS wheel to climb over the rail gauge face whereupon the ability to guide is diminished or lost and derailment may occur.
- the system can determine two general parameters by measuring, via the sensors, the acceleration, and thus forces, particularly the patterns in time and space.
- the initial is the propensity and bias for lateral movement which is an indicator of vehicle maintenance and loading issues (and track maintenance in some situations) , an example is broaching.
- the trending or prediction of the movement can lead to parameters that highlight approaching unstable conditions . Examples are cycling lateral impact conditions, called hunting.
- Nadal's formula is from APTA Passenger Rail Equipment Safety Standards Task Force Technical Bulletin 1998-1, Part 2 and is available at the following web site: http: //www. apta.com/about/committees/press/bulletin/1998- lb.cfm
- the track gauge has a direct bearing on the safe operation of the vehicle. If the gauge is too wide or too narrow relative to the gauge settings on the vehicle, then there is an increased risk of derailment. This is more so in track curves .
- track gauge conditions that are approaching the safety limits of the vehicle in motion can be detected.
- the driver can be warned and alarms given to alter the vehicle's travelling speed or alternatively to stop the vehicle.
- the actual gauge for this vehicle type, weight and travelling conditions is measured.
- the official gauge measured by the railway companies is derived from more sophisticated track geometry measurement vehicles .
- the results can be different to the dynamic gauge measurement from this typically lighter road -rail vehicles. So predictions of vehicle operational safety from track problems using official track geometry data may sometimes have limited effect in vehicle safety compared to this dynamic measurement method.
- Track curvature is designed for safe operating speeds by designing and matching the rate of change of curvature, the radius and the entry and departure changes to the track curve cant to suit.
- the likelihood of derailment is significant.
- An embodiment of the invention applies to curves of single cusp cross levels on curves, multiple down and out cusps, steady and dynamic curving.
- an estimate for the probability of derailment can be determined.
- Static, workshop measurement of the rail wheel dimensions can provide a better model for derailment prediction which is stored in the database.
- the vehicle Given other prior known track details by way of pre-programmed stored data, either by an online communications system or built in x flash' memory, the vehicle can be dynamically checked to determine the risk. The driver is then warned of the increased risk and the system may intervene in the control of the vehicle. Alternatively, the determination can be made dynamically when no such prior knowledge is available to the system. In this case, the Roll Over method may be used.
- the rollover indicator and an alternative form of a lateral force indicator.
- the initial parameter is the propensity and bias for lateral movement which is an indicator of vehicle maintenance and loading issues (and track maintenance in some situations) . Examples are hunting and broaching. Secondly, the trending or prediction of the movement can lead to parameters that highlight approaching unstable conditions. Examples are cycling impacts condition.
- the character of the lateral force is different to those measured by the Guidance method.
- the vehicle has other elements that influence the calculation of the forces e.g. body Centre of Gravity and the suspension system.
- the lateral acceleration contains adequate information to enable a successful computation of the forces that can be compared against a safety parameter table .
- warnings and alarms can be issued to the driver for action.
- the operational and dynamic limits of the vehicle can be stored onboard the vehicle in temporary or permanent, fixed or removable electronic computer memory.
- the parameters are derived by historical data, field experiments and standard models of vehicles. They may be in the form of lists, tables, arrays either in binary, text or encrypted for protection.
- the parameter storage and method may contain error checking and correction methods, for example LPC and CRC32, to ensure the integrity.
- the parameters may be:
- These parameters can act as thresholds to determine the permissible limit for the sensor measurement signals or derived results. They can be used in a vehicle static or dynamic mode of operation.
- the parameters also contain calibration details for the sensors when required. Again, the calibration parameters have the same properties as all parameters. Calibration is important to maintain a standard throughout the rail company's fleet of vehicles or to allow adjustment of individual parameters to better discriminate unsafe and safe conditions . Types of Information Displayed and Safety Warnings
- the information may be derived when the vehicle is in a stationery condition (Static) or when the vehicle is in a travelling condition (Dynamic) . Both static and dynamic operation are measured and displayed.
- Static stationery condition
- Dynamic travelling condition
- Information derived from the system can be used to warn the driver of :
- a vehicle (A) is equipped with:
- the implementation may be from a basic system with load monitoring for static use, through to a full equipped vehicle with all subsystems.
- a speed and distance measurement sensor group may include, but are not limited to:
- a GPS system with or without inertial fibre optical gyro take over subsystems ; • a shaft encoder generating a number of pulses per unit of distance either by optical, magnetic (Hall Effect) , capacitive or inductive sensors installed on one or more rotating contact wheels;
- optical CCD or similar photon to image linear and 2 dimension sensors with correlation computational electronics to determine speed and/or direction for either measuring the ground speed and/or the rotational speed of the contact wheels;
- the sensors generating pulses per unit distance can also give a distance travelled measurement. Distance travelled over a set time period yields the vehicle's speed.
- Load measurement or load indication sensors may include, but are not limited to:
- optical measurement sensors like laser range finding, triangulation, CCD linear or 2 dimensional image movement measurements, and fibre optical defection sensors,-
- inductive sensors determining proximity of the vertical position of the arms relative to some appropriate surface .
- the rail surface road surface, vehicle body;
- capacitive sensors determining proximity of the vertical position of the arms relative to some appropriate surface.
- the rail surface, vehicle body,- and • linear distance measurement sensors such as linear potentiometer or LVDT sensors measuring the compression and/or expansion of the suspension device material or system between the wheel and vehicle.
- Linear distance or indication measurement methods may include, but are not limited to:
- ultrasonic sensors • optical measurement sensors like laser range finding, triangulation, CCD linear or 2 dimensional movement measurements;
- contact LVDT or resistive sensors e.g. steering rod position measurement.
- Motion detectors measurements or indicators may include, but are not limited to:
- optical measurement sensors like laser range finding, triangulation, CCD linear or 2 1 image movement detection and distance measurements.
- Pressure sensors may include, but are not limited to:
- PVDF Polyvinylidene Fluoride
- Signals from the following sensors are measured by the system and used as required in the safe operating of the vehicle: Seat belt engaged / disengaged, engine on, engine running, reversing, braking, hydraulics operating, hydraulics at safe pressures, park brake engaged, gear position, clutch depressed.
- Acoustic noise measurements are made by one of more microphones using capacitive, piezoelectric, dynamic or electrostatic techniques.
- a keyboard or equivalent and touch sensitive input device is required to collect:
- One or more electronic computing devices are required to:
- the system of the present invention may be included in a vehicle control computer system by the vehicle manufacturer, added on and worked in conjunction with the original vehicle systems or as a separate, stand-alone device .
- the system of the present invention may be included in driver vigilance systems, as an add on to work in conjunction with these systems or as a separate stand alone system.
- the driver When commencing use of vehicle with the system, the driver is required to complete a safety check list for the operational safety of the vehicle, the driver and the other occupants .
- the system will measure the state of the vehicle while in a static state and informs the driver of conditions exceeding the ability or predetermined operating permission for that vehicle and the driver.
- This is a check list of safety requirements.
- the system may permit the driver to operate the vehicle if programmed to do so or may inhibit the vehicle operation until the entire check list has been cleared and the static measurements are all within acceptable limits or condition for safe operation. Examples for the check lists are: seat belt on, hand brake on/off, rail gear locked, visual inspection check.
- the driver may be required to attend to a track side inspection or temporary stop.
- the safety system will permit the driver to come to a full stop, make the vehicle safe and depart while still supervising the safe operation of the vehicle.
- the driver must complete a closure check list to ensure the safe completion of use of the vehicle.
- the vehicle may then be transferred back to road use .
- the system provides an emergency override function in the event that urgent actions are required by the drive to make safe the vehicle, themselves or passengers.
- the position of the vehicle is monitored and compared to known track related information. Examples are switches, road crossings, curves, stations. At such locations as deemed necessary, the driver will be issued with a warning or advice instruction at a predetermined approach position.
- the instruction maybe for speed restrictions or enhance information concerning the safe operation of the vehicle in these areas.
- the vehicle In rail applications where the rail access is not protected and controlled by a signalling system, the vehicle must gain track access permission.
- the access will be granted with certain conditions. Namely, they may be a time limit before the vehicle must be cleared from track or permission to run to a distance limit or place limit then to clear the track.
- the system can provide the necessary facility to input the certain condition and monitor the progress of the vehicle against that condition. As the time limit is approached, appropriate advisory display will be issued. Similarly appropriate advisory displays will be issued for distance and position limits.
- the system will collect signals from various sensors which may be filtered and amplified. These are then typically converted from analogue signals to a digital form (A to D) . Other signals, for example, hand brake engaged, are either a low (off) or high (on) voltage. These are converted directly to digital low or high for the computer system.
- the system may be protected from dangerous analogue or power electrical spikes.
- the speed, load, movement, guidance, status monitoring and acoustic subsystems will convert the raw signals into useful information.
- the subsystem may directly compute the outputs required or supply semi processed information for further processing by other computing elements in the invention.
- the converted raw signals will be used to determine part output.
- the processes maybe singular or in combination of the following, as determined by the nature of the raw signal and the required output:
- sensors and their signals can be set to monitor the signal at a fixed distance or time intervals and record the results in the logged memory. This is to aid the analysis of the track maintenance and vehicle performance.
- the ability to control when this mode is turned on and off either manually or automatically (locally or remotely) is provided. Display and Alarm
- the display and alarm subsystem combines one or more outputs from the Collection Systems and determine what action should be taken.
- the system will commence a sequence of events to raise the attention of the driver to the heightened safety issue of the vehicle.
- Audible Chimes and bell sounds, musical passage, verbal spoken instructions (prerecord or machine read from text files) by means of radio, computer, amplifier, vehicle horn. Other continuos or periodic sounds designed to be heard in the acoustic environment for the appropriate vehicle e.g. siren.
- Optical LED lighting positioned for the driver, indirect display lighting, indirect LED or other lighting (eg vehicle cab lights), dashboard symbols, projected displays on the surrounding dash, windscreen or driver visible object in the direction of the outlook of the driver, computer screen displays .
- Vibration Seat vibration devices, steering wheel vibration devices .
- the system optionally may commence procedures to bring the vehicle back into a safe mode.
- intervention may be one or more of the following: • the application of brakes;
- An electronic memory device be it flash style, disk or other.
- the system may be equipped with a telecommunications device.
- the logged information can be accessed and sent to remote computer storage for later processing.
- post accident information can assist finding the cause of the problem to improve future safety procedures or training.
- the logged information can be transmitted in real time to allow real time remote reporting and analysis if required.
- Remote access can be via standard speed modem, Bluetooth wireless, LAN wireless, satellite, hardwired or GSM facilities.
- the information in real time will permit the latest safety parameters, instructions and track information details to be sent to the system rather than the preloaded information. Thus the system will always have the latest information to guide the driver and minimise derailment and accident risks.
- Information captured from the logging process can be post processed to reveal trends and extract track and truck maintenance information.
- Examples of track related information relate to the track geometry measurements. For typical examples, but not limited to these are:
- This data can be calculated by the statistical or other processing methods from the logged data over numerous vehicles and daily operational patterns.
- a particular advantage is that each vehicle is collecting the information on a daily bases rather than the infrequent bi-yearly, but more detailed measurements made by specialised track geometry measurement vehicles.
- problems can be attended to before they become of significance and cause rail and wheel wear, further track degradation, track access problems, increased risk of track downtime and increased derailment risks.
- Vehicle maintenance problems can be located statistically or with other mathematical techniques. Such, typical examples, but not limited to these are:
- Such variables that can be determined are yaw, pitch, roll (upper and lower body) , bounce, track gauge narrowing, vehicle resonance.
- the derivation of the output from the guidance subsystem is not limited to just this subsystem.
- Other subsystems of the invention can also compute similar information.
- the outputs may the combination of one or more subsystem processes mathematically combined to yield a more significant and probable conclusion.
- the derivation of the output from the movement subsystem is not limited to just this subsystem.
- Other subsystems of the invention can also compute similar information.
- the outputs may the combination of one or more subsystem processes mathematically combined to yield a more significant and probable conclusion.
- the acoustic and vibration devices are not limited to the rail interface area but may also reside in other areas in and/or on the vehicle.
- corrugation scuffing, flanging and wheel flats
- Other subsystems of the invention can also compute similar information.
- the outputs may the combination of one or more subsystem processes mathematically combined to yield a more significant and probable conclusion.
- the slippage of the braking wheels can be determined.
- the wheel slip can be reduced by reducing the braking pressure on the wheel to regain rotation.
Abstract
Description
Claims
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AU2006251855A AU2006251855A1 (en) | 2005-05-23 | 2006-05-23 | Monitoring system for mechanically self-guided vehicle |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AU2005902623A AU2005902623A0 (en) | 2005-05-23 | Monitoring system for mechanically guided vehicle | |
AU2005902623 | 2005-05-23 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2006125256A1 true WO2006125256A1 (en) | 2006-11-30 |
Family
ID=37451564
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/AU2006/000683 WO2006125256A1 (en) | 2005-05-23 | 2006-05-23 | Monitoring system for mechanically self-guided vehicle |
Country Status (1)
Country | Link |
---|---|
WO (1) | WO2006125256A1 (en) |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN102745206A (en) * | 2012-07-06 | 2012-10-24 | 南车资阳机车有限公司 | Control system integrated with precaution function for locomotive microcomputer control system and control method and control method |
WO2016114902A1 (en) * | 2015-01-12 | 2016-07-21 | Smartdrive Systems, Inc. | Rail vehicle event triggering system and method |
US9487222B2 (en) | 2015-01-08 | 2016-11-08 | Smartdrive Systems, Inc. | System and method for aggregation display and analysis of rail vehicle event information |
US9663127B2 (en) | 2014-10-28 | 2017-05-30 | Smartdrive Systems, Inc. | Rail vehicle event detection and recording system |
US9902410B2 (en) | 2015-01-08 | 2018-02-27 | Smartdrive Systems, Inc. | System and method for synthesizing rail vehicle event information |
WO2019008403A1 (en) * | 2017-04-20 | 2019-01-10 | Volvo Truck Corporation | A device/method for parking brake assistance |
Citations (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5492002A (en) * | 1993-08-23 | 1996-02-20 | Higgins; Richard L. | Instrumented wheelset system |
GB2371121A (en) * | 2001-01-13 | 2002-07-17 | Dawe John | Railway train control system |
US6487975B1 (en) * | 2000-08-21 | 2002-12-03 | Jonathan I. Gordon | Roller coaster car having a force-isolated passenger compartment |
US6575902B1 (en) * | 1999-01-27 | 2003-06-10 | Compumedics Limited | Vigilance monitoring system |
US6675077B2 (en) * | 2000-10-11 | 2004-01-06 | Transportation Technology Center Inc. | Wheel-railhead force measurement system and method having cross-talk removed |
WO2004024531A1 (en) * | 2002-09-13 | 2004-03-25 | Bombardier Transportation Gmbh | Vehicle on-board diagnostic system |
WO2005030554A1 (en) * | 2003-09-26 | 2005-04-07 | Bombardier Transportation Gmbh | Lateral acceleration control system |
WO2005105536A1 (en) * | 2004-05-03 | 2005-11-10 | Sti Rail Pty Ltd | Train integrity network system |
-
2006
- 2006-05-23 WO PCT/AU2006/000683 patent/WO2006125256A1/en active Application Filing
Patent Citations (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5492002A (en) * | 1993-08-23 | 1996-02-20 | Higgins; Richard L. | Instrumented wheelset system |
US6575902B1 (en) * | 1999-01-27 | 2003-06-10 | Compumedics Limited | Vigilance monitoring system |
US6487975B1 (en) * | 2000-08-21 | 2002-12-03 | Jonathan I. Gordon | Roller coaster car having a force-isolated passenger compartment |
US6675077B2 (en) * | 2000-10-11 | 2004-01-06 | Transportation Technology Center Inc. | Wheel-railhead force measurement system and method having cross-talk removed |
GB2371121A (en) * | 2001-01-13 | 2002-07-17 | Dawe John | Railway train control system |
WO2004024531A1 (en) * | 2002-09-13 | 2004-03-25 | Bombardier Transportation Gmbh | Vehicle on-board diagnostic system |
WO2005030554A1 (en) * | 2003-09-26 | 2005-04-07 | Bombardier Transportation Gmbh | Lateral acceleration control system |
WO2005105536A1 (en) * | 2004-05-03 | 2005-11-10 | Sti Rail Pty Ltd | Train integrity network system |
Cited By (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN102745206A (en) * | 2012-07-06 | 2012-10-24 | 南车资阳机车有限公司 | Control system integrated with precaution function for locomotive microcomputer control system and control method and control method |
US9663127B2 (en) | 2014-10-28 | 2017-05-30 | Smartdrive Systems, Inc. | Rail vehicle event detection and recording system |
US9487222B2 (en) | 2015-01-08 | 2016-11-08 | Smartdrive Systems, Inc. | System and method for aggregation display and analysis of rail vehicle event information |
US9902410B2 (en) | 2015-01-08 | 2018-02-27 | Smartdrive Systems, Inc. | System and method for synthesizing rail vehicle event information |
US9981674B1 (en) | 2015-01-08 | 2018-05-29 | Smartdrive Systems, Inc. | System and method for aggregation display and analysis of rail vehicle event information |
WO2016114902A1 (en) * | 2015-01-12 | 2016-07-21 | Smartdrive Systems, Inc. | Rail vehicle event triggering system and method |
US9908546B2 (en) | 2015-01-12 | 2018-03-06 | Smartdrive Systems, Inc. | Rail vehicle event triggering system and method |
WO2019008403A1 (en) * | 2017-04-20 | 2019-01-10 | Volvo Truck Corporation | A device/method for parking brake assistance |
CN110352152A (en) * | 2017-04-20 | 2019-10-18 | 沃尔沃卡车集团 | Apparatus/method for stopping brake auxiliary |
CN110352152B (en) * | 2017-04-20 | 2022-07-08 | 沃尔沃卡车集团 | Method and system for parking brake assist and vehicle |
US11685347B2 (en) | 2017-04-20 | 2023-06-27 | Volvo Truck Corporation | Device/method for parking brake assistance |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US9827991B2 (en) | Method and system for determining a road condition | |
US8401720B2 (en) | System, method, and computer software code for detecting a physical defect along a mission route | |
CN104129377B (en) | Automobile active anticollision adaptive fuzzy control method | |
CN102639383B (en) | The method with the state of the bogie truck of at least one wheels of monitoring railroad vehicle | |
CA2900938C (en) | System, method, and apparatus to detect and report track structure defects | |
CN101939202B (en) | Device for measuring the movement of a self-guided vehicle | |
EP1104734B1 (en) | Method and apparatus for detecting railroad car derailment | |
US9728016B2 (en) | Wheel monitoring system and method | |
US20120245758A1 (en) | Driving behavior detecting method and apparatus | |
CN109278796B (en) | Vehicle-mounted wheel out-of-roundness detection system | |
WO2006125256A1 (en) | Monitoring system for mechanically self-guided vehicle | |
CN109000935B (en) | Method for judging performance of new energy automobile brake system | |
CN207274303U (en) | A kind of vehicle tyre flat tire prewarning device | |
EP3168111A1 (en) | Control system with adhesion map for rail vehicles | |
JP5415175B2 (en) | Advanced train safety control system using ground and vehicle observation data | |
CN102922999A (en) | Vehicle dangerous driving state recognition device and recognition method for mountain highway | |
CN107672600A (en) | A kind of pilotless automobile security system and method for controlling security | |
AU2011308097B2 (en) | A railroad track inspection vehicle | |
JP3449976B2 (en) | Wheel load unevenness acquisition method and apparatus, railway vehicle, railway vehicle and track maintenance method | |
US11472450B2 (en) | Method and control unit for detection of derailment on the basis of wheel speed signals | |
AU2006251855A1 (en) | Monitoring system for mechanically self-guided vehicle | |
KR101077094B1 (en) | System and Method for inferring danger-driving of vehicles | |
JP2019192157A (en) | Operation management device of vehicle | |
JP2007015484A (en) | Abnormality detection method and device of truck steering mechanism for articulated railway vehicle | |
JP2003220810A (en) | Tire pneumatic pressure alarm device |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application | ||
WWE | Wipo information: entry into national phase |
Ref document number: 2006251855 Country of ref document: AU |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
WWW | Wipo information: withdrawn in national office |
Country of ref document: DE |
|
WWP | Wipo information: published in national office |
Ref document number: 2006251855 Country of ref document: AU |
|
NENP | Non-entry into the national phase |
Ref country code: RU |
|
WWW | Wipo information: withdrawn in national office |
Country of ref document: RU |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 06741105 Country of ref document: EP Kind code of ref document: A1 |