阅读说明：本技术 用于润滑铁路转辙器的装置、系统和方法 (Device, system and method for lubricating a railway switch ) 是由 乔根·托格森 于 2020-04-03 设计创作，主要内容包括：本发明涉及一种用于润滑铁路转辙器的装置,该装置是可远程控制的并且构造成在铁路轨道上移动,其中该装置包括用于润滑剂的容器和构造为用润滑剂润滑铁路转辙器的至少一个喷嘴。本发明还涉及一种系统,其包括所述装置和用于远程控制所述装置的控制器。本发明还涉及一种用于润滑铁路转辙器的方法,其中该方法包括以下步骤：将所述装置远程导控至铁路转辙器；远程指示该装置润滑铁路转辙器；以及远程导控该装置离开铁路转辙器,以避免阻碍列车运行通过所述转辙器。(The invention relates to a device for lubricating a railway switch, which device is remotely controllable and is configured to move on a railway track, wherein the device comprises a container for lubricant and at least one nozzle configured to lubricate the railway switch with lubricant. The invention also relates to a system comprising said device and a controller for remotely controlling said device. The invention also relates to a method for lubricating a railway switch, wherein the method comprises the following steps: remotely piloting the device to a railway switch; remotely instructing the device to lubricate a railway switch; and remotely directing the device away from a railroad switch to avoid obstructing train movement through the switch.)

1. A device (1) for lubricating a railway switch (31), the device (1) being remotely controllable and configured to move on a railway track (21), characterized in that the device (1) comprises a container (17) for a lubricant and at least one nozzle (13) configured to lubricate the railway switch (31) with the lubricant.

2. Device (1) according to claim 1, wherein the device (1) comprises a plurality of nozzles (13) and a control system controlling each nozzle (13) independently from each other, and each nozzle (13) is positioned to lubricate a different part of the railway switch (31).

3. Device (1) according to claim 1 or 2, wherein the device (1) further comprises a rotor (7) allowing the device (1) to fly.

4. Device (1) according to claim 1 or 2, wherein the device (1) is configured to be attachable to a separate vehicle (41) comprising a rotor (7).

5. The device (1) according to any one of the preceding claims, wherein the device (1) comprises a lidar system (10) for correct positioning of the device (1) relative to the railway track (21).

6. Device (1) according to any one of the preceding claims, wherein the device (1) comprises stereo cameras (15) for detecting the railway switches (31).

7. The device (1) according to any one of the preceding claims, wherein the device (5) further comprises an AI unit (19) for processing data.

8. The device (1) according to any of the preceding claims, wherein the device (1) further comprises at least one strong and flexible wire connecting different parts of the device (1).

9. A system (43) comprising a device (1) according to any of the preceding claims and a controller (45) for remotely controlling the device (1).

10. A method for lubricating a railway switch (31), characterized in that it comprises the steps of:

remotely piloting a device (1) according to any one of claims 1 to 8 to the railway switch (31);

remotely instructing the device (1) to lubricate the railway switch (31); and

remotely piloting the device (1) away from the railway switch (31) so as to avoid obstructing the train running through the switch.

Technical Field

The present invention relates to a device for lubricating a railway switch, which is remotely controllable and is configured to move on a railway track. The invention also relates to a system comprising said device and a controller for remotely controlling said device. The invention also relates to a method for lubricating a railway switch.

Background

Railway switches are one of the most important assets in railway operations because they allow trains to switch tracks and take different routes. However, they are also one of the railroad assets that cause most train delays, and they require a significant amount of maintenance. In fact, 20-40% of the total maintenance and inspection costs of a railway are associated with switches. Lubrication, geometrical measurements and inspection of railway switches are basic maintenance tasks to prevent train delays. These activities are performed by manual labor, which requires interruption of normal train service due to safety regulations. This reduces the freight tonnage capacity, passenger capacity and significant maintenance capacity of the railway network and increases the cost of operation of the railway network.

Inspection is typically performed using a survey train and/or an imaging train. However, if the road network capacity is heavily used, the use of these trains requires that normal train operation be interrupted. For each railway switch, the measuring trains are typically used 2-4 times per year, and they cannot act as first responders to a railway switch failure. They are mainly directed to the analysis of the entire road network. Furthermore, the cost of running a survey train is high.

To avoid some of the above disadvantages, hovering Unmanned Aerial Vehicles (UAVs), commonly referred to as drones, may be used for railway inspection. However, UAVs are energy inefficient and run time is short when performing such checks on railroad switches. Furthermore, navigating on a railway network is difficult for hovering UAVs and the complexity of route planning is high for hovering UAVs performing railway switch checks.

Disclosure of Invention

It is an object of the present invention to remedy or reduce at least one of the disadvantages of the prior art, or at least to provide a useful alternative to the prior art. Said object is achieved by the features specified in the description below and in the subsequent claims. The invention is defined by the independent patent claims, while the dependent claims define advantageous embodiments of the invention.

In a first aspect, the invention relates more particularly to a device for lubricating a railway switch, which device is remotely controllable and is configured to move on a railway track, wherein the device comprises a container for lubricant and at least one nozzle configured to lubricate the railway switch with lubricant. The device may for example comprise wheels adapted to a railway track (typically with a pitch of 1435 mm) and one or more motors providing propulsion for the device. Since the device is remotely controllable, it may be unmanned, whereby the safety of the operator is not an issue. A device configured to be unmanned can also be made relatively small and light so it requires less energy to move. It may also be cheaper to manufacture. The device may, for example, comprise a frame consisting essentially of a lightweight carbon material. The device may be constructed in such a way that it does not interfere with any nearby facilities, with the currents in the railway track, or with the risk of creating short circuits in said track. Some or all of the surfaces of the device may be coated with an insulating material, for example. Furthermore, if the device is light and the train hits it at high speed, the impact hardly affects the train and does not injure passengers. The unmanned and remotely controllable device may also be programmable to operate automatically at specific times and locations that are compatible with the schedule of the train using the railroad track. Thus, when the device lubricates a railway switch, there is no need to significantly interrupt normal train operation.

In one embodiment, the apparatus may include a plurality of spray nozzles, each positioned to lubricate a different portion of a railway switch, and a control system to independently control each spray nozzle. Railway switches typically include a pair of joined tapered rails (known as switch rails, point tracks, or point blades) located between diverging outer rails (known as stock rails). These points can be moved laterally, typically between two end positions, to guide the train from the point to either of two diverging paths. Under the point rails there are usually sliding plates to support the point rails and to ensure that they can slide between two positions. The point rail will have a maximum lateral displacement at its free end, which becomes smaller and smaller from said free end towards the opposite end of the point rail, which opposite end is firmly connected to the immovable rail of the railway track. Therefore, a wider lubrication width is required at the free end of the point rail than more towards the fixed end. If the nozzles can be controlled independently of each other, a variable lubrication width can be obtained by having a plurality of nozzles positioned at different distances from the center of the railway track. In this way, more nozzles can be opened at the free end of the point rail, lubricating a wider width than at the end towards the stock rail. Thus, the entire movable area of the point rail can be lubricated in a single driving pass of the device without wasting lubricant by also lubricating the wide area where the displacement width of the point rail is narrow. Since the device needs to carry lubricant, less use of lubricant means that it needs to be refilled fewer times, which saves time. As an alternative to multiple nozzles, wide-mouth nozzles with variable opening widths may be used, which provides similar technical effects as multiple nozzles. As a further alternative, at least one nozzle may be movable and capable of dispensing lubricant in a transverse direction of the rail, i.e. a width perpendicular to the direction of movement of the device on the railway. In this way, the device can lubricate the entire width of the railway switch.

In one embodiment, the device may further comprise a rotor to allow the device to fly. This would have the advantage that the device can be moved quickly to and from the railway track, thereby not having to disturb train operation even on very busy railway tracks. Such a device can simply wait beside the track for the train to pass the switch, then fly and land onto the railway track to lubricate the switch, and again fly quickly off the track. Furthermore, the device can also be easily and quickly moved from one railway track to another when the track is not connected near the location of the device.

In an alternative embodiment, the apparatus may be configured to be attachable to a separate vehicle (vessel) that includes a rotor, such as a commercially available multi-rotor UAV without legs. This has the advantage that the separate vehicle can be quickly replaced if it stops working, for example due to damage to the rotor or rotor motor.

Since flying generally requires more energy than traveling, one advantage is that the device is configured to move on the railroad track even when it is capable of flying. In this way, the device can do more work before recharging energy is needed. Since the device can typically be powered using an electric motor and a battery, recharging of the energy typically requires recharging the battery. Another advantage of being able to move on the railway track is that the lubrication will be more accurate and less affected by e.g. wind than if the device were always in the air. Furthermore, navigation to the railway switches becomes easy to solve after the device has landed on the rails, whereby the complexity of the route planning of the device performing maintenance and inspection of the railway switches will be low.

The device can be stored in an automated drone hangar of a large railway station with many switches. Larger train stations or railway freight stations are examples of such stations. At smaller stations, the device may be transported by truck and sent from the truck for maintenance and inspection. Alternatively, the operator may follow the device and control it if an accident occurs.

The device may include various sensors that may enable the device to be automatically inspected and serviced. For example, the device can fly and operate fully automatically at takeoff, while landing on the track, during maintenance and inspection of the railway switches, and when returning to the point of departure. The device may include, for example, a GPS system, compass, stereo camera, thermal imaging camera, lidar system, AI unit for processing data, and/or data acquisition and transmission unit.

For example, from a departure point to an entry point on a track, a device may typically follow a flight path consisting of several predefined GPS coordinates. The device can enter the track from above while still being in the vertical space between the track and a possible overhead line. The vertical spacing may be, for example, around 5 m. The last GPS coordinate marking the touchdown point may be the midpoint between the rails. For example, when landing on the track, the device will begin to descend towards the GPS coordinates, and the lidar system may maintain the device equidistant from the left and right rails to properly position the device relative to the railway track. This will ensure that the device lands correctly on the track and is particularly advantageous in the event of GPS interference and/or wind. Stereo cameras that can record 3D images or video can ensure proper orientation along the rail, such as in the case of GPS and compass interventions. An Artificial Intelligence (AI) engine may be included to process this information and send it to the flight computer. Once the device has landed on the rail, the aerial propulsion motor may be turned off and the device may begin to move forward on the track at a suitable speed (e.g., running speed or higher) towards the railway switch via the rail propulsion motor and wheels.

Since each railway switch usually has at least one GPS coordinate at the front, reaching this coordinate means that the installation can be slowed down and start maintenance and inspection procedures. This can typically be done at walking speed or higher. Lidar is usually the primary sensor that detects the position of the switch machine and the width of the gap between the point rail and the stock rail. This tells the lubrication system which nozzles should be opened to spray lubricant at the switch. The lidar and stereo camera can detect where the sliding plate of the switch starts and ends. This controls when the nozzle should fire. The lidar may simultaneously acquire geometric metrology data for geometric metrology measurements, the stereo camera may take photographs for visual inspection, and the thermal imaging camera may take photographs for thermal inspection. These cameras may, for example, be programmed to start operating at GPS coordinates in front of the switch and take a picture of the entire switch. The AI engine may process data and control the lubrication system. The data collection and transmission unit may store the data and send them to the switch analysis platform and/or the asset management system. When maintenance and inspection is complete, the device can accelerate and travel to the next switch to repeat the procedure, or it can fly back to the take-off point. The device may for example follow a flight path consisting of several predefined GPS coordinates.

The device also provides a line of support for train dispatchers and technicians if the railroad switch is inoperable.

One use of the device may be to connect it via Wi-Fi, 4G or 5G to a switch analysis platform commonly used by railway operators. The switch analysis platform may collect and analyze sensor data from switches and may send work orders directly to the device. The work order may be accompanied by additional information such as GPS coordinates, preferred flight and rail routes, preferred time slots, and type of switches. This allows for automatic maintenance and inspection of the railway switches. When the device is maintaining and inspecting a railroad switch, it can send information back to the switch analysis platform in the form of inspection images, thermal images, geometric metrology data, and the type of maintenance that has been performed. The analysis platform may then analyze the results of the maintenance and inspection and clear the switch to an acceptable state or send work orders to field personnel to perform more significant maintenance, such as replacing the motor or blade (blade).

Another use of the device may be to connect it to an asset management system and have the asset management system send work orders to the device via a maintenance technician based on a counter or calendar. The device may receive work orders from an asset management system, which enables semi-automatic maintenance and inspection of switches. When the device is maintaining and inspecting a railroad switch, it may send information back to the asset management system in the form of inspection images, thermal images, geometric metrology data, and the type of maintenance that has been performed. Maintenance personnel can analyze the results of the maintenance and inspection and clear the switches to an acceptable state or send work orders to field personnel to perform more significant maintenance.

The device can be used for inspecting all types of infrastructure in railways by using, for example, stereo cameras and/or thermal imaging cameras. If the device has a rotor, it can also fly over the disturbance area of the train and any overhead lines and inspect the railroad without interrupting normal train traffic. Examples of uses of the apparatus may be photographic and thermographic inspection of rails, sleepers, drainage culverts and/or ballast, and/or photographic and thermographic inspection of rail temperature, overhead line systems, traction return systems, grounding and bonding systems, railway switch heating systems, insulated rail joints, humans or animals on or near tracks, and/or faults that may lead to train delays or train cancellations.

In one embodiment, the device may further comprise at least one strong and flexible wire connecting different parts of the device. This would have the advantage that if the device breaks, for example in a collision with a train, it will be split into fewer pieces, as the strong and flexible wire will hold the different parts of the device together. Thus, there is less risk that fragments of the device will hit and injure e.g. nearby people, animals or parts of a facility. The wire may preferably be located inside the material from which the device is constructed to ensure that the wire does not get caught around external obstacles. The line may for example be located within a frame connecting the wheels to each other and to a central unit comprising the sensors. One possible material for the thread is UHMWPE (ultra high molecular weight polyethylene), also known as HMPE (high modulus polyethylene) or HPPE (high performance polyethylene). UHMWPE is a very high molecular weight polyolefin resin (typically between 2 and 6 million grams per mole) that has very long polymer chains. By enhancing intermolecular interactions, the long chains more effectively transfer the load to the polymer backbone. This results in a very tough material that may have the highest impact strength of any thermoplastic currently available.

In a second aspect, the invention relates to a system comprising a device according to the first aspect of the invention and a controller for remotely controlling the device.

In a third aspect, the invention relates to a method for lubricating a railway switch, wherein the method comprises the steps of: remotely piloting a device according to the first aspect of the invention to a railway switch; remotely instructing the device to lubricate a railway switch; and remotely directing the device away from a railroad switch to avoid obstructing a train from passing through the switch.

Drawings

Examples of preferred embodiments are described below, and illustrated in the accompanying drawings, wherein:

FIG. 1 shows an embodiment of the device according to the invention, seen from above (FIG. 1A) and from the front (FIG. 1B);

figure 2 shows the device of figure 1, viewed from above and positioned on a railway track at two different locations along a railway switch;

fig. 3 shows the device of fig. 1 and 2, viewed from the front and from above, respectively, with a separate vehicle attached thereto;

figure 4 shows another embodiment of the device according to the invention, in which the rotor is integrated into the device;

FIG. 5 shows a system according to the invention, wherein the system comprises the device of FIG. 4 and a controller for remotely controlling the device; and

fig. 6 shows a lubrication system that can be used on the device according to the invention.

In the figures, reference numeral 1 denotes a device according to the invention. The figures are schematic and the features therein are not necessarily drawn to scale. The same reference numerals indicate the same or similar features.

Detailed Description

Fig. 1A and B show a device 1 according to the invention, viewed from above and from the front, respectively. The apparatus 1 comprises wheels 3 configured to move on rails 23 (not shown in fig. 1A) of a railway track 21 (shown in fig. 2) and a motor 5 for providing propulsion for the apparatus 1. Although the figures only show the motor 5 for the wheels 3 at the rear of the device 1, the device 1 may also comprise a motor 5 for the wheels 3 at the front. The wheels 3 are connected via a frame 11, which also carries the central unit 9. The frame 11, and possibly also the central unit 9, may comprise at least one strong and flexible wire (not visible in the figures) which is embedded in the material of said frame 11 and possibly the central unit 9, whereby the device 1 will be broken into less pieces in case of a collision with a train. The central unit 9 comprises a camera unit 15 with stereo and thermal imaging cameras, a lidar 10 for measuring distances, an AI unit 19 for processing the collected data, a battery 21 and a reservoir 17 for lubricant. The device 1 comprises a plurality of nozzles 13 for lubricating the railway switches 31 (shown in figure 2), the nozzles 13 being positioned on each side of the front of the device 1. Reservoir 17 is associated with a pump 18 for pumping lubricant to nozzle 13 via a suitable conduit 49 (shown in fig. 6). The nozzles 13 are individually controlled and positioned such that they have different distances to the rail 23 when the device 1 is in the position of use on said rail 23. In this way, the nozzle 13 can lubricate substantially the entire width of the sliding plate 25 on which the point rail 27 moves.

Fig. 2A and B show the device 1 of fig. 1 viewed from above and positioned on a railway track 21 at two different locations along a railway switch 31. The railway track 21 comprises rails 23 supported by railway sleepers 29 and the railway switch 31 comprises points 27 movable on a sliding plate 25. The point rail 27 is fixed at one end 33, substantially pivotable about the fixed end 33. Thus, the opposite free end 35 has the greatest lateral movement across the slide plate 25. In fig. 2A, the device 1 has just entered the railway switch 31 so that the nozzles 13 for lubricating the railway switch 31 are above the first sliding plate 25. The camera unit 15 and/or the lidar system 10 may detect the position of the first sliding plate 25. In this position, the point rail 27 has maximum lateral movement, so that all the nozzles 13 are open to lubricate the respective width areas of the sliding plate 25. The range of movement of the point rail 27 decreases as the device 1 moves along the railway switch 31. For example, in the position of the device 1 shown in fig. 2B, the nozzle 13 is substantially above the fixed end 33 of the point rail 27. Since the point rail 27 does not move significantly in this position, only a narrow lubrication area is required, so that only the nozzle 13 directly above the point rail 27 is open. The camera unit 15 and/or the lidar system 10 may detect which nozzles 13 should be opened. Alternatively, the nozzle 13 that should be opened at any given position of the switch 31 may be predetermined by the geometry of the switch 31. In this way, no lubricant will be wasted by being sprayed on the portions of the railway switch 31 where the switch track is no longer moving (and therefore there is no need to lubricate these portions). The device 1 can thus lubricate more switch tracks 31 before it has to be refilled.

Fig. 3A and B show the device 1 of fig. 1 and 2, seen from the front and from above, respectively, with a separate vehicle 41 comprising a rotor 7 attached thereto. The rotor 7 is driven by a motor 8. In this way, the device 1 is able to fly. The separate carrier 41 may be, for example, a commercially available carrier, whereby it can be easily replaced if it is damaged or malfunctions.

Fig. 4A and B show a device 1 similar to the device 1 shown in fig. 1-3, but wherein the rotor 7 and the corresponding motor 8 are integrated in the frame 11 of the device 1. This integration has the advantage that the device 1 shown in fig. 4 can be made lighter than the device 1 shown in fig. 3 with the separate carrier 41 attached. The weight of the device 1 is important in order to use as little energy as possible, especially in flight.

Fig. 5 shows a system 43 according to the invention, wherein the system 43 comprises the device 1 of fig. 4 and a controller 45 for remotely controlling the device 1. The controller 45 may be used, for example, to directly manipulate the apparatus 1 in real time, to view live recordings from the camera unit 15 of the apparatus 1, and/or to program the apparatus 1 to perform specific tasks. The controller 45 may be a dedicated controller for a particular device, or it may be a computer program that may be installed on, for example, a computer, tablet, or cell phone.

Fig. 6 shows a lubrication system 47 that can be used on the device 1 according to the invention. The lubrication system 47 includes: a container 17 for lubricant; a plurality of nozzles 13 each having a valve 51 that can be controlled independently of each other; and a pump 18 for pumping lubricant from the reservoir 17 to the nozzle 13 via a suitable conduit 49. The pump 18 may have different pump speeds depending on the number of nozzles 13 that are opened. Air valve 57 allows air to enter reservoir 17 as lubricant is pumped. The system further comprises a main valve 53 between the reservoir 17 and the pump 18, whereby the fluid connection between said reservoir 17 and the pump 18 can be blocked. This may be beneficial, for example, when cleaning the pump 18. The screw cap 55 closes the opening in the container 17. The nut 55 may be unscrewed prior to refilling the container 17 with lubricant. The container 17 can contain, for example, a volume of 10 liters of lubricant.

It should be noted that the above-mentioned embodiments illustrate rather than limit the invention, and that those skilled in the art will be able to design many alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. Use of the verb "comprise" and its conjugations does not exclude the presence of elements or steps other than those stated in a claim. The article "a" or "an" preceding an element does not exclude the presence of a plurality of such elements.

The mere fact that certain measures are recited in mutually different dependent claims does not indicate that a combination of these measures cannot be used to advantage.