WO2017190734A2 - Procédé d'évaluation de signaux d'au moins un capteur de vibrations - Google Patents

Procédé d'évaluation de signaux d'au moins un capteur de vibrations Download PDF

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Publication number
WO2017190734A2
WO2017190734A2 PCT/DE2017/100364 DE2017100364W WO2017190734A2 WO 2017190734 A2 WO2017190734 A2 WO 2017190734A2 DE 2017100364 W DE2017100364 W DE 2017100364W WO 2017190734 A2 WO2017190734 A2 WO 2017190734A2
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WO
WIPO (PCT)
Prior art keywords
vibration sensor
train
signal
evaluated
signals
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/DE2017/100364
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German (de)
English (en)
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WO2017190734A3 (fr
Inventor
Houssam EL MOUTAOUAKIL
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Senvisys Ug
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Senvisys Ug
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Priority to EP17728438.7A priority Critical patent/EP3452357A2/fr
Publication of WO2017190734A2 publication Critical patent/WO2017190734A2/fr
Publication of WO2017190734A3 publication Critical patent/WO2017190734A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L29/00—Safety means for rail/road crossing traffic
    • B61L29/08—Operation of gates; Combined operation of gates and signals
    • B61L29/18—Operation by approaching rail vehicle or train
    • B61L29/22—Operation by approaching rail vehicle or train electrically
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/02—Electric devices associated with track, e.g. rail contacts
    • B61L1/08—Electric devices associated with track, e.g. rail contacts magnetically actuated; electrostatically actuated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/02—Electric devices associated with track, e.g. rail contacts
    • B61L1/10—Electric devices associated with track, e.g. rail contacts actuated by electromagnetic radiation; actuated by particle radiation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/021—Measuring and recording of train speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates

Definitions

  • the train detection plays a central role in the Leit- u. Securing technology and in particular in the free reporting of track sections.
  • the majority of the train detection systems can detect a rail vehicle only when the vehicle passes directly at the detection point. Examples include axle counters and wheel sensors.
  • the installation and maintenance of equipment (e.g., railroad crossings) equipped with these systems are costly because of the high cabling effort. Because in order to secure such a level crossing, the wiring would have to be installed over several kilometers.
  • Track-free signaling systems which are secured with track-mounted systems, are just as cost-intensive as the cabling effort and also suffer from a higher false reporting rate. Furthermore, there are railway systems, which are secured by guards.
  • the signal guards are informed by telephone or by radio about the arrival of rail vehicles, so that they can then secure the affected track section. In this type of backup human error is not excluded.
  • the system in patent NO20100001301 20100917 is able to detect rail vehicles early, but can not detect their speed and distance early. Such a system can not make an accurate statement as to when a train arrives at a detection station, the time of arrival is merely estimated.
  • the present invention relates to a method for evaluating signals of at least one vibration sensor, wherein the at least one vibration sensor is in operative connection with a track for rail vehicles.
  • the signals of the at least one vibration sensor are fed to an evaluation unit.
  • the evaluation unit the signal of the at least one vibration sensor with respect to the power density spectrum is evaluated such that the width and / or the temporal change of the width of a Frequency band is evaluated by one or more characteristic frequencies such that at the frequencies in the respective frequency band, a minimum value of the power density occurs.
  • the width of the frequency band with the distance of the train depends on the position of the vibration sensor such that the wider the frequency band, the closer the train is to the position of the vibration sensor. It has been found that the width of the frequency band is in an at least approximately linear relationship with the distance of the train from the position of the vibration sensor. In any case, the relationship between the width of the frequency band and the distance of the train can at least approximately be described by a linear function. If the parameters of the linear relationship have been determined by previous reference measurements, the position of the train can thus be determined directly from the measured data in the sense of the distance to the position of the vibration sensor.
  • the speed of the train can be derived from the positions of the train at the times and the time intervals between the times.
  • characteristic frequencies lie in a frequency band whose bandwidth increases as the train approaches. As the train moves away, this bandwidth decreases. At the frequencies in this frequency band, a minimum value of power density occurs as the train approaches. From the bandwidth of this frequency band "around the characteristic frequency around" and also from the temporal change in the bandwidth of this frequency band thus the distance of the train from the position of the vibration sensor and further the speed of the train can be derived.
  • Claim 2 relates to a method for evaluating signals of at least one vibration sensor, wherein the at least one vibration sensor in operative connection with a Track for rail vehicles stands.
  • the signals of the at least one vibration sensor are fed to an evaluation unit, wherein in the evaluation unit, the signal of the at least one vibration sensor is evaluated with respect to the power density spectrum such that at one or more characteristic frequencies and / or in each case a frequency range around this characteristic frequency or the characteristic frequencies the signal power and / or the temporal change of the signal power is evaluated, in order therefrom the expected time of arrival of the train at the position of the vibration sensor and / or the time elapsed since the train has passed the position of the vibration sensor, and / or to derive the speed of the train.
  • the increase in signal power over time at constant vehicle speed of the train is at least approximately linear if only one frequency or a (limited) frequency range around the respective frequency is considered in the power density spectrum.
  • This can be explained by the fact that the basically exponential increase in the overall power of the signal is due to the fact that increasingly larger components of frequencies occur in the signal, which can be represented as widening of frequency bands. If the evaluation with narrow bandwidths is limited to the frequencies whose signal powers are greatest in the frequency bands, an at least approximately linear increase in signal power over time at a constant vehicle speed of the train is shown. In any case, the relationship between the signal power at the characteristic frequency or in a frequency range around this characteristic frequency can be approximately considered to be linear.
  • a common train length is used as a basis and also included a safety surcharge to take into account even larger train lengths or trains that are loaded so that they are heavier loaded, for example, at the Switzerlandspitze as the rear end of the train.
  • From the time difference between the current time and the expected arrival time and the vehicle speed can continue to be derived directly from the distance of the train from the position of the vibration sensor. This is true for a train that moves away from the vibration sensor as well. This is based on the time that has elapsed since the train passed the position, as well as the driving speed.
  • This temporal change in signal power is related to speed.
  • One possible signal evaluation is to evaluate this temporal change in signal power at one or more of the characteristic frequencies.
  • Another possibility is the signal power and in particular the temporal Change the signal power in a frequency range surrounding each of the characteristic frequencies.
  • the signal power and / or the temporal change of the signal power in the frequency band is evaluated in order to calculate the expected time of arrival of the train at the position of the vibration sensor and / or the time elapsed since the train Has passed the position of the vibration sensor, and / or derive the speed of travel of the train.
  • the distance of the train from the position of the vibration sensor can also be determined from these data.
  • the embodiment according to claim 3 relates to a method in which the signal evaluation is performed by an evaluation of the signal power. However, this is not done as in claim 2 in the frequency range around the characteristic frequency but in the frequency band which has been determined in advance according to the method of claim 1. In contrast to claim 2, therefore, in the method according to claim 3, the signal power or the temporal change of the signal power in the frequency band is determined, which was previously determined depending on the frequencies a certain minimum signal level occurs.
  • reference values can be measured in advance under defined driving conditions of a rail vehicle. Different rail vehicles with different axle loads are to be expected that set different levels in the signal power under otherwise identical conditions. From the intersection of the linear increase or decrease of mheren signal powers at different frequencies can be determined via interpolation, when the rail vehicle arrives at the measuring point or what time has elapsed since the vehicle has passed this measuring point.
  • the metric distance from a rail vehicle from the position of the vibration sensor is obtained by multiplying the expected time until the train arrives at the position of the vibration sensor (or the time elapsed since the vehicle passed the measurement point) with the vehicle speed , It proves to be particularly advantageous that the interpolation can be linear. As a result, the computational complexity is reduced and the measurement results can be evaluated in real time. This proves to be particularly advantageous when using the invention in connection with control systems such as barriers or in connection with warning systems, for example, in track work.
  • relative changes in the signal power can also be taken into account. It has been found that by evaluating these relative changes, it is possible to calculate the different levels of signal power resulting from different levels due to different axle loads of different rail vehicles.
  • time period the level of the signal power changes by a certain percentage value. This period of time can be compared with previously determined reference values under defined driving conditions of a rail vehicle, so that the driving speed of the rail vehicle can be derived by interpolation.
  • an evaluation of signals of at least one vibration sensor wherein the at least one vibration sensor is in operative connection with a track for rail vehicles takes place.
  • the signals of the at least one vibration sensor are fed to an evaluation unit.
  • the evaluation unit the signal of the at least one vibration sensor with respect to the power density spectrum is evaluated in such a way that the Doppler shift is evaluated.
  • the embodiment according to claim 4 relates to a special case of evaluation of the frequency spectrum by the evaluation of the spectral analysis is evaluated by means of the Doppier- shift.
  • the temporal change of the frequency spectrum is examined as to whether a characteristic shift of a maximum in the frequency spectrum has resulted from one measurement to the next. This can then be attributed to the fact that the rail vehicle has passed the position of the vibration sensor in the track system.
  • the so-called Doppler shift occurs, where the maximum occurs at a lower frequency. From the difference of the frequency of the maximum of the measurement, at which the rail vehicle approaches the position of the sensor, to the frequency of the maximum of the measurement, at which the rail vehicle moves away from the position of the sensor, the traveling speed of the rail vehicle can be determined. In this case, it is detected from the occurrence of a difference in the frequencies of two measurements in which the maximum of the signal power occurs that the rail vehicle has passed the position of the sensor between these two measurements.
  • vibration sensors are addressed.
  • Such vibration sensors may be sensors, which are known as so-called structure-borne sound sensors. These detect vibrations of components to which these structure-borne sound sensors are mechanically attached, mechanically. This is done by means of piezoelectric elements.
  • these vibration sensors may also be sensors that detect vibrations without contact. This can be done for example by means of optical measurement methods by laser. The detection of the vibrations can also be done with pressure sensors.
  • the evaluation unit can be configured as a central unit and can transmit the detection results directly or via another module via cable or via electromagnetic waves.
  • the central unit can communicate the detection results via ERTMS (European Rail Management System) and exchange general information with this system as well as with other rail management systems.
  • ERTMS European Rail Management System
  • the vibration sensors can be mounted at regular or irregular intervals along a track. As a result, events along or in the vicinity of the track can be detected and further communicated (see FIG.
  • the evaluation unit can be supplied with a signal of a temperature sensor.
  • the temperature sensor may be mounted in the vicinity of the evaluation unit or also in the vicinity of one or more of the vibration sensors.
  • a test of the system may be performed in which there is a sound generator that induces a predetermined sound pattern into the track rail. This allows the vibration sensors to be tested and synchronized for proper operation. The sound patterns measured via the sensors are compared via the evaluation unit. Asynchronization of the signals from the vibration sensors can be detected and corrected. This allows the sensors to be checked for malfunction (see Figure 4).
  • the vibration sensors may be piezoelectric sensors, for example.
  • the noise sensitivity is at least in some embodiments improved thanks to the structure of the embodiment, so that more data can be determined by the use of a few sensors.
  • the system basically uses two vibration sensors in order to be able to determine the direction of travel as well.
  • the system is still able to determine the rail vehicles and their speed and distance already several hundred meters before their arrival ( Figure 1).
  • the noise sensitivity can also be improved by the use of temperature sensors. This makes the system even less noisy. Accordingly, rail vehicles can be detected over a greater distance than is the case with the current solutions.
  • the system can be mounted sideways or under the track so it is protected against theft and sabotage.
  • the sensor can detect the vibration signals on the rail side, below the rail or on the rail head.
  • the signals can also be detected by a combination of the aforementioned attachment possibilities.
  • the sensors can be accommodated in subunits. As a result, a decoupling of the mechanical vibration is achieved, so that each sensor only over the track transmitted vibration detected and the oscillation of the housing is not included. This means that the subunits including the sensors oscillate independently of each other, since they are not housed in the same housing.
  • Method 1 The signal power in at least one of the sensors is taken into account - frequency-dependent according to the above explanations - and the determined values of the signal powers are compared with each other over time. The faster the values increase, the faster the train is traveling. Accordingly, the train slows down as the values increase more slowly. This increase in the level of signal power is compared to a reference value, which is used to determine a more accurate speed.
  • Method 2 The signals are analyzed spectrally. The extracted signal frequencies are used in the Doppler shift formula so that the speed of the rail vehicle can be determined from this.
  • Method 1 The amplitude increase in at least one of the sensors is taken into account and the values over time are compared with each other. This increase in amplitude is then compared with a reference value and a more accurate distance is determined therefrom.
  • Method 2 This method requires signal values from at least two sensors.
  • the distance to the sound source is determined by the acoustic source localization method, where the necessary signals are obtained from at least two vibration sensors.
  • the Time Difference of Arrival method is used, which is used on sensor arrays.
  • the detection results such as the train detection status, the speed and the Removal of the rail vehicle, etc. can be transmitted directly from the system or with the help of another module by radio.
  • Method 3 This method uses only one sensor to determine the time distance. In this case, signal lines from different frequency ranges are considered.
  • the linear increase / decrease interpolation allows the accurate calculation of the time of arrival or time that has elapsed since the train passed the position of the vibration sensor. If this value is multiplied by the speed, then the distance to the rail vehicle and thus the position results.
  • an acoustic signal is transmitted from the central unit via the track rail and recorded by the sensors in the subunits.
  • the output signal is in turn received by the central unit and checked. If no signal arrives at the central unit, the sensor is defective where the signal is expected. If the signals arrive delayed with respect to the other sensors, this delay is taken into account in the calculations (FIG. 4).
  • the system can be permanently installed in the track rails and form a unit together with them. Newly installed track sections thus automatically have the already integrated system (FIG. 5).
  • FIG. 1 DESCRIPTION OF THE FIGURES FIG. 1:
  • Figure 1 shows the system incorporated in central unit and subunits.
  • An application example here is the railroad crossing.
  • 1.1 represents the road, while 1.2 represents a signaling system, which expects signals from a signal box 1.3.
  • a rail vehicle approaches the railroad crossing, it thus triggers vibrations that are transmitted via the track rail (1.4).
  • This vibration is detected by the acceleration sensors from the subunits (1.6 or 1.7).
  • the vibration converted into electrical signals is provided to the central unit (1.5).
  • the central unit detects the arrival of a rail vehicle and notifies a responsible body. In this case, it is a signal box.
  • FIG. 2 is a diagrammatic representation of FIG. 1
  • Figure 2 shows the various attachment possibilities of the subunits and the acceleration sensors on a track rail.
  • 2.1 represents a subunit fixed under the track rail (2.2).
  • 2.3 is the contact between accelerometer and track rail.
  • 2.4 is a subunit mounted laterally on the track rail. While in 2.4 the sensor detects the vibrations from the middle of the rail, 2.5 detects these vibrations from the rail head. In 2.6 a combination of the executed installation possibilities can be seen.
  • FIG. 3 is a diagrammatic representation of FIG. 3
  • FIG. 3 shows an arrangement of the detection systems (3.2) along a track (3.3).
  • the systems detect both vibrations generated by rail vehicles and vibrations caused by environmental elements.
  • a tree (3.4) is recognized as a danger during buckling and when driving on the track and mediated as such.
  • the switch could e.g. via the lines (3.1) along the track.
  • FIG. 4 shows a system which is the subject of this patent, which has a self-testing method.
  • the central unit (4.3) sends sound waves into the track rail (4.1).
  • the subunits (4.3) detect these sound waves via the acceleration sensors and return the signals to the central unit. If the central unit does not receive a signal from one or more subunits, then there is a defect.
  • the state of the system is communicated with a responsible body. In this case it is a signal box (4.4).
  • FIG. 5 is a diagrammatic representation of FIG. 5
  • a track rail (5.1) can be seen, wherein the system subject of this patent is firmly integrated (5.2). Via a cable (5.3), the rail track is supplied with power and delivers the data to a responsible body.
  • FIG. 6 is a diagrammatic representation of FIG. 6
  • FIG. 6 shows a representation of a power density spectrum for a measurement signal. It is the frequency (in Hz) plotted over time.
  • the gray tone in the representation of FIG. 6 corresponds to the power level of the signal.
  • three characteristic frequencies 6.1, 6.2 and 6.3 were selected.
  • FIG. 7 is a diagrammatic representation of FIG. 7
  • FIG. 7 shows the curves 7.1, 7.2 and 7.3 of the signal powers to the characteristic frequencies 6.1, 6.2 and 6.3 of FIG. 6.
  • the scaling of the time axis coincides with the scaling of the time axis of FIG.
  • the signal powers are considered and evaluated as linear.
  • the resulting lines intersect at a point at time 7.4. This is the time at which the center of mass of the train passes the position of the vibration sensor.
  • the point in time 7.5 is the time that is determined by expected at time 7.4 with an expected train length and a safety margin (possibly still taking into account the mass distribution of the train) that the tip of the train reaches the position of the sensor.
  • time 7.6 is the time at which the end of the train is expected to have passed the position of the vibration sensor.
  • FIG. 8 shows a further illustration of a power density spectrum for a different measurement signal than corresponds to the representation of FIG. Again, the frequency (in Hz) is plotted over time.
  • the gray tone in the representation of FIG. 8 again corresponds to the power level of the signal.
  • three characteristic frequencies 8.1, 8.2 and 8.3 were selected. It can be seen in the representation of FIG. 8 that the frequency bands around the frequencies 8.1 and 8.2 are so wide that these frequency bands overlap.
  • FIG. 9 is a diagrammatic representation of FIG. 9
  • FIG. 9 shows the curves 9.1, 9.2 and 9.3 of the signal powers to the characteristic frequencies 8.1, 8.2 and 8.3 of FIG. 8. Again, the temporal course of the signal powers is plotted. The scaling of the time axis coincides with the scaling of the time axis of FIG. It can also be seen that the signal powers of the curves 9.1 and 9.3 are considered as linear and evaluated.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne un procédé d'évaluation de signaux d'au moins un capteur de vibrations, le ou les capteurs de vibrations étant en liaison fonctionnelle avec un rail pour véhicules ferroviaires. Les signaux du ou des capteurs de vibrations sont amenés à une unité d'évaluation, le signal du ou des capteurs de vibrations étant évalué dans l'unité d'évaluation en termes de densité spectrale de puissance. Ceci peut être fait en évaluant la largeur et/ou la variation dans le temps de la largeur d'une bande de fréquence autour d'une ou de plusieurs fréquences caractéristiques de telle manière qu'une valeur minimale de densité spectrale de puissance est produite pour les fréquences dans la bande de fréquence concernée. On peut alors en déduire la distance du train par rapport à la position du capteur de vibrations et/ou la vitesse du train. Dans une variante, ceci peut être fait en évaluant la puissance du signal et/ou la variation dans le temps de la puissance du signal pour une ou plusieurs fréquences caractéristiques et/ou dans respectivement une plage de fréquence autour desdites fréquences caractéristiques pour en déduire l'instant attendu d'arrivée du train à l'emplacement du capteur de vibrations et/ou le laps de temps qui s'est écoulé depuis que le train est passé à l'emplacement du capteur de vibrations et/ou la vitesse du train. En lieu et place de la plage de fréquence, il est également possible d'évaluer la puissance du signal dans la bande de fréquence précédemment déterminée.
PCT/DE2017/100364 2016-05-04 2017-05-02 Procédé d'évaluation de signaux d'au moins un capteur de vibrations Ceased WO2017190734A2 (fr)

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Application Number Priority Date Filing Date Title
EP17728438.7A EP3452357A2 (fr) 2016-05-04 2017-05-02 Procédé d'évaluation de signaux d'au moins un capteur de vibrations

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DE102016108273.2A DE102016108273A1 (de) 2016-05-04 2016-05-04 Verfahren zur Auswertung von Signalen wenigstens eines Vibrationssensors
DE102016108273.2 2016-05-04

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WO2017190734A3 WO2017190734A3 (fr) 2017-12-28

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CN109969210A (zh) * 2019-04-16 2019-07-05 青岛大学 一种防止高速列车会车晃动装置
US11623672B2 (en) * 2017-10-17 2023-04-11 Next Generation Rail Technologies S.L. System for detecting events or situations having associated patterns of acoustic vibrations in a train rail and vibration detector unit for this system
CN117194847A (zh) * 2023-11-06 2023-12-08 国合通用(青岛)测试评价有限公司 一种减振钢轨的减振效果评估系统及方法
CN118850135A (zh) * 2024-07-08 2024-10-29 四川文理学院 基于多传感应用的轨道裂纹监测方法及系统

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US11623672B2 (en) * 2017-10-17 2023-04-11 Next Generation Rail Technologies S.L. System for detecting events or situations having associated patterns of acoustic vibrations in a train rail and vibration detector unit for this system
CN109969210A (zh) * 2019-04-16 2019-07-05 青岛大学 一种防止高速列车会车晃动装置
CN109969210B (zh) * 2019-04-16 2024-01-09 青岛大学 一种防止高速列车会车晃动装置
CN117194847A (zh) * 2023-11-06 2023-12-08 国合通用(青岛)测试评价有限公司 一种减振钢轨的减振效果评估系统及方法
CN117194847B (zh) * 2023-11-06 2024-02-09 国合通用(青岛)测试评价有限公司 一种减振钢轨的减振效果评估系统及方法
CN118850135A (zh) * 2024-07-08 2024-10-29 四川文理学院 基于多传感应用的轨道裂纹监测方法及系统

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EP3452357A2 (fr) 2019-03-13
DE102016108273A1 (de) 2017-11-09
WO2017190734A3 (fr) 2017-12-28

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