AT518904B1 - An installation for determining at least one state of a train - Google Patents

Abstract

In a system for detecting at least one state of a train (1), and preferably a rail line (3) on which the train (1) is located, wherein the system comprises a vibration generator (2) for generating at least one predeterminable structure-borne sound output signal, wherein the system (20) has a vibration sensor (4) for receiving a structure-borne sound reflection signal, wherein the system (20) comprises a control device (5) which is connected in circuit technology with the vibration generator (2) and the vibration sensor (4), and wherein the control device (5 ) - For determining the at least one state of the train (1) - adapted to compare the structure-borne sound reflection signal with at least one comparison criterion, wherein the vibration generator (2) and the vibration sensor (4) are formed as a one-piece assembly, it is proposed that the vibration generator (2) and the vibration sensor (4) as hydrophone (23) a are educated.

Description

Description: The invention relates to a system according to the preamble of patent claim 1.

When operating rail vehicles in so-called full railways, it is desirable or necessary to know certain states of a train. Due to the great freedom in the compilation of a train and the variety of compatible traction vehicles and wagons, it has not been possible to determine this information in a manner that is only accessible for train use, which is why sensors are arranged on track sections to determine data about passing trains. This applies in particular to track occupancy detection systems and checkpoint systems in which the state parameters of a passing train, such as in particular the axle load, load distribution, tire deformation or hot brakes, are determined at certain locations using appropriate locally arranged sensors.

A disadvantage of this are the high costs for the infrastructure and the fact that even with considerable effort and numerous such control points, there is nevertheless only a punctual monitoring of the moving trains. In less industrialized countries in particular, such systems soon fail due to lack of maintenance.

EP 861 764 A1 describes different versions of a unit with which ultrasonic structure-borne noise signals are coupled into rails and read out. Both systems installed on the track side and systems fully integrated in a train are described, for example in Fig. 41, 42 and the associated description from page 23. The arrangement of transmitter / receiver in the area of a wheel axle is also described.

[0005] FR 2 683 496 A1 describes a communication system which is intended to enable communication with a train by means of structure-borne noise transmission via the rails. In addition, it is possible to determine damage to the tracks and distances to other trains. FR 2 683 496 A1 also describes the use of mercury for impedance matching.

US 4 932 618 A discloses a system for determining a state of a rail track, wherein structure-borne noise is emitted at the track side at a point, which structure-borne noise is picked up and evaluated by a customer on a train.

US 6 271 754 B1 describes a track-side system for the detection of damage to tracks. However, no sound signal is used.

The object of the invention is therefore to provide a system of the type mentioned, with which the disadvantages mentioned can be avoided, with which at least one condition of a train can be determined, and which regardless of the type and design of the wagons of the train , as well as the rail section that the train is traveling on.

According to the invention this is achieved by the features of claim 1.

[0010] As a result, numerous states of a train can be determined and monitored autonomously by the train itself and without auxiliary means on the track side. This supports the implementation of ETCS Level 3. As a result, the following conditions can be determined: determining the number of axes of the train and thus the length and integrity of the train, recognizing flat spots on at least one of the wheels, and determining which wheel has the flat spot, detecting a hot brake, determining the Driving speed, assessment of the condition of the rails.

[0011] As a result, new acoustic phenomena, in particular vibrations or transient processes, can also be recognized. As a result, errors, in particular a progressive permanent break, can be recognized before this leads to an accident. This also allows deformations to be detected, for example due to overloading or incorrect dimensioning.

1.10

AT518 904B1 2019-02-15 Austrian

Patent Office Furthermore, other states can also be recognized which are not the immediate cause of the train in question. This makes it possible to recognize whether another train is on the same route. This works regardless of whether the other train also has a physical layout. If the other train has such a system, which can be determined by detecting the sound signals emitted by it, communication can take place between the two trains via the two systems and the rail track, in particular a collision warning being output.

The acoustic transmission properties of the tracks have an effect on the structure-borne sound reflection signal received. In this sense, the tracks are an acoustic channel. By evaluating the changed transmission properties or transmission function of the tracks, further information for determining the location of the train can be determined. Bridges or switches in particular lead to significantly changed transmission behavior, and enable a clear assignment of certain properties of structure-borne sound reflection signals to certain points on a track that the train is traveling on. This allows other navigation or location data to be adjusted.

[0014] The subclaims relate to further advantageous refinements of the invention.

Reference is hereby expressly made to the wording of the patent claims, as a result of which the claims are inserted at this point by reference into the description and are considered to be reproduced verbatim.

The invention is described in more detail with reference to the accompanying drawings, in which only preferred embodiments are shown by way of example. It shows:

Figure 1 shows a train with a physical system in a schematic representation.

2 shows an axle and a wheel of a train according to FIG. 1 with a schematically illustrated vibration generator and vibration sensor in the axle termination;

[0019] FIG. 3 the axis termination according to FIG. 2 in an enlarged sectional view; and [0020] FIG. 4 shows a plant as a block diagram.

1 and 4 show a system 20 for determining at least one state of a train 1, and preferably a rail track 3 on which the train 1 is located, the system 20 having a vibration generator 2 for generating at least one predeterminable structure-borne sound output signal, wherein the system 20 has a vibration sensor 4 for receiving a structure-borne sound reflection signal, the system 20 has a control device 5, which is connected to the vibration generator 2 and the vibration sensor 4 in terms of circuitry, and wherein the control device 5 - for determining the at least one state of the train 1 - Designed to compare the structure-borne sound reflection signal with at least one comparison criterion.

As a result, numerous states of a train 1 can be determined and monitored autonomously by the train itself and without auxiliary means on the track side. This supports the implementation of ETCS Level 3. As a result, the following states can be determined, for example: determining the number of axles 21 of the train 1 and thus the length and integrity of the train 1, recognizing flat spots on at least one of the wheels 6, and determining which wheel 6 has the flat spot, detecting a hot spot running brake, determining the driving speed by taking Doppler shifts into account, evaluating the condition of the rails 3.

[0023] As a result, new acoustic phenomena, in particular vibrations or transient processes, can also be recognized. As a result, errors, in particular a progressive permanent break, can be recognized before they lead to an accident. This also allows deformations to be detected, for example due to overloading or incorrect dimensioning.

2.10

AT518 904B1 2019-02-15 Austrian

Patent Office Furthermore, other conditions can also be recognized which are not the immediate cause of the train 1 in question. This makes it possible to recognize whether another train 1 is on the same route. This works regardless of whether the other train 1 also has a physical system. If the other train 1 has such a system, which can be determined by detecting the sound signals emitted by it, communication can take place between the two trains 1 via the two systems 20 and the rail track 3, in particular a collision warning being output.

The acoustic transmission properties of the tracks 3 have an effect on the structure-borne sound reflection signal received. In this sense, the tracks 3 are an acoustic channel. By evaluating the changed transmission properties or transmission function of the tracks 3, further information for determining the location of the train 1 can be determined. Above all, bridges or switches lead to significantly changed transmission behavior and enable a clear assignment of certain properties of structure-borne sound reflection signals to certain points on a track 3 which the train 1 travels. This allows other navigation or location data to be adjusted.

The subject system 20 is provided and designed to determine at least one state of a train 1, and preferably a rail track 3 on which the train 1 is located. The condition of the train 1 is understood in particular: determining the number of axles 21 of the train 1 and thus the length and integrity of the train 1, recognizing flat spots on at least one of the wheels 6, and determining which wheel 6 has the flat spot, detection a hot brake, determining the speed of travel, evaluating the condition of the rails 3, recognizing a progressive break, detecting deformations, communicating with other trains 1 or stations, collision warning and determining the position of the train 1.

As "integrity" or "integrity of the train 1" is understood the completeness of the train 1, therefore whether the train 1 consists of all wagons 9 from which it should consist or originally existed when it was put together.

1 shows a schematic illustration of a train 1 with a system 20 in question. It is preferably provided that the system 20 communicates with further assemblies or the train's own and / or external devices.

The system 20 has at least one vibration generator 2. The vibration generator 2 is intended to generate structure-borne sound output signals and to emit them to the train. In particular, it is provided that the vibration generator 2 is arranged on a wheel 6 or an axle 21 of the train 1, in particular a wheel 6 of a traction vehicle 8. Due to the arrangement on one of the wheels 6, a good coupling with the rail 3 and via the rails 3 with the rest of the train 1 can be achieved.

The vibration generator 2 is preferably designed to generate a sound pulse or a shock, wherein it can also be provided that the vibration generator 2 is designed to generate continuous tones of predetermined frequencies and signal shapes.

The vibration generator 2 can be designed differently. Only three particularly preferred versions of an oscillation generator 2 are described in this article. According to a first and particularly preferred embodiment, it is provided that the vibration generator 2 is designed as a mechanical hammer mechanism, in particular comprising an impulse hammer. Such a striking mechanism can be implemented in a simple manner, for example by means of an electromagnetically acceleratable mass which carries an accelerometer in order to determine the actual shape of an applied pulse and which mass can be predetermined to be struck against a part of the train, whereby a pulse is generated.

According to a second embodiment, it can also be provided to design the vibration generator 2 as a driven or drivable mass-spring system, which

3.10

AT518 904B1 2019-02-15 Austrian

Patent Office ches is coupled to part of the train 1. A third preferred embodiment is described elsewhere.

The system 20 also has at least one vibration sensor 4. The vibration sensor 4 is provided to record structure-borne sound reflection signals and other structure-borne sound signals. In particular, it is provided that the vibration sensor 4 is arranged on a wheel 6 or an axle 21 of the train 1, in particular a wheel 6 of a traction vehicle 8, whereby a good coupling can be achieved.

The vibration sensor 4 can be designed differently. Only two particularly preferred embodiments of a vibration sensor 4 are described in the subject. According to a first and particularly preferred embodiment, it is provided that the vibration sensor 4 is designed as a, in particular piezoelectric, acceleration sensor. In particular, it is provided that the acceleration sensor is designed as a delta-shear sensor. The second preferred embodiment will be described elsewhere.

It is particularly preferably provided that the vibration generator 2 and the vibration sensor 4 are formed as a one-piece assembly, or at least in a substantially immediate local environment in or on the train 1. In particular, as a third preferred embodiment of a vibration generator 2 and vibration sensor 4, it is provided that the vibration generator 2 and the vibration sensor 4 are designed as hydrophones 23. Hydrophones 23 are known from the field of sound radiation in water, for example from the technical field of sonar technology.

In particular when the vibration generator 2 and vibration sensor 4 are designed as hydrophones 23, it is preferably provided that the vibration generator 2 and / or the vibration sensor 4 are arranged in or on a wheel scar of the wheel 6 or an axle end 22 of the axle 21. 2 and 3 show a corresponding arrangement, the hydrophone 23 being shown only schematically. This is arranged in the axle end 22 of the axle 21 by means of a rotary feedthrough shown in FIG. 3.

As further shown in FIG. 3, it is preferably provided that the vibration generator 2 and / or the vibration sensor 4, in particular the hydrophone 23, are coupled to the axle 21 or the wheel 6 via an impedance matching means 24. Mercury has proven particularly useful as impedance matching means 24. However, other substances can also be provided.

It has proven to be practical that the system 20 is arranged in the area of a motor car 8, a locomotive and / or a driver's cab of the train 1, and that the vibration generator 2 and / or the vibration sensor 4 on the first axis 21 of the Railcar 8 are arranged. This simplifies the analysis of the detected signals. This arrangement also means that the technically safety-relevant systems are located in the local area of the train driver. The corresponding signal connections to vibration generator 2 and vibration sensor 4 are shown in FIG. 1 by a dashed line.

The system 20 has a control device 5 which is connected to the vibration generator 2 and the vibration sensor 4 in terms of circuitry. It can be provided that the control device 5 is designed in the form of several separate assemblies.

The control device 5 controls the vibration generator 2 and evaluates the structure-borne noise signals detected by the vibration sensor 4. The control device 5 is designed to compare the structure-borne sound reflection signal with at least one comparison criterion, and in this way to determine the at least one predeterminable and ascertainable state of the train 1 by entering a predefinable distinction or agreement of the structure-borne sound reflection signals with the at least one comparison criterion

4.10

AT518 904B1 2019-02-15 Austrian

Patent office certain state of the train 1 is given or saved as given. It is preferably provided that at least one comparison criterion is stored for each state to be determined.

To determine the at least one state of the train 1, it is preferably provided to detect and evaluate the individual reflections of the structure-borne noise at the contact points between the rail 3 and the wheel 6. In addition to the number of axles 21, further analysis of the respective echoes can be used to draw conclusions about further states of the train 1, for example the loading situation, since these influence the reflection on the respective wheel 6 via the contact pressure of the wheels 6 on the tracks 3 Has.

It is preferably provided that the vibration generator transmits 2 pulses or pulse sequences in order to ensure a clear association between the transmission and reflection signals. It is therefore preferably provided that the system 20 is designed to output structure-borne noise output signals with a predefinable acoustic signature, in particular comprising an associated identification sequence. Accordingly, it is preferably provided that the control device 5 is designed to send an output signal with a predefinable signature, therefore frequency curve and / or signal shape, to the vibration generator 2. This enables a better assignment of a structure-borne sound reflection signal to a structure-borne sound output signal. This also makes it possible to recognize when structure-borne noise signals from another train 1 are detected.

In this context, it has proven to be particularly advantageous that a first structure-borne sound output signal has a first acoustic signature and that a second structure-borne sound output signal has a second acoustic signature that can be distinguished from the first acoustic signature. This makes it possible to carry out the objective investigations at shorter intervals.

Correspondingly, the control device 5 is preferably designed to compare structure-borne sound reflection signals with structure-borne sound output signals, and to assign a specific structure-borne sound reflection signal to a specific structure-borne sound output signal.

It has also proven to be advantageous that the structure-borne sound output signal contains a specifiable, in particular non-periodic, pulse train. Similar to binary signal coding, each signal packet formed in this way can be uniquely assigned to a specific transmission time.

It can also be provided that the structure-borne sound output signal has predeterminable different frequency ranges. In addition to the possibility of assigning a structure-borne sound reflection signal to a structure-borne sound output signal, there is also the possibility of obtaining further information about the state of the train 1 by further analysis of the different dispersion of the different frequency ranges of the structure-borne sound reflection signal.

By analyzing the structure-borne sound reflection signals, a great deal of information about the train 1 in question can be obtained, which are mentioned in the introduction. Different methods or algorithms are preferably provided in detail for determining each of these states. For example, provision can be made to examine or evaluate the signals only in the time domain or in a specific image region in the case of certain status determinations.

The control device 5 is provided and designed to analyze the structure-borne sound reflection signal. It is preferably provided that the control device 5 is designed to analyze the structure-borne sound reflection signal in the time domain and in a predeterminable image area.

4 shows a block diagram of a preferred embodiment of a system 20 in question. The control device 5 has a microcomputer unit 19, which is connected to a signal generator 11, which is connected to the ultrasound via an amplifier 12

5.10

AT518 904B1 2019-02-15 Austrian

Patent Office speaker 2 is connected.

The vibration sensor 4 is connected via an amplifier 12 to an analog / digital converter 13, which also includes an upstream low-pass filter. The analog / digital converter 13 is connected both directly to the microcomputer unit 19 and to a transformation unit 14, in which a transformation of the digital structure-borne sound reflection signal from the time domain to an image domain is carried out, preferably according to an FFT or a wavelet transformation. When analyzing a transformed structure-borne sound reflection signal, the signal in question is only indirectly compared with corresponding comparison criteria. In fact, coefficients are compared, which, however, characterize the signal in question. This is considered to be a comparison of a signal with a comparison criterion.

The control device 5 is provided and designed to compare the structure-borne sound reflection signal with at least one comparison criterion. The control device 5 therefore has the memory 15 for comparison criteria. The at least one comparison criterion is preferably a number of axles of the train 1, which is determined, preferably before starting a journey with an individual train 1. This is determined in particular by a calibration process before starting the journey.

Alternatively or additionally, it can be provided that the at least one comparison criterion, a signal change characteristic, preferably determined when starting a journey with an individual train 1, in particular a signal attenuation and / or dispersion characteristic and / or a transfer function of the respective one monitoring train 1 includes.

According to FIG. 4, the control device 5 also has its own time base in the form of the clock 1. The control device 5 is also connected to a manual input option 17, for example a keyboard. Furthermore, the system 20 has at least one interface 7 for data exchange, in particular with an ETCS computer of the train 1, which is connected to the control device 5. By knowing the location of the train, which can be determined using appropriate navigation means, such as GPS and / or INS, all data are now available to enable dynamic control of the track occupancy. By reporting this data to a traffic control center or another train, the trains can be packed much more densely on a section of track than was previously the case. This enables operation in accordance with ETCS Level 3.

The control device 5 is further preferably designed to emit an alarm message to a train driver and / or a subsequent train and / or a traffic control center when at least one wagon 9 is disconnected, in particular while driving. The control device 5 is connected to the signaling means 18.

The control device 5 is preferably also designed to log track defects detected during the journey and / or to report it to a traffic control center. This allows gradual changes to the rails 3 to be detected, and impending errors, before they lead to an accident, in particular when a certain route is regularly traveled on the same train 1.

It is particularly preferably provided that the control device 5 is designed, when an impending collision is detected:

To cause braking of the train 1, and / or [0058] to send an alarm message to a traffic control center and / or a rescue center via the interface 7, and / or [0059] to send an alarm message to a passenger information system of the train 1 to spend; and / or [0060] - to output an alarm message to a collision obstacle, in particular an oncoming train 1, in particular via the vibration generator

6.10

AT518 904B1 2019-02-15 Austrian

Patent Office [0061] As a result, collisions between two trains 1 can be avoided, especially on poorly developed secondary lines.

It is also particularly preferably provided that the system 20 has at least one outside temperature sensor, which is connected to the control device 5, and that the control device 5 is designed to compensate for temperature changes when monitoring the integrity of a train 1. This can compensate for a drift in the signal transit time, as occurs when the temperature changes.

A method for determining at least one state of a train 1, it is provided that at least one predeterminable structure-borne sound output signal is introduced into a wheel or an axis of the train 1 by means of a vibration generator 2, a structure-borne sound reflection signal reflected thereon being recorded by a vibration sensor 4, wherein the structure-borne sound reflection signal - for determining the at least one state of the train 1 - is compared by a control device 5 with at least one comparison criterion.

Claims (21)

claims 1. System for determining at least one state of a train (1), and preferably a rail track (3) on which the train (1) is located, the system having an oscillation generator (2) for generating at least one predeterminable structure-borne sound output signal, the system (20) has a vibration sensor (4) for receiving a structure-borne sound reflection signal, the system (20) having a control device (5) which is connected to the vibration generator (2) and the vibration sensor (4) in terms of circuitry, and wherein the control device (5 ) - to determine the at least one state of the train (1) - is designed to compare the structure-borne sound reflection signal with at least one comparison criterion, the vibration generator (2) and the vibration sensor (4) being designed as a one-piece assembly, characterized in that the vibration generator (2) and the vibration sensor (4) as a hydrophone (23) forms are. 2. System (20) according to claim 1, characterized in that the vibration generator (2) on a wheel (6) or an axis (21) of the train (1), in particular a wheel (6) of a locomotive (8), arranged is. 3. System (20) according to claim 1 or 2, characterized in that the vibration sensor (4) on a wheel (6) or an axis (21) of the train (1), in particular a wheel (6) of a locomotive (8) , is arranged. 4. System (20) according to claim 2 or 3, characterized in that the vibration generator (2) and / or the vibration sensor (4) in or on a wheel scar of the wheel (6) or an axle end (22) of the axle (21) are arranged. 5. Installation (20) according to one of claims 1 to 4, characterized in that the vibration generator (2) is designed to generate a sound pulse. 6. System (20) according to one of claims 2 to 5, characterized in that the vibration generator (2) and / or the vibration sensor (4), in particular the hydrophone (23), via an impedance matching means (24), in particular mercury the axis (21) or the wheel (6) are coupled. 7. System (20) according to one of claims 1 to 6, characterized in that the vibration sensor (4) is designed as, in particular piezoelectric, acceleration sensor. 8. System (20) according to any one of claims 1 to 7, characterized in that the system (20) is designed to output structure-borne noise signals with a predefinable acoustic signature, in particular comprising an associated characteristic sequence. 9. System (20) according to claim 8, characterized in that a first structure-borne sound output signal has a first acoustic signature, and in that a second structure-borne sound output signal has a second acoustic signature that can be distinguished from the first acoustic signature. 10. System (20) according to one of claims 1 to 9, characterized in that the structure-borne sound output signal contains a specifiable, in particular non-periodic, pulse train. 11. System (20) according to any one of claims 1 to 10, characterized in that the structure-borne sound output signal has predeterminable different frequency ranges. 12. System (20) according to one of claims 1 to 11, characterized in that the control device (5) is designed to analyze the structure-borne sound reflection signal in the time domain and a predeterminable image area. 8.10 AT518 904B1 2019-02-15 Austrian Patent Office 13. System (20) according to one of claims 8 to 12, characterized in that the control device (5) is designed to compare structure-borne sound reflection signals with structure-borne sound output signals, and to assign a specific structure-borne sound reflection signal to a specific structure-borne sound output signal. 14. System (20) according to one of claims 1 to 13, characterized in that the at least one comparison criterion comprises a number of axes (21) of the train (1) determined, preferably before starting a journey with an individual train (1) , 15. System (20) according to one of claims 1 to 14, characterized in that the at least one comparison criterion, a signal change characteristic, preferably determined when starting a journey with an individual train (1), in particular a signal attenuation and / or dispersion characteristic and / or a transfer function of the respective train (1) to be monitored. 16. System (20) according to one of claims 1 to 15, characterized in that the system (20) has at least one outside temperature sensor which is connected to the control device (5), and that the control device (5) is designed to detect temperature changes to compensate when determining the at least one state of the train (1). 17. System (20) according to one of claims 1 to 16, characterized in that the system (20) has at least one interface (7) for data exchange, in particular with an ETCS computer of the train (1). 18. System (20) according to one of claims 1 to 17, characterized in that the control device (5) is designed to detect an alarm in a driver's station of the train (1) when at least one, especially during the journey, uncoupled wagons are detected / or deliver a coming train and / or a traffic control center. 19. System (20) according to one of claims 1 to 18, characterized in that the control device (5) is designed to log track defects detected during the journey and / or to report it to a traffic control center. 20. System (20) according to one of claims 1 to 19, characterized in that the control device (5) is designed, when an impending collision is detected: - to cause the train (1) to brake, and / or - send an alarm message to a traffic control center and / or a rescue center, and / or - to issue an alarm message to a passenger information system of the train (1); and or - to issue an alarm message to a collision obstacle, in particular an oncoming train (1), in particular via the vibration generator. 21. train (1) with a system (20) according to one of claims 1 to 20.