BR102016018415A2 - route evaluation method and route evaluation system - Google Patents

Abstract

“route evaluation method and route evaluation system” refers to systems and methods for evaluating a route introduction of one or more electrical evaluation signals into a conductive route on board a vehicle system traveling along of the route, detect one or more electrical characteristics of the route based on the one or more electrical evaluation signals, apply a filter to the one or more electrical characteristics, and detect an interruption in the conductivity of the route in response to the one or more electrical characteristics that decrease by more than a designated drop threshold over a period of time within a designated drop time period. Feature vectors can be determined for the electrical characteristics and compared to one or more patterns in order to distinguish between interruptions in route conductivity and other causes for changes in electrical characteristics.

Description

“ROUTE ASSESSMENT METHOD AND ROUTE ASSESSMENT SYSTEM” Cross Reference to Related Orders [001] This request claims priority from US Interim Order 62 / 165.007, filed May 21, 2015 (Order “Ό07”) and claims Priority to Interim Order No. 61 / 161,626, filed May 14, 2015 (the "Order 626"). This application is a continuation in part, and claims priority from Application No. 14 / 527,246, filed October 29, 2014 ("Order 246"), which is a partial continuation and claims priority in Application No. 14 / 527,246. 016,310, filed September 3, 2013 ("Application 310", now US Patent No. 8,914,171), which claims priority to Provisional Application No. 61 / 729,188, filed November 21, 2012 (the "Order 188") The entire disclosures of Order Ό07, Order '626, Order' 246, Order Ί88, and Order '310 are incorporated by reference.

Government License Rights [002] This invention was carried out with Government support under contract number DTFR5314C00021 granted by the Federal Railways Administration. The Government has certain rights in this invention.

Field [003] Accomplishments of the subject disclosed herein refer to the assessment of routes traveled by vehicles for damage to routes and / or to determine information about routes and / or vehicles.

Background of the Invention Routes that are traveled by vehicles can become damaged over time with extended use. For example, roads on which rail vehicles travel may be damaged and / or interrupted. A variety of known systems are used to assess railways to identify where damaged and / or disrupted portions of the track are located. For example, some systems use cameras, lasers and the like to optically detect breakdowns and road damage. Cameras and lasers can be mounted on rail vehicles, but the accuracy of cameras and lasers can be limited by the speed at which rail vehicles move during route inspection. As a result, cameras and lasers may not be able to be used during the regular operation (eg travel) of rail vehicles in the recipe service.

Other systems use ultrasonic transducers that are placed on or near the track to ultrasonically inspect the track. These systems may require very slow movement of the transducers in relation to the track to detect damage to the track. When a suspicious location is detected by an ultrasonic inspection vehicle, a manual follow-up inspection may be required to confirm defects using transducers that are manually positioned and moved along the track and / or are moved along the track. by a relatively slower moving inspection vehicle. Road inspections can take a considerable amount of time during which the inspected section of the route may be unusable by regular route traffic.

Other systems use human inspectors who move along the track to inspect for broken and / or damaged sections of the track. This manual inspection is slow and error prone.

Other systems use roadside devices that send electrical signals through the roadways. If signals are not received by other trackside devices, only one circuit that includes the track is identified as open, and the track is considered interrupted. These systems are limited at least by the fact that roadside devices are immovable. As a result, systems cannot inspect large track extensions and / or a large number of devices need to be installed in order to inspect large track extensions. These systems are also limited at least by the fact that a single circuit could extend for multiple miles. As a result, if the road is identified as open and is considered interrupted, it is difficult and time consuming to locate the exact location of the break within the long circuit. For example, a maintainer needs to patrol the circuit length to locate the problem.

[008] These systems are also limited at least by the fact that other track features such as freeway crossover shunts (eg hardwires), broadband crossover shunts (eg capacitors), crossover shunts Short-band (eg regulated) switches, isolated joints, and deviations (eg track switches) can simulate the expected signal response of an interrupted rail and provide a false alarm. For example, metal scrap on the track, crossovers, etc. can shorten the rails together, preventing current from crossing the circuit length, indicating that the circuit is open. Additionally, insulated joints and / or deviations may include intentional conductive breaks that create an open circuit. In response, the system may identify a potentially interrupted section of the road, and a person or machine may be dispatched to patrol the circuit to locate the break, even if the detected break is a false alarm (for example, not a break in the road). . There remains a need to reduce the likelihood of false alarms to make route maintenance more efficient.

[009] Another problem with some systems is the occurrence of false alarms and / or missed track intervals due to track-side environmental noise that distorts and / or hides the expected signal response of an interrupted track. Road noise can be produced by vehicles (eg dynamic locomotive and / or braking), trackside control circuits, and / or road conditions (eg lubrication or other road deposits, rusty rails). or contaminated, etc.). This noise may hide the signal indicating a break or produce some change in amplitude or time displacement that may be falsely interpreted as a break. There remains a need to reduce the likelihood of false alarms and missed intervals due to road noise.

[010] Some vehicle location determination systems may not be able to determine vehicle system locations in some circumstances. For example, during initialization of location determination systems, the vehicle system may not be able to determine the location of the vehicle system. During travel of the vehicle system in certain locations, such as tunnels, valleys, urban areas, etc., location determination systems may not be able to determine the locations of vehicle systems. An improved way to determine vehicle system locations is required.

Brief Description [011] In one embodiment, a method (for example, to evaluate a route) includes introducing a first electrical evaluation signal into a conductive route aboard a vehicle system traveling along the route that detects a first electrical characteristic of the route based on the first electrical evaluation signal, and detects a break in the conductivity of the route responsive to the first electrical characteristic that decreases by more than one drop threshold designated for a period of time within a specified time period. designated fall.

[012] In another embodiment, a system (e.g., a route evaluation system) includes a first application unit configured to input a first electrical evaluation signal on a conductive route aboard a vehicle system traveling the along the route, a first detection unit configured to detect a first electrical characteristic of the route based on the first evaluation electrical signal, and one or more processors configured to detect an interruption in route conductivity in response to the first electrical characteristic that decreases by more than a designated fall threshold for a time period within a designated fall time period.

In another embodiment, a system (e.g., a route evaluation system) includes the first and second application units, the first and second detection units, and one or more processors. The first application unit is configured to be arranged aboard a vehicle traveling along a route that has several conductive tracks. The first application unit is configured to introduce a first electrical feedback signal that has one or more of a first frequency or a first unique identifier on a first rail of the various conductive rails. The second application unit is configured to be arranged onboard the vehicle and to input a second electrical rating signal that has one or more of a different second frequency or a different unique identifier on a second rail among the various conductive rails. The first detection unit is configured to be arranged onboard the vehicle and to measure a first electrical characteristic of the first rail based on the first electrical rating signal and to measure a second electrical characteristic of the first rail based on the second electrical rating signal ; The second detection unit is configured to be arranged onboard the vehicle and to measure a third electrical characteristic of the second rail based on the first electrical rating signal and to measure a fourth electrical characteristic of the second rail based on the second electrical rating signal . One or more processors are configured to detect an interruption in the conductivity of one or more of the first or second track of the route in response to one or more of the first electrical characteristic, the second electrical characteristic, the third electrical characteristic, or The fourth electrical characteristic that decreases by more than one designated fall threshold for a time period that is within a designated fall time period.

[014] In one embodiment, a method (for example, to evaluate a route and / or determine route and / or vehicle system information) includes introducing a first electrical evaluation signal into a conductive route aboard a vehicle system traveling along the route, detecting a first electrical characteristic of the route based on the first electrical evaluation signal, and detecting using a route evaluation system that is also configured to detect damage to the route with based on the first electrical characteristic, a first regulated frequency derivation on the route based on the first electrical characteristic.

[015] In one embodiment, a system (for example, a route evaluation system) includes a first application unit configured to input a first electrical evaluation signal on a conductive route aboard a vehicle system traveling at along the route, a first detection unit configured to measure a first electrical characteristic of the route based on the first electrical evaluation signal, and an identification unit configured to detect damage to the route based on the first electrical characteristic and to detect a first lead frequency setting on the route based on the first electrical characteristic.

[016] In one embodiment, a system (e.g., a route evaluation system) includes a first application unit configured to introduce a first electrical signal that has a first frequency on a first conductive track of a route aboard a vehicle system, a first detection unit configured to monitor a first feature of the first conductive route track onboard the vehicle system based on the first electrical signal, a second application unit configured to input a second electrical signal having a second different frequency on a second conductive track of the vehicle system on-board route, a second sensing unit configured to monitor a second characteristic of the second conductive track of the vehicle system on-board based on the second electrical signal, and a configured to detect route damage and to determine one or more of the following identify the route from several different routes, determine a vehicle system location along the route, determine a vehicle system travel direction, determine a vehicle system speed, or identify a missing or damaged frequency regulated lead based in one or more of the first or second characteristic.

Brief Description of the Figures Reference is made to the accompanying Figures in which particular embodiments and further benefits of the invention are illustrated as described in more detail in the description below, wherein: Figure 1 is a schematic illustration of a vehicle system which includes an embodiment of a route evaluation system; Figure 2 is a schematic illustration of one embodiment of an evaluation system; Figure 3 illustrates a schematic diagram of an embodiment of various vehicle systems moving along the route; Figure 4 is a flow chart of an embodiment of a method for evaluating a route that is traveled by a vehicle system aboard the vehicle system; Figure 5 is a schematic illustration of one embodiment of an evaluation system; Figure 6 is a schematic illustration of an embodiment of a vehicle rating system of a vehicle system moving along a route; Figure 7 is a schematic illustration of an embodiment of a multi-vehicle rating system of a vehicle system moving along a route; Figure 8 is a schematic diagram of an embodiment of a vehicle rating system of a vehicle system in a route; Figure 9 is a schematic illustration of an embodiment of a vehicle rating system as the vehicle travels along a route; Figure 10 is another schematic illustration of an embodiment of a vehicle rating system as the vehicle travels along a route; Figure 11 is another schematic illustration of an embodiment of a vehicle rating system as the vehicle travels along a route; Figure 12 illustrates electrical signals monitored by a rating system in a vehicle system as the vehicle system travels along a route; Figure 13 is a flow chart of an embodiment of a method for evaluating a route that is traveled by a vehicle system aboard the vehicle system; Figure 14 is a schematic illustration of an embodiment of the vehicle rating system as the vehicle travels along the route; Figure 15 illustrates electrical characteristics that can be monitored by the rating system in a vehicle system as the vehicle system travels along the route according to one example; Figure 16 illustrates a flowchart of one embodiment of a method for evaluating a route and / or determining route and / or vehicle system information; Figure 17 illustrates another example of the evaluation system shown herein in operation; Figure 18 illustrates a flowchart of one embodiment of a method for controlling a vehicle system; Figure 19 illustrates an example of electrical characteristics measured by the detection units shown in Figure 17; Figure 20 illustrates an example of electrical characteristics measured by the detection units shown in Figure 17; Figure 21 illustrates an example of electrical characteristics measured by the detection units shown in Figure 17; Figure 22 illustrates an example of electrical characteristics measured by the detection units shown in Figure 17; Figure 23 illustrates examples of resource vectors included in different patterns representing different route conditions; and Figure 24 illustrates an example of two waveforms of electrical characteristics measured by the detection units shown in Figure 17.

Detailed Description of the Invention The inventive embodiments described herein relate to methods and systems for evaluating a route that is traversed by a vehicle system to identify potential sections of the route that are damaged or interrupted. In one embodiment, the vehicle system may evaluate the route by introducing an electrical signal to the route from a first vehicle in the vehicle system as the vehicle system travels along the route, and monitoring the route. in another second vehicle that is also in the vehicle system. Detection of the signal in the second vehicle and / or detection of signal changes in the second vehicle may indicate a potentially damaged (eg interrupted or partially interrupted) section of the route between the first and second vehicles. In one embodiment, the route may be a track of a rail vehicle system and the first and second vehicle may be used to identify an interrupted or partially interrupted section of one or more track rails. The electrical signal that is fed into the route may be powered by an onboard energy storage device such as one or more batteries and / or an offboard power source such as a catenary and / or electrified route rail. . When the damaged section of the route is identified, one or more responsive actions may be initiated. For example, the vehicle system may slow down or stop automatically. As another example, an alert signal may be communicated (for example, transmitted or broadcast) to one or more other vehicle systems to alert the other vehicle systems of the damaged section of the route to one or more disposed roadside devices. on or near the route so that roadside devices can communicate warning signals to one or more other vehicle systems. In another example, the warning signal may be communicated to an off-board facility that may provide for repair and / or further evaluation of the damaged section of the route.

[019] The term "vehicle" as used herein may be defined as a mobile machine carrying at least one person, person or shipment. For example, a vehicle may be, without limitation, a rail car, an intermodal container, a locomotive, a marine vessel, mining equipment, construction equipment, an automobile, and the like. A "vehicle system" includes two or more vehicles that are interconnected to each other to travel along a route. For example, a vehicle system may include two or more vehicles that are directly connected to each other (for example, by a hitch), or that are indirectly connected to each other (for example, by one or more other vehicles and hitches). A vehicle system may be termed as a train, such as a rail vehicle train.

[020] “Software” or “computer programs” as used herein includes, but is not limited to, one or more readable and / or executable computer instructions that cause a computer or other electronic device to perform functions, actions and / or behave in a desired manner. Instructions can be incorporated in a variety of ways, such as routines, algorithms, modules, or programs that include separate applications or dynamically linked library codes. Software can also be deployed in a variety of ways such as a standalone program, a function call, a small server, a small application, an application, instructions stored in memory, part of an operating system, or other type of executable instructions. "Computer" or "processing element" or "computer device" as used herein includes, but is not limited to, any programmed or programmable electronic device that may store, retrieve and process data. “Non-transient computer readable media” includes, but is not limited to, a CD-ROM, removable flash memory card, hard disk, magnetic tape, and floppy disk. “Computer memory” as used herein refers to a storage device configured to store digital data or information that can be retrieved by a computer or processing element. "Controller", "unit" and / or "module" as used herein may refer to the set of logic circuits and / or associated processing elements and software or program involved in controlling a power storage system. . The terms "signal", "data" and "information" may be used interchangeably in this document and may refer to digital or analog forms.

Figure 1 is a schematic illustration of a vehicle system 100 including an embodiment of a route evaluation system 102. Vehicle system 100 includes several vehicles 104, 106 which are mechanically connected to each other to move around. vehicles 104 (e.g., vehicles 104A to 104C) represent propulsion generating vehicles, such as vehicles that generate tractive effort or power to propel vehicle system 100 along route 108. In one embodiment, vehicles 104 may represent railway vehicles, such as locomotives. Vehicles 106 (for example, vehicles 106A-E) represent unpowered generation vehicles, such as vehicles that do not generate tractive effort or power. In one embodiment, vehicles 106 may represent rail cars. Alternatively, vehicles 104, 106 may represent other types of vehicles. In another embodiment, one or more of the individual vehicles 104 and / or 106 represent a group of vehicles, such as a locomotive train or other vehicle.

Route 108 may be a body, surface, or means on which vehicle system 100 travels. In one embodiment, route 108 may include or represent a body capable of carrying a signal between vehicles in the vehicle system 100, such as a conductive body capable of carrying an electrical signal (for example, direct current, alternating current). , radio frequency, or other signal).

[023] Evaluation system 102 may be distributed between two or more vehicles 104, 106 of vehicle system 100. For example, evaluation system 102 may include two or more components that operate to identify potentially damaged sections of route 108, with at least one component arranged on each of two different vehicles 104, 106 in the same vehicle system 100. In the illustrated embodiment, the evaluation system 102 is distributed between or between two different vehicles 104. Alternatively, the evaluation system 102 may be distributed between three or more vehicles 104, 106. Additionally or alternatively, the evaluation system 102 may be distributed between one or more vehicles 104 and one or more vehicles 106, and is not limited to being disposed aboard a single vehicle type 104 or 106. As described below, in another embodiment, the evaluation system 102 may be distributed between a vehicle in the vehicle system and an off-board monitoring location, such as a device to side of the road.

[024] In operation, the vehicle system 100 travels along route 108. A first vehicle 104 electrically introduces a feedback signal on route 108. For example, first vehicle 104A may apply a direct current, alternating current, signal or similar to route 108 as an evaluation signal. The evaluation signal propagates along or along route 108. A second vehicle 104B or 104C may monitor one or more electrical characteristics of route 108 when the evaluation signal is input to route 108.

Evaluation system 102 may be distributed between two separate vehicles 104 and / or 106. In the illustrated embodiment, the evaluation system 102 has onboard components arranged at least two of the propulsion generating vehicles 104A, 104B, 104C. Additionally or alternatively, the rating system 102 may include components disposed onboard at least one of the non-propulsion generation vehicles 106. For example, the rating system 102 may be located onboard two or more propulsion generation vehicles 104 , two or more non-propulsion generation vehicles 106, or at least one propulsion generation vehicle 104 and at least one non-propulsion generation vehicle 106.

[026] In operation, during the course of the vehicle system 100 along route 108, the rating system 102 electrically introduces a rating signal on route 108 on a first vehicle 104 or 106 (e.g., under the footprint of the first vehicle 104 or 106). For example, an onboard or offboard power source may be controlled to apply a direct current, alternating current, RF signal, or the like to a route route 108. The rating system 102 monitors electrical characteristics of route 108 on a second vehicle 104 or 106 of the same vehicle system 100 (e.g. below the footprint of the second vehicle 104 or 106) to determine if the feedback signal is detected on route 108. For example, voltage, current, Resistance, impedance, or other electrical characteristic of route 108 may be monitored on the second vehicle 104, 106 to determine if the evaluation signal is detected and / or if the evaluation signal has been altered. If the portion of route 108 between the first and second vehicles carries the evaluation signal to the second vehicle, only the evaluation signal may be detected by the evaluation system 102. The evaluation system 102 may determine that the route 108 (e.g. , the portion of the route 108 through which the propagated evaluation signal) is intact and / or undamaged.

On the other hand, if the portion of route 108 between the first and second vehicles does not carry the evaluation signal to the second vehicle (for example, so that the evaluation signal is not detected on route 108 in the second vehicle) , only the evaluation signal may not be detected by the evaluation system 102. The evaluation system 102 may determine that route 108 (for example, the portion of route 108 disposed between the first and second vehicles during the time period that the evaluation signal is expected or calculated to propagate via route 108) is not intact and / or is damaged. For example, the evaluation system 102 may determine that the portion of a road between the first and second vehicles is interrupted such that a continuous conductive path for evaluation signal propagation does not exist. Evaluation system 102 may identify this section of the route as a potentially damaged section of route 108. On routes 108 that are segmented (for example, such as railways that may have gaps), evaluation system 102 may transmit and attempt detecting multiple feedback signals to avoid false detection of an interrupted portion of route 108.

Due to the fact that the feedback signal can propagate relatively fast through route 108 (e.g., faster than a speed at which vehicle system 100 moves), route 108 can be evaluated with use of the feedback signal when vehicle system 100 is moving, such as carrying cargo or otherwise operating at a non-zero minimum speed limit of route 108 or above.

Additionally or alternatively, the rating system 102 may detect one or more changes in the rating signal on the second vehicle. The feedback signal may propagate via route 108 from the first vehicle to the second vehicle. However, due to the damaged portions of route 108 between the first and second vehicles, one or more signal characteristics of the rating signal may have changed. For example, the signal to noise ratio, intensity, power, or the like of the feedback signal may be known or designated when introduced on route 108 in the first vehicle. One or more of these signal characteristics may change (e.g. deteriorate or diminish) during propagation through a mechanically damaged or deteriorated portion of route 108, although the feedback signal is received (e.g. detected) in the second vehicle. Signal characteristics can be monitored by receiving the evaluation signal in the second vehicle. Based on changes in one or more of the signal characteristics, rating system 102 may identify the portion of route 108 that is disposed between the first and second vehicles as being a potentially damaged portion of route 108. For example, if If the signal to noise ratio, strength, power or the like of the feedback signal decreases below a designated threshold and / or decreases by more than a designated threshold decrease, only rating system 102 can identify route section 108 as being potentially damaged.

[030] In response to identifying a section of route 108 as being damaged or damaged, evaluation system 102 may initiate one or more responsive actions. For example, the rating system 102 may slow down or stop the movement of vehicle system 100. The rating system 102 may automatically give a warning signal to one or more other vehicle systems moving near the damaged section of route 108. and where the damaged section of route 108 is located. The evaluation system 102 can automatically communicate a warning signal to a stationary trackside device located on or near route 108 that notifies the device of the potentially damaged section of route 108 and the location of the potentially damaged section. The stationary trackside device can only communicate a signal to one or more other vehicle systems moving near the potentially damaged section of route 108 and where the potentially damaged section of route 108 is located. The evaluation system 102 may automatically issue an inspection signal to an outboard installation, such as a repair facility, which notifies the installation of the potentially damaged section of route 108 and the location of the section. The installation may send only one or more inspectors to check and / or repair route 108 in the potentially damaged section. Alternatively, the evaluation system 102 may notify an operator of the potentially damaged section of route 108, and the operator may then manually initiate one or more responsive actions.

[031] Figure 2 is a schematic illustration of an embodiment of an evaluation system 200. The evaluation system 200 may represent the evaluation system 102 shown in Figure 1. The evaluation system 200 is distributed between a first vehicle 202 and a second vehicle 204 in the same vehicle system. Vehicles 202, 204 may represent vehicles 104 and / or 106 of the vehicle system 100 shown in Figure 1. In one embodiment, vehicles 202, 204 represent two of vehicles 104, such as vehicle 104A and vehicle 104B, vehicle 104B and vehicle 104C, or vehicle 104A and vehicle 104C. Alternatively, one or more of vehicles 202, 204 may represent at least one of vehicles 106. In another embodiment, rating system 200 may be distributed between three or more of vehicles 104 and / or 106.

The evaluation system 200 includes several components described below which are arranged on board vehicles 202, 204. For example, the illustrated embodiment of the evaluation system 200 includes a control unit 208, an application device 210, a power supply 212 ("Battery" in Figure 2), one or more conditioning circuits 214, a communication unit 216, and one or more switches 224 arranged onboard the first vehicle 202. The rating system 200 also includes a detection unit 218, an identification unit 220, a detection device 230, and a communication unit 222 disposed aboard the second vehicle 204. Alternatively, one or more of the control unit 208, application device 210, power source 212, conditioning circuits 214, communication unit 216 and / or switch 224 may be arranged aboard second vehicle 204 and / or another vehicle in the same system. and vehicle, and / or one or more of detection unit 218, identification unit 220, detection device 230, and communication unit 222 may be arranged aboard first vehicle 202 and / or another vehicle in the same system. by vehicle.

Control unit 206 controls the supply of electric current to the application device 210. In one embodiment, the application device 210 includes one or more conductive bodies that engage route 108 as the vehicle system including the vehicle 202 travels along route 108. For example, delivery device 210 may include a conductive shoe, brush, or other body that slides along the upper and / or lower surface of a track so that a conductive path is that extends through the application device 210 and the pathway. Additionally or alternatively, the delivery device 210 may include a conductive portion of a wheel of the first vehicle 202, such as the conductive outer periphery or circumference of the wheel that engages route 108 as the first vehicle 202 travels along the route 108. In another embodiment, the application device 210 may be inductively coupled to route 108 without engaging or touching route 108 or any component that engages route 108.

Application device 210 is conductively coupled to switch 224, which may represent one or more devices that control the flow of electric current from onboard power source 212 and / or conditioning circuits 214. Switch 224 can be controlled by the control unit 206 so that the control unit 206 can turn the current flow on and off through the application device 210 to route 108. In one embodiment, switch 224 can also be controlled by the control unit 206 to vary one or more waveforms and / or waveform characteristics (e.g., phase, frequency, amplitude and the like) of the current that is applied to route 108 by the application device 210.

[035] Onboard power source 212 represents one or more devices capable of storing electrical energy, such as one or more batteries, capacitors, steering wheels and the like. Additionally or alternatively, power source 212 may represent one or more electrical current generating devices, such as an alternator, generator, photovoltaic device, gas turbine or the like. Power supply 212 is coupled to switch 224 so that control unit 206 can control when the electrical energy stored in power supply 212 and / or the electric current generated by power source 212 is carried as electrical current (for example , direct current, alternating current, an RF signal, or the like) to route 108 via the application device 210.

[036] Conditioning circuit 214 represents one or more electrical circuits and components that change electrical current characteristics. For example, the conditioning circuit 214 may include one or more inverters, converters, transformers, batteries, capacitors, resistors, inductors and the like. In the illustrated embodiment, the conditioning circuit 214 is coupled to a connection assembly 226 that is configured to receive electrical current from an outboard source. For example, the connector assembly 226 may include a pantograph that engages an electrified conductive path 228 (e.g., a catenary) extending along route 108 so that the electrical current of the catenary 228 is carried via the connection assembly 226 to conditioning circuit 214. In addition or alternatively, electrified conductive path 228 may represent an electrified portion of route 108 (e.g., an electrified rail) and connection assembly 226 may include a conductive shoe, brush, portion of a wheel, or other body that engages with the electrified portion of route 108. The electric current is carried from the electrified portion of route 108 through connection assembly 226 and conditioning circuit 214.

[037] The electrical current that is carried to the conditioning circuit 214 of the power supply 212 and / or the outboard source (for example by means of the connector assembly 226) may be altered by the conditioning circuit 214. For example , the conditioning circuit 214 may change the voltage, current, frequency, phase, magnitude, intensity, waveform and the like of the current that is received from the power supply 212 and / or the connection assembly 226. The modified current may be the feedback signal that is electrically fed into route 108 by the application device 210. Additionally or alternatively, the control unit 206 may form the feedback signal by controlling switch 224. For example, the rating signal may be formed actuating switch 224 to allow current to flow from conditioning circuit 214 and / or power source 212 to application device 210.

[038] In one embodiment, control unit 206 may control conditioning circuit 214 to form the evaluation signal. For example, control unit 206 may control conditioning circuit 214 to change the voltage, current, frequency, phase, magnitude, intensity, waveform and the like of the current that is received from power source 212 and / or connection assembly 226 to form the rating signal. The evaluation signal may optionally be a waveform that includes multiple frequencies. The evaluation signal may include multiple harmonics or overtones. The rating signal may be a square wave or the like.

[039] The feedback signal is driven through the application device 210 to route 108, and is electrically fed into a conductive portion of route 108. For example, the feedback signal may be conducted on a conductive route 108 route. In another embodiment, the application device 210 may not directly engage (e.g., touch) route 108, but may be wirelessly coupled to route 108 so as to electrically input the feedback signal to route 108 (e.g., by means of induction).

The conductive portion of route 108 extending between the first and second vehicles 202, 204 during the course of the vehicle system may form a track circuit through which the feedback signal may be conducted. The first vehicle 202 may be coupled (e.g. physically coupled, wired coupled, among others) to the track circuit by the application device 210. The power source (e.g., onboard power source 212 and / or electrified outboard conductive path 228) can transfer power (e.g., the rating signal) through the track circuit toward the second vehicle 204.

By way of example, and not limitation, the first vehicle 202 may be coupled to a track of route 108, and the track may be the track circuit that conductively extends and couples one or more components of the system. 200 in the first vehicle 202 with one or more components of the evaluation system 200 in the second vehicle 204.

[042] In one embodiment, control unit 206 includes or represents a managing component. Such a manager component may be configured to activate an electrical current transmission on route 108 via application device 210. In another case, the manager component may enable or disable a power portion transfer from the onboard power source and / or the application device 210, such as controlling the switch and / or the conditioning circuit. In addition, the manager component may adjust the parameter (s) associated with the power portion that is transferred to route 108. For example, the managerial component may adjust an amount of power transferred, a frequency at which power is transferred ( for example, a delivery of pulsed power, AC power, among others), a length of time that the power portion is transferred, among others. Such parameter (s) may be adjusted by the management component based on at least one of a vehicle or device geographic location or device identification (e.g., type, location, production, among others).

[043] The managing component may survey a geographical location of the vehicle or device to adjust a parameter for the portion of power that may be transferred to the device from the power source. For example, the amount of power transferred can be adjusted by the manager component based on device power input. By way of example, and not limitation, the transferred power portion may meet or be below the device power input to reduce the risk of damage to the device. In another example, the geographical location of the vehicle and / or device may be used to identify a particular device and, in turn, a power input for such device. The geographical location of the vehicle and / or device may be certified by a location on a track circuit, track circuit identification, Global Positioning Service (GPS), among others.

The detection unit 218 disposed aboard the second vehicle 204, as shown in Figure 2, monitors route 108 to attempt to detect the feedback signal that is input to route 108 by the first vehicle 202. The detection unit 218 is coupled to sensing device 230. In one embodiment, sensing device 230 includes one or more conductive bodies that engage route 108 as the vehicle system including vehicle 204 travels along route 108. For example , the sensing device 230 may include a conductive shoe, brush, or other body sliding along the upper and / or lower surface of a track so that a conductive path extending through the sensing device 230 and the via. Additionally or alternatively, sensing device 230 may include a conductive portion of a wheel of the second vehicle 204, such as the conductive outer periphery or circumference of the wheel that engages route 108 as the second vehicle 204 travels along the route 108. In another embodiment, sensing device 230 may be inductively coupled to route 108 without engaging or touching route 108 or any component that engages route 108.

[045] Detection unit 218 monitors one or more electrical characteristics of route 108 using detection device 230. For example, the voltage of a direct current driven by route 108 can be detected by monitoring the voltage conducted along from route 108 to sensing device 230. In another example, the current (e.g. frequency, ampere, phases, or the like) of an alternating current or RF signal that is conducted by route 108 can be detected by monitoring the current conducted along route 108 to detection device 230. As another example, the signal to noise ratio of a signal that is driven by detection device 230 from route 108 can be detected by detection unit 218 evaluating the signal conducted by the sensing device 230 (e.g., a received signal) and compares the received signal to a designated signal. For example, the feedback signal that is input to route 108 using application device 210 may include a designated signal or portion of a designated signal. Detection unit 218 can compare the received signal that is routed from route 108 to the detection device 230 with that signal designed to measure a signal to noise ratio of the received signal.

[046] Detection unit 218 determines one or more electrical characteristics of the signal that is received (e.g., picked up) by detection device 230 from route 108 and reports the characteristics of the received signal to identification unit 220. or more electrical characteristics may include voltage, current, frequency, phase, phase shift or difference, modulation, intensity, embedded signature and the like. If no signal is received by the detection device 230, then the detection unit 218 may report the absence of such a signal to the identification unit 220. For example, if the detection unit 218 does not detect at least one designated voltage, designated current. , or the like, as received by sensing device 230, so sensing unit 218 may not detect any received signal. Alternatively or additionally, detection unit 218 may communicate detection of a signal that is received by detection device 230 only upon detection of the signal by detection device 230.

[047] In one embodiment, detection unit 218 may determine the characteristics of the signals received by detection device 230 in response to a notification received from control unit 206 on first vehicle 202. For example, when control unit 206 has By causing the application device 210 to input the evaluation signal on route 108, the control unit 206 may direct the communication unit 216 to transmit a notification signal to the detection device 230 via the second communication unit 222. vehicle 204. Communication units 216, 222 may include respective antennas 232, 234 and associated circuitry for wirelessly communicating signals between vehicles 202, 204, and / or with outboard locations. Communication unit 216 may transmit wirelessly a notification to detection unit 218 which instructs detection unit 218 when the evaluation signal is to be inserted on route 108. Additionally or alternatively, communication units 216, 222 may be connected via one or more wires, cables and the like, such as a multiple unit (MU) cable, railway line, or other conductive path (s), to enable communication between units 216, 222.

[048] Detection unit 218 may begin to monitor signals received by detection device 230. For example, detection unit 218 may not start or continue to monitor signals received from detection device 230 at or until detection unit 218 is instructed until control unit 206 causes the evaluation signal to be input to route 108. Alternatively or additionally, detection unit 218 may periodically monitor detection device 230 for received signals and / or may monitor the detection device 230 for signals received when being manually executed by an evaluation system operator 200.

The identification unit 220 receives the characteristics of the signal received from the detection unit 218 and determines whether the characteristics indicate receipt of all or a portion of the evaluation signal introduced on route 108 by the first vehicle 202. Although the detection unit 218 and the identification unit 220 are shown as separate units, the detection unit 218 and the identification unit 220 may refer to the same unit. For example, detection unit 218 and identification unit 220 may be a single hardware component disposed aboard second vehicle 204.

The identification unit 220 examines the characteristics and determines whether the characteristics indicate that the section of route 108 disposed between the first vehicle 202 and the second vehicle 204 is damaged or at least partially damaged. For example, if the application device 210 has introduced the feedback signal on a route route 108 and one or more characteristics (e.g. voltage, current, frequency, intensity, signal to noise ratio and the like) of the feedback signal detected by the detection unit 218, then the identification unit 220 may determine that the section of track that has been disposed between vehicles 202, 204 is interrupted or otherwise damaged so that the track cannot conduct the feedback signal. . Additionally or alternatively, the identification unit 220 may evaluate the signal to signal noise ratio detected by the detection unit 218 and determine whether the section of route 108 between vehicles 202, 204 is potentially interrupted or damaged. For example, the identification unit 220 may identify this section of route 108 as being interrupted or damaged if the signal to noise ratio of one or more (or at least a designated amount) of received signals is less than a designated ratio.

[051] Identification unit 220 may include or be communicatively coupled (for example, by one or more wired and / or wireless connections allowing communication) with a location determination unit which may determine the location of the vehicle 204 and / or vehicle system. For example, the location determination unit may include a GPS unit or other device that may determine where the first vehicle and / or second vehicle are located along route 108. The distance between first vehicle 202 and second vehicle 204 along the length of the vehicle system can be known to the identification unit 220, such as entering the distance to the identification unit 220 using one or more input devices and / or by means of communication unit 222.

[052] Identification unit 220 can identify which section of route 108 is potentially damaged based on the location of first vehicle 202 and / or second vehicle 204 during transmission of the evaluation signal via route 108. For example, unit 220 may identify the section of route 108 that is within a designated distance from the vehicle system, the first vehicle 202, and / or the second vehicle 204 as the potentially damaged section when the identification unit 220 determines that the signal from evaluation is not received or at least has a decreased signal to noise ratio.

Additionally or alternatively, identification unit 220 can identify which section of route 108 is potentially damaged based on the locations of first vehicle 202 and second vehicle 204 during transmission of the evaluation signal via route 108, the direction of vehicle system path that includes vehicles 202, 204, the vehicle system speed, and / or an evaluation signal propagation speed through route 108. The evaluation signal propagation speed may be a designated velocity which is based on one or more of the material (s) from which route 108 is formed, the type of feedback signal that is input to route 108, and the like. In one embodiment, the identification unit 220 may be notified when the evaluation signal is input to route 108 through the notification provided by the control unit 206. The identification unit 220 can then determine which portion of route 108 is arranged. between first vehicle 202 and second vehicle 204 as the vehicle system moves along route 108 for the period of time corresponding to when the feedback signal is expected to be propagated through route 108 between vehicles 202 , 204 as vehicles 202, 204 move. This portion of route 108 may be the potentially damaged route section that is identified.

[054] One or more responsive actions may be initiated when the potentially damaged section of route 108 is identified. For example, in response to identification of the potentially damaged portion of route 108, identification unit 220 may notify control unit 206 via communication units 222, 216. Control unit 206 and / or identification unit 220 may slow down or stop the movement of the vehicle system. For example, control unit 206 and / or identification unit 220 may be communicatively coupled to one or more propulsion systems (e.g., engine mechanisms, alternators / generators, engines, and the like) of one or more vehicles. of propulsion generation in the vehicle system. Control unit 206 and / or identification unit 220 can automatically drive propulsion systems to decelerate and / or stop.

Referring further to Figure 2, Figure 3 illustrates a schematic diagram of an embodiment of various vehicle systems 300, 302 traveling along route 108. One or more of vehicle systems 300, 302 may represent the vehicle system 100 shown in Figure 1 which includes route evaluation system 200. For example, at least a first vehicle system 300 traveling along route 108 in a first direction 308 may include evaluation system 200 The vehicle system 302 may be followed by the first vehicle system 300 on route 108, but distanced and separated from the first vehicle system 300.

In addition, or as an alternative, to the responsive actions that may be taken when a potentially damaged section of route 108 is identified, the rating system 200 onboard the first vehicle system 300 may automatically notify vehicle system 302. Control unit 206 and / or identification unit 220 may wirelessly communicate (for example, transmit or broadcast) a warning signal to vehicle system 302. The warning signal may notify vehicle system 302 of the location potentially damaged section of route 108 before vehicle system 302 reaches the potentially damaged section. The vehicle system 302 may be capable of slowing down, stopping, or moving to another route to avoid traveling through the potentially damaged section.

Additionally or alternatively, control unit 206 and / or identification unit 220 may communicate a warning signal to a stationary trackside device 304 in response to the identification of a section of route 108 as being potentially damaged. The device 304 may be, for example, roadside equipment, an electrical device, a customer asset, a fault detection device, a device used with Positive Train Control (PTC), system component (s). signal, a device used with Automated Equipment Identification (AEI), among others. In one example, device 304 may be a device used with AEI. AEI is an Automated Equipment Identification engine that can aggregate equipment-related data for the vehicle. By way of example, and not limitation, AEI may use passive radio frequency technology in which a tag (eg passive tag) is associated with the vehicle and a reader / receiver receives tag data when it is in geographic proximity to the tag. The AEI device can be a reader or receiver that collects or stores passive tag data, a data store that stores data related to passive tag information received from a vehicle, an antenna that facilitates communication between the vehicle and a tag. passive, among others. Such an AEI device may store an indication of where the potentially damaged section of route 108 is located so that vehicle system 302 can obtain that indication when vehicle system 302 reads information from the AEI device.

[058] In another example, device 304 may be a signaling device for the vehicle. For example, device 304 may provide visual and / or audible alerts to provide alerts to other entities, such as other vehicle systems (for example, vehicle system 302) of the potentially damaged section of route 108. Signaling devices may but be without limitation a light, a motorized door arm (eg motorized movement in a vertical plane), an audible warning device, among others.

[059] In another example, device 304 may be used with PTC. PTC may refer to processor-based communication / vehicle control technology that provides a system capable of safely and functionally preventing collisions between vehicle systems, speed derailments, zone boundary incursions working conditions, and the movement of a vehicle system through a route switch in the inappropriate position. PTC systems may perform other additional specified functions. Such a PTC device 304 may provide alerts to the vehicle system 204 that cause the vehicle system 204 to automatically slow down and / or stop, among other responsive actions, as the vehicle system 204 approaches the location of the potentially damaged section of the route. 108

[060] In another example, the trackside device 304 may act as a beacon or other transmission or broadcast device in addition to a PTC device that communicates alerts to other vehicles or vehicle systems moving on route 108 of section route 108 that is potentially damaged.

[061] Control unit 206 and / or identification unit 220 may report a repair signal to an outboard installation 306 in response to the identification of a section of route 108 as being potentially damaged. Installation 306 may represent a location, such as a dispatch or repair center, which is located offboard vehicle systems 202, 204. The repair signal may include or represent a request for additional route inspection and / or repair. 108 in the potentially damaged section. Upon receipt of the repair signal, installation 306 may dispatch one or more persons and / or equipment to the location of the potentially damaged section of route 108 to inspect and / or repair route 108 at the location.

Additionally or alternatively, control unit 206 and / or identification unit 220 may notify a vehicle system operator of the potentially damaged section of route 108 and suggest that the operator initiate one or more of the responsive actions described herein. document.

[063] In another embodiment, the rating system 200 may identify the potentially damaged section of route 108 using the trackside device 304. For example, detection device 230, detection unit 218, and unit 222 may be located on or included with the track-side device 304. Control unit 206 in the vehicle system can determine when the vehicle system is within a designated distance of the trackside device 304 based on a known trackside device entry or location 304 and the tracked system location (eg from data obtained from a location determination unit). By moving within a designated distance of the trackside device 304, the control unit 206 may cause the feedback signal to be input to route 108. The trackside device 304 may monitor one or more electrical characteristics of the route 108 similar to the second vehicle 204 described above. If electrical characteristics indicate that the section of route 108 between the vehicle system and the trackside device 304 is damaged or interrupted, the trackside device 304 may initiate one or more responsive actions, such as directing the driver. vehicle system to automatically decelerate and / or stop, alert other vehicle systems moving on route 108, request inspection and / or repair of potentially damaged section 108 and the like.

[064] Figure 5 is a schematic illustration of an embodiment of an evaluation system 500. The evaluation system 500 may represent the evaluation system 102 shown in Figure 1. In contrast to the evaluation system 200 shown in Figure 2, the rating system 500 is arranged within a single vehicle 502 in a vehicle system which may include one or more additional vehicles mechanically coupled to vehicle 502. Vehicle 502 may represent a vehicle 104 and / or 106 of vehicle system 100 shown in Figure 1.

The evaluation system 500 includes an identification unit 520 and a signal communication system 521. The identification unit 520 may be similar to or represent the identification unit 220 (shown in Figure 2). Signal communication system 521 includes at least one application device and at least one detection device and / or unit. In the illustrated embodiment, the signal communication system 521 includes an application device 510 and a detection device 530. The application device 510 and the detection device 530 may be similar to the application device 210 and the detection device 230 or represent the same respectively (both shown in Figure 2). The application device 510 and the sensing device 530 may be a pair of transmit and receive coils in different distinct housings which are separated from each other as shown in Figure 5. Alternatively, the application device 510 and the sensing device 530 may be a pair of transmit and receive coils retained in a common housing. In another alternative embodiment, the application device 510 and the detection device 530 include a same coil, wherein the coil is configured to input at least one feedback signal on route 108 and is also configured to monitor one or more electrical characteristics of the current. route 108 in response to the introduction of at least one evaluation signal.

[066] In other embodiments shown and described below, signal communication system 521 may include two or more application devices and / or two or more detection devices or units. Although not indicated in Figure 5, in addition to application device 510 and sensing device 530, signal communication system 521 may additionally include one or more switches 524 (which may be similar to switches 224 shown in Figure 2 or represent the control unit 506 (which may be similar to or represent control unit 208 shown in Figure 2), one or more conditioning circuits 514 (which may be similar to circuitry 214 shown in Figure 2 or represent the same). same), an onboard power source 512 ("battery" in Figure 5, which may be similar to or represent the power source 212 shown in Figure 2), and / or one or more detection units 518 (which may be similar to or represent detection unit 218 shown in Figure 2). The illustrated embodiment of the evaluation system 500 may additionally include a communication unit 516 (which may be similar to or represent the communication unit 216 shown in Figure 2). As shown in Figure 5, such evaluation system components 500 are arranged aboard a single vehicle 502 of a vehicle system, although one or more of the components may be arranged aboard a different vehicle of the other vehicle system. evaluation system 500 components. As described above, control unit 506 controls the supply of electrical current to application device 510 which inductively engages or is coupled to route 108 as vehicle 502 travels along route 108. Application device 510 is conductively coupled to switch 524 which is controlled by control unit 506 so that control unit 506 can turn on and off the flow of current through application device 510 to route 108. Power supply 512 is coupled to switch 524 so that control unit 506 can control when the electrical energy stored at the source 512 and / or the electric current generated by the power source 512 is carried as electrical current to route 108 by the application device 510.

[067] The conditioning circuit 514 may be coupled to a connection assembly 526 that is similar to or represents the connection assembly 226 shown in Figure 2. Connection assembly 526 receives electrical current from an outboard source, such as electrified conductive path 228. Electrical current can be carried from the electrified portion of route 108 through connection assembly 526 and conditioning circuit 514.

[068] The electric current that is carried to the conditioning circuit 514 of the power supply 512 and / or the outboard source may be altered by the conditioning circuit 514. The modified current may be the feedback signal that is electrically fed into the route 108 by the application device 510. Optionally, the control unit 506 may form the feedback signal by controlling the switch 524 as described above. Optionally, the control unit 506 may control the conditioning circuit 514 to form the evaluation signal, also as described above.

The feedback signal is conducted through the application device 510 to route 108, and is electrically fed into a conductive portion of route 108. The conductive portion of route 108 extending between application device 510 and the device Detection 530 of vehicle 502 during the course may form a track circuit through which the evaluation signal may be conducted.

[070] Control unit 506 may include or represent a management component. Such a manager component may be configured to activate a current transmission on route 108 via application device 510. In another case, the manager component may enable or disable a power portion transfer from the onboard power source and / or the application device 510, such as controlling the switch and / or the conditioning circuit. In addition, the manager component may adjust the parameter (s) associated with the power portion that is transferred to route 108.

Detection unit 518 monitors route 108 to attempt to detect the feedback signal that is input to route 108 by application device 510. In one aspect, detection unit 518 may follow application device 510 along a vehicle travel direction 502. The sensing unit 518 is coupled to the sensing device 530 which inductively engages or is coupled to route 108 as described above.

[072] Detection unit 518 monitors one or more electrical characteristics of route 108 using sensing device 530. Sensing unit 518 can compare received signal that is routed from route 108 to sensing device 530 with that signal. designed to measure a signal to noise ratio of the received signal. Detection unit 518 determines one or more electrical characteristics of the signal by sensing device 530 from route 108, and reports the characteristics of the received signal to identification unit 520. If no signal is received by sensing device 530, then detection unit 518 may report the absence of such a signal to identification unit 520. In one embodiment, detection unit 518 may determine the characteristics of the signals received by detection device 530 in response to a notification received from control unit 506. as described above.

[073] Detection unit 518 may begin to monitor signals received by sensing device 530. For example, sensing unit 518 may not start or continue to monitor signals received from sensing device 530 at or until detection unit 518 is instructed until control unit 506 causes the evaluation signal to be input to route 108. Alternatively or additionally, detection unit 518 may periodically monitor detection device 530 for received signals and / or may monitor the detection device 530 for signals received when being manually executed by an evaluation system operator 500.

In one aspect, the application device 510 includes a first axle 528 and / or a first wheel 530 which is connected to axle 528 of vehicle 502. Axis 528 and wheel 530 may be connected to a first freight car 532. 502. Application device 510 may be conductively coupled to route 108 (e.g., directly engaging route 108) to input the feedback signal to route 108 via axis 528 and wheel 530, or by the 530 wheel by itself. The sensing device 530 may include a second axle 534 and / or a second wheel 536 which is connected to axle 534 of vehicle 502. Axis 534 and wheel 536 may be connected to a second freight car 538 of vehicle 502. sensing device 530 can monitor the electrical characteristics of route 108 by means of axis 534 and wheel 536, or by means of wheel 536 alone. Optionally, axis 534 and / or wheel 536 may input the signal while the other axis 528 and / or wheel 530 monitors the electrical characteristics.

The identification unit 520 receives one or more characteristics of the signal received from the detection unit 518 and determines whether the characteristics indicate receipt of all or a portion of the evaluation signal input to route 108 by the application device 510. The unit 520 identifies one or more features monitored by sensing unit 518 to determine a route state. The identification unit 520 examines the characteristics and determines whether the characteristics indicate that a test section of route 108 disposed between application device 510 and detection device 530 is in an undamaged state, is in a damaged state or at least partially damaged, or is in an undamaged state that indicates the presence of an electrical short as described below.

[076] The identification unit 520 may include or be communicatively coupled with a location determination unit which may determine the location of the vehicle 502. The distance between the application device 510 and the detection device 530 along its length. Vehicle 502 may be known to the identification unit 520, such as by entering the distance to the identification unit 520 using one or more input devices and / or by means of the communication unit 516.

[077] Identification unit 520 can identify which section of route 108 is potentially damaged based on vehicle location 502 during transmission of the evaluation signal via route 108, vehicle travel direction 502, vehicle speed 502 , and / or a rate of propagation of the evaluation signal through route 108 as described above.

[078] One or more responsive actions may be initiated when the potentially damaged section of route 108 is identified. For example, in response to the identification of the potentially damaged portion of route 108, the identification unit 520 may notify the control unit 506. The control unit 506 and / or the identification unit 520 may slow or stop vehicle 502 and / or the vehicle system including vehicle 502. For example, control unit 506 and / or identification unit 520 may be communicatively coupled to one or more propulsion systems (eg, engine, alternator / engine). generators, engines and the like) of one or more of the propulsion generating vehicles in the vehicle system. The 506 control unit and / or 520 identification unit can automatically drive the propulsion systems to decelerate and / or stop.

Figure 4 is a flow chart of an embodiment of a method 400 for evaluating a route that is traveled by a vehicle system aboard the vehicle system. This method 400 may be used in conjunction with one or more embodiments of the vehicle systems and / or rating systems described herein. Alternatively, method 400 may be deployed with another system.

[080] At 402, an evaluation signal is introduced on the route that is traveled by the vehicle system in a first vehicle. For example, a direct current, alternating current, RF signal, or other signal may be introduced conductively and / or inductively into a conductive portion of route 108, such as a route 108 route.

[081] At 404, one or more electrical route characteristics are monitored on another second vehicle in the same vehicle system. For example, route 108 may be monitored to determine if any voltage or current is conducted by route 108.

[082] At 406, a determination is made as to whether one or more monitored electrical characteristics indicate receipt of the evaluation signal. For example, if a direct current, alternating current, or RF signal is detected on route 108, then the detected current or signal may indicate that the feedback signal is driven through route 108 from the first vehicle to the second vehicle in the same system. by vehicle. As a result, route 108 may be substantially intact between the first and second vehicles. Optionally, the evaluation signal may be conducted via route 108 between components joined to the same vehicle. As a result, route 108 may be substantially intact between components of the same vehicle. The flow of method 400 may proceed to 408. On the other hand, if no direct current, alternating current, or RF signal is detected on route 108, then the absence of current or signal may indicate that the evaluation signal is not conducted. by route 108 from the first vehicle to the second vehicle in the same vehicle system or between components of the same vehicle. As a result, route 108 may be interrupted between the first and second vehicles, or between components of the same vehicle. The flow from method 400 can then proceed to 412.

[083] At 408, a determination is made of whether a change in one or more monitored electrical characteristics indicates route damage. For example, a change in the feedback signal between when the signal was introduced on route 108 and when the feedback signal is detected can be determined. This change may reflect a decrease in voltage, a decrease in current, a change in frequency and / or phase, a decrease in a signal to noise ratio, or the like. This change may indicate that the evaluation signal was conducted via route 108, but such damage to route 108 may have altered the signal. For example, if the change in voltage, current, frequency, phase, signal to noise ratio, or the like, of the rating signal input to the detected rating signal exceeds a designated threshold amount (or if the monitored characteristic has decreased below a then, the change may indicate damage to route 108, but not an interruption in route 108. As a result, the flow of method 400 may proceed to 412.

[084] On the other hand, if the change in voltage, ampere, frequency, phase, signal to noise ratio, or the like, of the rating signal introduced to the detected rating signal does not exceed the designated threshold amount (and / or the monitored characteristic does not decrease below a designated threshold), then the change may not indicate damage to route 108. As a result, the flow of method 400 may proceed to 410.

[085] At 410, the test section of the route that is between the first and second vehicles in the vehicle system or between the components of the same vehicle is not identified as potentially damaged, and the vehicle system may continue to move around. along the route. Additionally, feedback signals may be introduced on the route at other locations as the vehicle system moves along the route.

[086] In 412, the section of the route that is or was arranged between the first and second vehicles, or between the components of the same vehicle, is identified as a potentially damaged section of the route. For example, due to the failure of the evaluation signal to be detected and / or the change in the evaluation signal that is detected, the route may be interrupted and / or damaged between the first vehicle and the second vehicle, or between components of the same. vehicle.

[087] At 414, one or more responsive actions may be initiated in response to the identification of the potentially damaged section of the route. As described above, these actions may include, but are not limited to, automatically and / or manually slowing or stopping vehicle system movement, alerting other vehicle systems of the potentially damaged section of the route, notifying devices alongside the potentially damaged section of the route, request inspection and / or repair of the potentially damaged section of the route and the like.

[088] In one or more embodiments, a route evaluation system and method may be used to identify electrical shorts, or short circuits, in a route. Identification of short circuits may allow differentiation of a short circuit in an undamaged section of the route from a broken or deteriorated track in a damaged section of the route. The differentiation of open circuit short circuits caused by various types of route damage provides the identification of false alarms. Detecting a false alarm preserves the time and cost associated with trying to locate and repair a section of the route that is not really damaged. For example, in reference to method 400 above 408, a change in the monitored electrical characteristics may indicate that the test section of the route includes an electrical short circuit that causes short circuits in both paths together. For example, an increase in the monitored voltage or current amplitude and / or a phase shift may indicate the presence of an electrical short circuit. Electrical short circuit provides a two-way circuit path that effectively reduces the circuit path of the spread evaluation signal between the point of introduction and the sensing location, which results in a voltage and / or current. increased and / or the phase shift.

[089] Figure 6 is a schematic illustration of an embodiment of a rating system 600 in a vehicle 602 of a vehicle system (not shown) traveling along a route 604. The rating system 600 may represent the rating system 102 shown in Figure 1 and / or rating system 200 shown in Figure 2. In contrast to rating system 200, rating system 600 is arranged within a single vehicle 602. Vehicle 602 may represent at least one of the vehicles 104, 106 of the vehicle system 100 shown in Figure 1. Figure 6 may be a top-down view seen at least partially through vehicle 602. The rating system 600 may be used to identify short circuits and interruptions in a route, such as a railway, for example. Vehicle 602 may be one of multiple vehicles of the vehicle system, so vehicle 602 may be referred to herein as a first vehicle 602.

Vehicle 602 includes multiple transmitters or application devices 606 disposed aboard vehicle 602. Application devices 606 may be positioned at separate locations along the length of vehicle 602. For example, a first application device 606A may be be located closer to a front end 608 of vehicle 602 relative to a second application device 606B located closer to a rear end 610 of vehicle 602. "Front" and "rear" designations may be based on direction of travel 612 of vehicle 602 along route 604.

Route 604 includes conductive rails 614 in parallel, and application devices 606 are configured to be conductively and / or inductively coupled to at least one conductive rail 614 along route 604. For example, the Conductive rails 614 can be rails in a rail context. In one embodiment, the first application device 606A is configured to be conductively and / or inductively coupled to a first conductive rail 614A, and the second application device 606B is configured to be conductively and / or inductive mode to a second conductive rail 614B. Thus, the application devices 606 may be arranged on the vehicle 602 diagonally from one another. Application devices 606 are used to electrically input at least one feedback signal into the route. For example, the first application device 606A may be used to input a first feedback signal to the first conductive rail 614A of route 604. Similarly, the second application device 606B may be used to input a second feedback signal to the second conductive rail 614B of route 604.

Vehicle 602 also includes multiple receiver coils or detection units 616 arranged onboard vehicle 602. Detection units 616 are positioned at separate locations along the length of vehicle 602. For example, a first detection unit 616A may be located toward the front end 608 of vehicle 602 relative to a second detection unit 616B located closest to the rear end 610 of vehicle 602. Detection units 616 are configured to monitor one or more electrical characteristics of route 604 at along conductive rails 614 in response to the evaluation signals that are input to route 604. The electrical characteristics that are monitored may include a current, a phase shift, a modulation, a frequency, a voltage, an impedance and the like. For example, the first detection unit 616A may be configured to monitor one or more electrical characteristics of route 604 along the second rail 614B, and the second detection unit 616B may be configured to monitor one or more electrical characteristics of route 604 along along the first rail 614A. Thus, detection units 616 may be arranged on vehicle 602 diagonally from one another. In one embodiment, each of the application devices 606A, 606B, and detection units 616A, 616B may define individual edges of a vehicle test section 602. Optionally, application devices 606 and / or detection units 616 may be scaled in location along vehicle length and / or width 602. Optionally, application device 606A and sensing unit 616A and / or application device 606B and sensing unit 616B may be arranged along it rail 614. Application devices 606 and / or detection units 616 may be disposed on vehicle 602 at other locations in other embodiments.

In one embodiment, two of the conductive rails 614 (e.g., rails 614A and 614B) may be conductively and / or inductively coupled together by multiple leads 618 along the length of vehicle 602. For example , vehicle 602 may include two leads 618, with one lead 618A located closer to the front 608 of vehicle 602 relative to the other lead 618B. In one embodiment, leads 618 are conductive and, together with rails 614, define an electrically conductive test pear 620. Conductive test pear 620 represents a circuit path or circuit path along conductive rails 614 between leads. 618. Test pear 620 moves along rails 614 as vehicle 602 moves along route 604 in direction 612. Therefore, the section of conductive rails 614 defining part of conductive test pear 620 changes to as vehicle 602 proceeds on a trip along route 604.

[094] In one embodiment, application devices 606 and sensing units 616 are in electrical contact with conductive testing pear 620. For example, application device 606A may be in electrical contact with rail 614A and / or lead 618A; application device 606B may be in electrical contact with rail 614B and / or lead 618B; detection unit 616A may be in electrical contact with rail 614B and / or lead 618A; and the detection unit 616B may be in electrical contact with rail 614A and / or lead 618B.

[095] The two leads 618A, 618B may be first and second cargo wagons arranged on a vehicle rail. Each freight wagon 618 includes an axle 622 that interconnects two wheels 624. Each wheel 624 contacts one of the respective rails 614. The wheels 624 and the axle 622 of each of the freight wagons 618 are configured to connect electrically (eg. short circuit) the two rails 614A, 614B to define respective ends of the conductive test pear 620. For example, the first and second input evaluation signals may circulate the conductive test pear 620 along the length of a first rail section 614A, through wheels 624 and spindle 622 from shunt 618A to second rail 614B, along a section of second rail 614B, and through shunt 618B, returning to first rail 614A.

[096] In one embodiment, transmitted alternating current from vehicle 602 is fed into route 604 at two or more points through tracks 614 and received at different locations on vehicle 602. For example, the first and second application devices 606A, 606B may be used to input the first and second feedback signals into respective first and second tracks 614A, 614B. One or more electrical characteristics in response to input evaluation signals may be received at the first and second detection units 616A, 616B. Each feedback signal may have a unique identifier so that the signals may be distinguished from each other in detection units 616. For example, the unique identifier of the first feedback signal may have a base frequency, a phase, a modulation, an inline signature, and / or the like, which differs from the unique identifier of the second evaluation signal.

[097] In one embodiment, the evaluation system 600 may be used to more accurately locate track circuit failures in rail signaling systems and to differentiate between track resources. For example, system 600 may be used to distinguish interrupted roads (for example, rails) versus crossover bypass devices, uninsulated switches, scrap metal connected via rails 614A and 614B, and other situations or devices that may produce a electrical short circuit (for example, short circuit) when a current is applied to conductive rails 614 along route 604. In typical road circuits looking for damaged sections of routes, an electrical short circuit may appear as similar to a interruption, creating a false alarm. The evaluation system 600 may also be configured to distinguish route interruptions due to damage from intentional undamaged "interruptions" in the route, such as insulated joints and deviations (eg track switches), which simulate actual interruptions but do not enter. shorted to the conductive test pear 620 when traversed by a vehicle system having rating system 600.

[098] In one embodiment, when there is no interruption or short circuit on route 604 and the rails 614 are electrically contiguous, the input evaluation signals circle the length of the test pear 620 and are received by all detection units 616 present. Therefore, both detection units 616A and 616B receive both the first and second feedback signals when there is no electrical interruption or short circuit on route 604 within the section 604 that defines the test 620.

[099] As further discussed below, when vehicle 602 ignores an electrical short circuit (for example, a device or condition of a section of route 604 that causes a short circuit when a current is applied along the section of the route). 604), two additional conductive current pears or conductive current pears are formed. The two additional conductive current pears have electrical characteristics that are unique to a short circuit (for example, as opposed to the electrical characteristics of an open circuit caused by a break in a 614 rail). For example, the electrical current characteristics that circulate the first conductive short circuit may have an amplitude that is an inverse derivative of the amplitude of the second additional current circuit as the electrical short circuit is crossed by vehicle 602. In addition, the amplitude The current along the original conductive test strip 620 extending at the periphery of the test section decreases considerably as the vehicle 602 goes through the electrical short circuit. All one or more electrical characteristics in the original and additional current pears can be received and / or monitored by the 616 detection units. The capture of the two additional short pears can provide a clear differentiator to identify that the loss of current in the test pear. This additional result is the result of a short circuit rather than an electrical break in the 614 rail. Analysis of the electrical characteristics of the additional short pears in relation to vehicle movement and / or location may provide more precision in locating the short circuit within the range. of the test section.

In an alternative embodiment, the evaluation system 600 includes two separate detection units 616A, 616B which define a test section of route 604 therebetween, but includes only one of the application devices 606A, 606B, such as only the first 606A application device. The sensing units 616A, 616B are each configured to monitor one or more electrical characteristics of at least one of the conductive tracks 614A, 614B next to the respective sensing unit 616A, 616B in response to at least one feedback signal which is electrically inserted into at least one of the conductive rails 614A, 614B by the application device 606A. In another alternative embodiment, the evaluation system 600 includes the two separate detection units 616A, 616B, but does not include any of the application devices 606A, 606B. For example, the rating signal may be derived from an inherent electrical current from a drive motor (not shown) of vehicle 602 (or another vehicle of the vehicle system). The rating signal may be fed into at least one of the conductive rails 614A, 614B via a conductive and / or inductive electrical connection between the traction motor and one or both conductive rails 614A, 614B, such as a conductive connection through In other embodiments, the feedback signal may be derived from electrical currents from other engines of vehicle 602 or it may be an electrical current introduced into tracks 614 from a trackside device.

Regardless of whether the rating system 600 includes an application device or does not have application devices, the identification unit 520 (shown in Figure 5) is configured to evaluate one or more of the electrical characteristics monitored by each of them. first and second detection units 616A, 616B to determine a situation of the test section of route 604 based on whether one or more electrical characteristics indicate that the evaluation signal is received by both the first and second units. 616A, 616B, none of the first or second detection units 616A, 616B, or only one of the first or second detection units 616A, 616B. The situation of the test section may be potentially damaged, damaged or include an electrical short, or undamaged and include an electrical short. The test section situation is potentially damaged when none of the first or second sensing units 616A, 616B receives the evaluation signal, which indicates an open loop pear 620. The test section situation is not damaged or includes a short circuit when both the first and second detection units 616A, 616B receive the evaluation signal, indicating a closed loop 620. The test section situation is not damaged and includes an electrical short circuit when only one between the first or second detection units 616A, 616B receives the evaluation signal, indicating an open and a closed sub-chamber within the pear 620.

In an alternative embodiment, vehicle 602 includes two separate application devices 606A, 606B that define a test section of route 604 therebetween, but includes only one of the detection units 616A, 616B, such as only the first detection unit 616A. The first and second application devices 606A, 606B are configured to electrically input the first and second feedback signals, respectively, into the corresponding conductive rails 614A, 614B to which the application devices 606A, 606B are coupled. The sensing unit 616A is configured to monitor one or more electrical characteristics of at least one of the conductive rails 614A, 614B in response to the first and second evaluation signals that are input to the rails 614.

In this embodiment, the identification unit 520 (shown in Figure 5) is configured to evaluate one or more electrical characteristics monitored by the detection unit 616A to determine a route 604 test section situation based on the possibility if one or more electrical characteristics indicate that the detection unit 616A receives either the first or second evaluation signals, none of the first or second evaluation signals, or only one of the first or second evaluation signals. The situation of the test section is potentially damaged when one or more electrical characteristics indicate receipt by the 616A detection unit of neither the first nor the second evaluation signals, which indicate an open loop pear 620. The situation of the test section does not is neither damaged nor includes an electrical short circuit when one or more electrical characteristics indicate receipt by the 616A detection unit of both the first and second feedback signals, which indicate a closed loop pear 620. The situation of the test section undamaged and includes an electrical short circuit when one or more electrical characteristics indicate that the 616A detection unit has received only one of the first or second evaluation signals, indicating an open loop and a closed loop inside pear 620.

Additionally or alternatively, the identification unit 520 may be configured to determine that the test section of route 604 includes an electrical short circuit by detecting a change in a phase difference between the first and second feedback signals. . For example, the identification unit 520 may compare a detected phase difference between the first and second feedback signals that is detected by the detection unit 616A to a known phase difference between the first and second feedback signals. The known phase difference may be a phase difference between the evaluation signals by inputting the signals on route 604 or it may be a detected phase difference between the evaluation signals along sections of the route that are known to be undamaged. and be free of electrical shorts. Thus, if one or more of the electrical characteristics monitored by the detection unit 616A indicate that the phase difference between the first and second evaluation signals is similar to the known phase difference, so that the phase difference change is negligible. or it is within a boundary value that compensates for variations due to noise, etc., so the situation of the test section of route 604 may be undamaged and free of an electrical short circuit. If the detected phase difference varies from the known phase difference by more than the designated boundary value (such that the phase difference change exceeds the designated threshold), the situation of the test section of route 604 may be undamaged and Includes an electrical short circuit. If the test section of route 604 is potentially damaged, one or more of the monitored electrical characteristics may indicate that the evaluation signals have not been received by the 616A detection unit, so that the phase difference between the first and second frequency signals evaluation is not detected.

In another alternative embodiment, vehicle 602 includes an application device such as application device 606A and a sensing unit such as sensing unit 616A. Application device 606A is disposed next to detection unit 616A. For example, application device 606A and detection unit 616A may be located on opposite tracks 614A, 614B at similar positions along the length of vehicle 602 between the two leads 618 as shown in Figure 6, or may be located on the same rail 614A or 614B in proximity to each other. The application device 606A is configured to electrically input at least one feedback signal to the rails 614, and the sensing unit 616A is configured to monitor one or more electrical characteristics of the rails 614 in response to at least one rating signal that is input. on conductive test pear 620.

In this embodiment, the identification unit 520 (shown in Figure 5) is configured to evaluate one or more electrical characteristics monitored by the detection unit 616A to determine a situation of a test section of route 604 extending between the leads 618. The identification unit 520 is configured to determine that the test section situation is potentially damaged when one or more electrical characteristics indicate that at least one evaluation signal is not received by the detection unit 616A. The situation of the test section is neither damaged nor includes an electrical short circuit when one or more electrical characteristics indicate that at least one evaluation signal is received by the detection unit 616A. The test section situation is undamaged and includes an electrical short circuit when one or more electrical characteristics indicate at least one of a phase shift in at least one rating signal or an increased amplitude of at least one rating signal. . Amplitude can be increased above a baseline amplitude that is detected or measured when the test section situation is undamaged and does not include an electrical short circuit. The increased amplitude may gradually increase from the baseline amplitude, such as when the sensing unit 616A and signal communication system application device 606A (shown in Figure 5) move toward the short circuit. 604, and may gradually decrease to baseline amplitude, such as when the sensing unit 616A and application device 606A of the signal communication system 521 move away from the electrical short circuit.

Figure 7 is a schematic illustration of an embodiment of a multi-vehicle rating system 700 arranged in a vehicle system 704 traveling along a route 706. The rating system 700 may represent the multi-vehicle rating system 700. rating 600 shown in Figure 6. In contrast to rating system 600 shown in Figure 6, rating system 700 is arranged on multiple vehicles 702 in vehicle system 704, wherein vehicles 702 are mechanically coupled together.

In one embodiment, the evaluation system 700 includes a first application device 708A configured to be disposed on a first vehicle 702A of vehicle system 702, and a second application device 708B configured to be disposed on a second vehicle 702B 702. The 708A, 708B application devices may be conductively and / or inductively coupled with different conductive paths 712, so that the 708A, 708B application devices are arranged diagonally along the vehicle system. 704. The first and second vehicles 702A and 702B may be directly coupled, or may be indirectly coupled, which have one or more additional vehicles coupled between vehicles 702A, 702B. Optionally, vehicles 702A, 702B may each be either vehicle 104 or 106 shown in Figure 1. Optionally, second vehicle 702B may follow first vehicle 702A during the course of vehicle system 704 along route 706.

The evaluation system 700 also includes a first detection unit 710A configured to be arranged on the first vehicle 702A of vehicle system 702, and a second detection unit 710B configured to be arranged on the second vehicle 702B of vehicle system 702 The first and second detection units 710A, 710B may be configured to monitor the electrical characteristics of route 706 along different conductive pathways 712, so that detection units 710 are oriented diagonally along vehicle system 704. The location of the first application device 708A and / or first detection unit 710A along the length of the first vehicle 702A is optional, as is the location of the second application device 708B and / or second detection unit 710B along the length of the second vehicle 702B. However, the location of the application devices 708A, 708B affects the length of a current pear defining a test pear 714. For example, the test pear 714 extends a greater length of the route 706 than the lead pear. The 620 test length shown in Figure 6. Increasing the length of test 714 may increase the amount of signal loss as the evaluation electrical signals are shifted along alternative conductive paths, which decreases the capacity of the 710 detection units. to receive the electrical characteristics. Optionally, application devices 708 and detection units 710 may be arranged on adjacent vehicles 702 and in close proximity to the coupling mechanism that engages adjacent vehicles, so that the defined conductive test pear 714 may be smaller in length than conductive test pear 620 disposed on single vehicle 602 (shown in Figure 6).

[0110] Figure 8 is a schematic diagram of an embodiment of a rating system 800 on a vehicle 802 of a vehicle system (not shown) on a route 804. The rating system 800 may represent the rating system 102 shown. Figure 1 and / or the rating system 200 shown in Figure 2. In contrast to rating system 200, rating system 800 is arranged within a single vehicle 802. Vehicle 802 may represent at least one of vehicles 104. , 106 shown in Figure 1.

Vehicle 802 includes a first application device 806A that is conductively and / or inductively coupled to a first conductive route 808A of route 804, and a second application device 806B that is conductively and / or inductively coupled. to a conductive duplicate 808B. A control unit 810 is configured to control power supply from a power supply 811 (e.g., battery 812 and / or conditioning circuits 813) to first and second application devices 806A, 806B to introduce feedback signals for conductive pathways 808. For example, control unit 810 can control the application of a first feedback signal to a first conductive route 808A through the first application device 806A and the application of a second feedback signal for the second conductive route 808B via the second application device 806B.

[0112] Control unit 810 is configured to control the application of at least one of a projected direct current, a projected alternating current, or a projected radiofrequency signal from each of the first and second feedback signals from the power supply 811 for conduit path 808 of route 804. For example, power supply 811 may be an onboard power storage device 812 (e.g., battery) and control unit 810 may be configured to introduce the first and second evaluating signals for route 804 by controlling when electric current is conducted from onboard energy storage device 812 to first and second application devices 806A and 806B. Alternatively or in addition, the power supply 811 may be an offboard energy storage device 813 (e.g. catenary and conditioning circuits) and the control unit 810 is configured to input the first and second feedback signals. for conductive pathways 808 by controlling when electrical current is conducted from offboard energy storage device 813 to first and second application devices 806A and 806B.

Vehicle 802 also includes a first detection unit 814A disposed aboard vehicle 802 that is configured to monitor one or more electrical characteristics of the second conductive path 808B of route 804, and a second detection unit 814B disposed aboard 802 vehicle that is configured to monitor one or more electrical characteristics of the 808A first conductive pathway. An identification unit 816 is arranged onboard vehicle 802. The identification unit 816 is configured to evaluate one or more electrical characteristics of conductive pathways 808 monitored by detection units 814A, 814B to determine the possibility of a section of the conduit. Route 804 crossed by vehicle 802 is potentially damaged based on one or more electrical characteristics. As used herein, “potentially damaged” means that the section of the route may be damaged or at least deteriorated. The identification unit 816 may further determine the possibility that the vehicle cross-section section may be damaged by distinguishing between one or more electrical characteristics indicating damage to the route section and one or more electrical characteristics indicating an electrical short in the vehicle section. route.

Figures 9 to 11 are schematic illustrations of an embodiment of a rating system 900 on a vehicle 902 as vehicle 902 travels along a route 904. Rating system 900 may be rating system 600 shown. Figure 6 and / or the evaluation system 800 shown in Figure 8. Vehicle 902 may be vehicle 602 of Figure 6 and / or vehicle 802 of Figure 8. Figures 9 to 11 illustrate various route conditions that vehicle 902 can find as it crosses in a course direction 906 along route 904.

Vehicle 902 includes two transmitters or application units 908A and 908B, and two receivers or detection units 910A and 910B all arranged onboard vehicle 902. Application units 908 and detection units 910 are positioned long a conductive pear 912 defined by the leads on vehicle 902 and lanes 914 of route 904 between the leads. For example, vehicle 902 may include six axes, each axle being affixed to two wheels in electrical contact with tracks 914 and forming a tap. Optionally, the conductive pear 912 may be connected between the innermost axes (e.g. between the third and fourth axes) to reduce the amount of signal loss across the other axles and / or the vehicle frame. Thereby, the third and fourth axes define the ends of the conductive pear 912, and the tracks 914 define the segments of the conductive pear 912 that connect the ends.

Conductive pear 912 defines a test pear 912 (e.g., test section) for detecting faults on route 904 and distinguishing damaged roads 914 from false short circuit alarms. As vehicle 902 crosses route 904, a first feedback signal is input to a first lane 914A of route 904 from the first application unit 908A, and a second feedback signal is input to a second lane 914B of route 904 to from the second application unit 908B. The first and second feedback signals may be input to route 904 simultaneously or in a step sequence. The first and second feedback signals may each have a unique identifier to distinguish the first feedback signal from the second feedback signal as the signals circulate through test pear 912. The unique identifier of the first feedback signal may include a frequency, modulation, embedded signature and / or the like, which differ from the unique identifier of the second evaluation signal. For example, the first evaluation signal may have a different frequency and / or a built-in signature greater than the second evaluation signal. Alternatively, the evaluation signals may have different frequencies to allow differentiation of the signals from each other. For example, the first feedback signal may be input on the route at a frequency of 4.6 kHz or other frequency, while the second feedback signal is input on the route at a frequency of 3.8 kHz (or other frequency). ). In one embodiment, the signals may have different identifiers and different frequencies.

[0117] In Figure 9, vehicle 902 crosses a section of route 904 that is intact (eg undamaged) and does not have an electrical short. Since there is no electrical short-circuit or electrical interruption on route 904 within the area of conductive test pear 912, which is the area between two projected leads (eg axes) of vehicle 902, both the first and second signals of In this way, the first evaluation signal stream transmitted by the first application device 908A is detected by both the first detection device 910A and the second detection device 910B since the first current of feedback signal flows around test pear 912. Although the second feedback signal is fed into route 904 at a different location, the second feedback signal stream circles the testing pear 912 with the first feedback signal current. , and is similarly detected by both detection devices 910A, 910B. Each of the 910A, 910B sensing devices may be configured to detect one or more electrical characteristics along route 904 near respective sensing device 910. Therefore, when the route section is free of short circuits and interruptions, the characteristics The electrical signals received by each of the 910 detection devices include the unique signatures of each of the first and second evaluation signals.

[0118] In Figure 10, vehicle 902 traverses a section of route 904 that includes an electrical short circuit 916. Electrical short circuit 916 may be a device on route 904 or condition of route 904 that conductively and / or inductively mates the first conductive path 914A to the second conductive path 914B. Electrical short circuit 916 causes current fed into one path 914 to flow through short circuit 916 to the other path 914 rather than to flow along the total length of conductive test pear 912 and through path 914 at the derivations. For example, short circuit 916 may be a scrap metal piece or other unwanted conductive device positioned along pathways 914, an uninsulated signal crossing or switch, an isolated pathway switch or gasket 914 that is uninsulated due to wear or damage, and the like. As vehicle 902 traverses along route 904 along electrical short circuit 916, so that short circuit 916 is located, at least temporarily, between the leads within the area defined by test pear 912, the test 912 may short circuit.

As vehicle 902 traverses along electrical short circuit 916, electrical short circuit 916 diverts the flow of current from the first and second feedback signals circulating through test pear 912 for additional pears. For example, the first feedback signal may be bypassed by short circuit 916 to circulate primarily along a first conductive short circuit pear 918 which is newly defined along a section of route 904 between first application device 908A. and electrical short circuit 916. Similarly, the second feedback signal may be diverted to circulate primarily along a second conductive short circuit pear 920 which is newly defined along a section of route 904 between short -electric circuit 916 and the second application device 908B. Only the first feedback signal that was transmitted by the first application device 908A significantly traverses a first shorting loop 918, and only the second feedback signal that was transmitted by the second application device 908B significantly traverses the second shorting pear. circuit 920.

[0120] As a result, one or more electrical route characteristics received and / or monitored by the first detection unit 910A may only indicate the presence of the first evaluation signal. Similarly, the electrical characteristics of the route received and / or monitored by the second detection unit 91OB may only indicate the presence of the second evaluation signal. As used herein, "[which] indicates presence of" an evaluation signal means that the electrical characteristics received include more than a single signal to noise ratio threshold of the unique identifier indicative of the respective evaluation signal that is more than electrical noise. . For example, since the electrical characteristics received by the second OB 91 detection unit may only indicate the presence of the second evaluation signal, the second evaluation signal exceeds the signal to noise ratio of the received electrical characteristics, but the first evaluation signal. does not exceed the threshold. The first feedback signal may not be significantly received at the second detection unit 908B due to the fact that most of the first feedback signal current originating from device 908A may be shifted along short circuit 916 (e.g. first shorting loop 918) before traversing the length of the test loop 912 to the second sensing device 908B. Thus, the electrical characteristics with the unique identifiers indicative of the first evaluation signal received on the second OB detection device 91 may be significantly decreased when vehicle 902 crosses electrical short circuit 916.

The peripheral size and / or peripheral area of the first and second conductive short circuit pears 918 and 920 may have an inverse correlation on vehicle 902 running through electrical short circuit 916. For example, the first pear Short circuit 918 increases in size while the second short circuit 920 decreases in size as the test arm 912 of vehicle 902 exceeds and passes short circuit 916. It should be noted that the first and second pears of 916 short circuits are only formed when the 916 short circuit is located within the limits or area covered by test pear 912. Therefore, the received electrical characteristics indicating that the evaluation signals circulate through the first and second short circuit pears 918, 920 means that the section includes an electrical short circuit 916 (for example, as opposed to a section that is damaged or completely intact without an electrical short circuit).

[0122] In Figure 11, vehicle 902 crosses a section of route 904 that includes an electrical interrupt 922. Electrical interrupt 922 can be damage to one or both lanes 914A, 914B that cut (for example, or significantly reduces) the electrical conductive path along track 914. Damage may be a broken track, disconnected track lengths, and the like. Thus, when a section of route 904 includes an electrical interruption, the section of the route forms an open circuit, and current generally does not flow along an open circuit. At some interruptions, it may be possible for the inductive current to pass through slight interruptions, but an amount of current would be greatly reduced as opposed to an unbroken conductive section of route 904.

As vehicle 902 crosses electrical interrupt 922 so that interrupt 922 is located within the limits of test 912 (for example, between projected leads of vehicle 902 defining the ends of test 912), the Test pear 912 can be broken into an open circuit. Thus, the first and second feedback signals entered do not cycle through the test loop 912 or along any short circuit pears. The first and second detection units 910A and 910B do not receive any significant electrical characteristics in response to the first and second feedback signals because the signal current does not flow along the broken test pear 912. When vehicle 902 passes In addition to the interruption, subsequently the first and second evaluation signals entered may cycle through test section 912 as shown in Figure 9. It should be noted that vehicle 902 may cross an electrical interruption caused by damage to route 904 without derailment. Some interruptions can sustain vehicular traffic for an amount of time until damage increases beyond a threshold, as is known in the art.

[0124] As shown in Figure 9-11, the electrical characteristics along route 904 that can be detected by detection units 910 may differ over whether vehicle 902 crosses a section of route 904 that has an electrical short circuit. 916 (shown in Figure 10), an electrical interrupt 922 (shown in Figure 11) or being electrically contiguous (shown in Figure 9). The rating system 900 may be configured to distinguish between one or more electrical characteristics that indicate a damaged section of route 904 and one or more electrical characteristics that indicate an undamaged section of route 904 that has an electrical short circuit 916, as discussed. additionally herein.

Figure 12 illustrates electrical signals monitored 1000 by a rating system in a vehicle system as the vehicle system travels along a route. The rating system may be the rating system 900 shown in Figure 9. The vehicle system may include vehicle 902 traveling along route 904 (both shown in Figure 9). Electrical signals 1000 are one or more electrical characteristics that are received by a first detection unit 1002 and a second detection unit 1004. Electrical signals 1000 are received in response to the transmission or input of a first evaluation signal and a second signal. of evaluation on the route. The first and second feedback signals may each include a unique identifier that allows the rating system to distinguish electrical characteristics from a monitored current that are indicative of the first rating signal of the electrical characteristics indicative of the second rating signal, even if an electric current includes both rating signals.

[0126] In Figure 12, the electrical signals 1000 are graphically displayed on a graph 1010 which plots the amplitude (A) of the signals 1000 over time (t). For example, graph 1010 may graphically illustrate the electrical characteristics monitored in response to the first and second feedback signals as vehicle 902 travels along route 904 and meets the various route conditions described with reference to Figure 9. The graph 1010 may be displayed on a display device to an onboard operator of the vehicle and / or may be transmitted to an offboard location such as a dispatch or repair facility. The first electrical signal 1012 represents the electrical characteristics in response to (e.g., indicative of the first evaluation signal that is received by the first detection unit 1002. The second electrical signal 1014 represents the electrical characteristics in response to (for example, indicative of first feedback signal that is received by the second detection unit 1002. The third electrical signal 1016 represents the electrical characteristics in response to (e.g., indicative of the first feedback signal that is received by the third detection unit 1004. The fourth electrical signal 1018 represents the electrical characteristics in response to (e.g., indicative of the first evaluation signal that is received by the fourth detection unit 1004.

Between times tO and t2, electrical signals 1000 indicate that both evaluation signals are received by both detection units 1002, 1004. Therefore, the signals circulate for the length of conductive primary test pear 912 (shown in Figures 9 and 10). At time t1, the vehicle crosses a section of the route that is intact and does not have an electrical short circuit, as shown in Figure 9. The amplitudes of the electrical signals 1012 to 1018 may be relatively constant at a baseline amplitude for each of the 1012 to 1018 signals. The baseline amplitudes need not be the same for each of the 1012 to 1018 signals, so that the electrical signal 1012 can have a different baseline amplitude from at least one of the other signals. 1014 to 1018.

[0128] At time t2, the vehicle goes through an electrical short circuit. As shown in Figure 12, immediately after t2, the amplitude of the electrical signal 1012 indicative of the first evaluation signal received by the first detection unit 1002 increases by a significant gain and then gradually decreases toward the baseline amplitude. The amplitude of the electrical signal 1014 indicative of the second evaluation signal received by the first detection unit 1002 falls below the baseline amplitude for the electrical signal 1014. Thus, the electrical characteristics received in the first detection unit 1002 indicate a significance or higher proportion of the first rating signal (for example, due to the first electric signal circulating through the newly defined pear 918 in Figure 10), with less significance or proportion of the second rating signal compared to the respective baseline levels. In the second detection unit 1004 at time t2, the electrical signal 1016 indicative of the first evaluation signal falls in the same way as the electrical signal 1016 received by the first detection unit 1002. The electrical signal 1018 indicative of the second evaluation signal gradually increases by amplitude above baseline amplitude from time t2 to t4 as the test pear passes the electrical short circuit.

[0129] These electrical characteristics of time t2 through t4 indicate that the electrical short circuit defines new circuit pears within primary test pear 912 (shown in Figures 9 and 10). The amplitude of the evaluation signals that were introduced near the respective detection units 1002, 1004 increases relative to the baseline amplitudes, while the amplitude of the evaluation signals that were introduced on the other side of the test (and spaced) pear respective detection units 1002, 1004 decrease (or fall) relative to baseline amplitudes. For example, the amplitude of the electrical signal 1012 increases in a subsequent step due to the fact that the first evaluation signal introduced by the first application device 908A circularly through the newly defined shorting or sub-loop pear 918 in Figure 10 is received by the first detection unit 910A which is close to the first application device 908A. The amplitude of the electrical signal 1012 gradually decreases toward the baseline amplitude as the rating system moves relative to the electrical short circuit because the electrical short circuit is farther from the first 908A and first application device. detection unit 910A and the size of sub-918 increases. The electrical signal 1018 also increases relative to the baseline amplitude due to the fact that the second evaluation signal introduced by the second application device 908B circularly through the newly defined shorting or sub-loop pear 920 and is received by the second detection unit 910B. which is close to the second application device 908A. The amplitude of the electrical signal 1018 gradually increases in the opposite direction from the baseline amplitude (up to time t4) as the rating system moves relative to the electrical short circuit due to the electrical short circuit getting closer to the second one. 908B and the second sensing unit 910B, and the size of the sub-920 decreases. The amplitude of a rating signal may be larger for a smaller loop period because less of the signal is attenuated along the loop before reaching the corresponding sensing unit than a rating signal at a larger loop. The positive slope of the electrical signal 1018 may be the inverse of the negative slope of the electrical signal 1012. For example, the electrical signal 1012 monitored by the first detection device 1002 may be an inverse derivative of the electrical signal amplitude 1018 monitored by the second detection device 1004. This inverse relationship is due to the fact that the movement of the vehicle in relation to the stationary electrical short circuit along the route. Referring also to Figure 10, time t3 can represent electrical signals 1012 to 1018 when electrical short circuit 916 bisects test pear 912, and short circuit pears 918, 920 are the same size.

[0130] At time t4, the test section (eg, pear) of the vehicle passes beyond the electrical short circuit. Between times t4 and t5, electrical signals 1000 in graph 1010 indicate that both the first and second evaluation signals once again circulate through primary test pear 912, as shown in Figure 9.

[0131] At time t5, the vehicle goes through an electrical interruption on the route. As shown in Figure 12, immediately after t5, the amplitude of each of the electrical signals 1012 to 1018 decreases or falls to a significant level. Over the entire length of time for a test section to pass the electrical interruption in the route, represented as between times t5 and t7, all four signals 1012 to 1018 are at a low or at least attenuated amplitude, indicating that the first and the second evaluation signals are not circling the test pear due to electrical interruption in the route. Time t6 may represent the location of electrical interrupt 922 relative to route evaluation system 900, as shown in Figure 11.

[0132] In one embodiment, the identification unit may be configured to use the received electrical signals 1000 to determine the possibility that a cross-section of the vehicle is potentially damaged, which means that the section may be damaged or at least deteriorated. For example, based on the recorded waveforms of electrical signals 1000 between times t2 to t4 and t5 to t7, the identification unit may identify the section of the route that crosses between times t2 to t4 as undamaged, but with a short -electric circuit and section of route crossed between times t5 to t7 as damaged. For example, it is apparent from graph 1010 that receiver coils or detection units 1002, 1004 lose signal when the vehicle travels a damaged section of the route between times t5-t7. However, when crossing the short circuit on the route between times t2 to t4, the first detection unit 1002 loses the second feedback signal as shown in electrical signal 1014, and the electrical signal 1018 representing the second feedback signal received. by the second detection unit 1004 increases in amplitude as the short circuit is transited. Thus, there is a clear distinction between a road halt compared to the features that short-circuit the route. Optionally, an operator vehicle can view graph 1010 on a screen and manually identify sections of the route as damaged or undamaged, but have an electrical short circuit based on recorded waveforms of electrical signals 1000.

[0133] In one embodiment, the rating system may be used additionally to distinguish between track resources undamaged by the received electrical signals 1000. For example, broadband leads (eg capacitors) may behave similarly to leads wired road intersection, except that an additional phase shift may be identified depending on the frequencies of the first and second evaluation signals. Narrow (eg, tuned) bands deviated may impact electrical signals 1000 displaying a larger phase and amplitude differences responsive to the ratio of the set deviation frequency and the evaluation signal frequencies.

[0134] The rating system can also distinguish electrical circuit interruptions due to damage from electrical interruptions (eg pseudo-interruptions) due to intentional track features such as gaskets and insulated shifting devices (eg track switches). In shifting appliances, in specific areas, only a single pair of transmit and receive coils (eg a single application device and sensing unit located along a conductive path) may have the ability to introduce current (eg , an evaluation sign). The pair on the opposite track (for example, rail) can traverse a "deposit circuit" where the opposite track is electrically connected at only one end rather than part of the circulating current loop.

With respect to insulated joints, for example, the distinction of broken rail insulated joints can be achieved by an absence of extended signal in the primary test pear caused by the addition of an inactive section pear. As is known in the art, railroad patterns typically indicate the required staggering of insulated joints such as 81.28 cm to 142.24 (32 in. To 56 in.). In addition to the insulated junction that provides extended length pseudo-interruption, detection can be enhanced by identifying location-specific signatures of signaling equipment connected to insulated joints, such as batteries, track relays, electronic circuitry, and similar. Location-specific signatures of signaling equipment may be received on the monitored electrical characteristics in response to the current flowing through the newly defined shorting pears 918, 920 (shown in Figure 9) through the connected equipment. For example, signaling equipment that is typically found near an isolated junction may have a specific electrical signature or identifier, such as a frequency, modulation, built-in signature, and the like, which enable the rating system to identify signaling equipment at monitored electrical characteristics. Identification of signaling equipment typically found near an isolated junction provides an indication that the vehicle is crossing an isolated junction on the route, not a damaged section of the route.

In the alternative embodiment described with reference to Figure 6 in which the rating system includes at least two detection units which are spaced from each other but less than two application devices (such as zero or one) such that If only one evaluation signal is input to the route, the electrical characteristics monitored along the route by two detection units may be shown in a graph similar to graph 1010. For example, the graph may include plotted electrical signals 1012 and 1016, that electrical signal 1012 represents the evaluation signal detected by or received in the first detection unit 1002, and electrical signal 1016 represents the evaluation signal detected by or received in the second detection unit 1004. Using only the plotted amplitudes of the electrical signals 1012 and 1016 (instead of also 1014 and 1018), the identification unit can determine the route situation. Between times tO and t2, both signal 1012 and signal 1016 are constant (with a slope of zero) at baseline values. Thus, one or more electrical characteristics indicate that both detection units 1002, 1004 receive the evaluation signal, and the identification unit determines that the section of the route is undamaged and does not include an electrical short circuit. Between times t2 and t4, the first detection unit 1002 detects an increased evaluation signal amplitude above the baseline (although the slope is negative), while the second detection unit 1004 detects a decrease in the evaluation signal amplitude. . Thus, one or more electrical characteristics indicate that the first detection unit 1002 receives the evaluation signal, but the second detection unit 1004 does not, and the identification unit determines that the section of the route includes a short circuit. electric. Finally, between times t5 and t7, both the first and second detection units 1002, 1004 detect drops in the amplitude of the evaluation signal. Thus, one or more electrical characteristics indicate that no detection units 1002, 1004 receive the evaluation signal, and the identification unit determines that the section of the route is potentially damaged. Alternatively, the rating signal may be the second rating signal shown in graph 1010 so that the electrical signals are plotted electrical signals 1014 and 1018 instead of 1012 and 1016.

In the alternative embodiment described with reference to Figure 6 in which the evaluation system includes at least two application devices that are spaced from each other, but only one detection unit monitored along the route by the detection unit may shown in a graph similar to graph 1010. For example, the graph may include plotted electrical signals 1012 and 1014, wherein electrical signal 1012 represents the first evaluation signal input by the first application device (such as application device 606A Figure 6) and detected by detection unit 1002 (such as detection unit 616A in Figure 6), and electrical signal 1014 represents the second evaluation signal input by the second application device (such as application device 606B in Figure 6). ) and detected by the same detection unit 1002. Using only the plotted amplitudes of the electrical signals 1012 and 1014 (instead of also 1016 and 1018), the identification unit may determine the route situation. For example, between times tO and t2, both signal 1012 and signal 1014 are constant at baseline values, indicating that detection unit 1002 receives both the first and second evaluation signals, so that the section route is undamaged. Between times t2 and t4, one or more electrical characteristics monitored by detection unit 1002 indicate that an increased amplitude of the first evaluation signal above baseline and a decreased amplitude of the second evaluation signal below baseline. Thus, during this time the detection unit 1002 only receives the first feedback signal and not the second feedback signal (plus a negligible trace or amount), which indicates that the route section may include a short circuit. electric. For example, referring to Figure 6, the first application device 606A is on the same side of the electrical short circuit as a detection unit 616A, so that the first evaluation signal is received by the detection unit 616A and the amplitude of the electrical signals associated with the first evaluation signal is increased over the baseline amplitude due to the sub-surge created by the electrical short circuit. However, the second application device 606B is on an opposite side of the electrical shorting of the detection unit 616A, so that the second evaluation signal circulates at a different subpass and is not received by the detection unit 616A, resulting in amplitude drop in the plotted signal 1014 over this time period. Finally, between times t5 and t7, one or more electrical characteristics monitored by the detection unit 1002 indicate the drop in amplitudes of both the first and second evaluation signals, so that none of the evaluation signals is received by the detection unit. 1002. Thus, the section of the route is potentially damaged, which causes an open loop pear and explains the detection unit 1002 not receiving any of the feedback signals. Alternatively, detection unit 1002 may be detection unit 1004 shown in graph 1010 such that the electrical signals are plotted electrical signals 1016 and 1018 instead of 1012 and 1014.

In the alternative embodiment described with reference to Figure 6 in which the rating system includes only one application device and only one detection unit, monitored along the route by the detection unit may be shown in a graph similar to graph 1010. For example, the graph may include the electrical plotted signal 1012, wherein the electrical signal 1012 represents the evaluation signal input by the application device (such as application device 606A shown in Figure 6) and detected by detection unit 1002 ( such as detection unit 161A shown in Figure 6). Using only the plotted amplitudes of the electrical signal 1012 (instead of also 1014, 1016, and 1018), the identification unit can determine the route situation. For example, between times tO and t2, signal 1012 is constant at the baseline value, indicating that detection unit 1002 receives both the evaluation signal so that the route section is undamaged. Between times t2 and t4, one or more electrical characteristics monitored by detection unit 1002 indicate that an increased amplitude of the evaluation signal above baseline, further indicating that the route section includes an electrical short circuit. Finally, between times t5 and t7, the one or more electrical characteristics monitored by the detection unit 1002 indicate a drop in the amplitude of the evaluation signal, so that the evaluation signal is not received by the detection unit 1002. Thus, the section of the route is potentially damaged, which causes an open loop pear. Alternatively, the sensing unit may be sensing unit 1004 shown in graph 1010 (such as sensing unit 616B shown in Figure 6) and the electrical signal is electric plotted signal 1018 (introduced by application device 606B shown in Figure 6). 9) instead of 1012. Thus, the sensing unit may be close to the application device to obtain plotted electrical signals 1012 and 1018. For example, an application device that is spaced from the sensing device along A vehicle length or vehicle system can result in plotted electrical signals 1014 or 1016, both of which show declines in amplitude when the rating system traverses either the damaged section of the route or an electrical short. A spaced arrangement between the detection unit and the application unit providing one of the plotted signals 1014, 1016 is not useful in distinguishing between these two route states, except when the plotted signal 1014 or 1016 is interpreted in combination with other electrical characteristics. monitored, such as phase or modulation, for example.

Figure 13 is a flow chart of an embodiment of a method 1100 for evaluating a route that is traveled by a vehicle system aboard the vehicle system. This method 1100 may be used in conjunction with one or more embodiments of the vehicle systems and / or rating systems described herein. Alternatively, method 1100 may be deployed with another system.

[1140] In 1102, the first and second evaluation signals are introduced electrically into the conductive pathways of the route that is traveled by the vehicle system. The first evaluation signal may be input using a first vehicle of the vehicle system. The second feedback signal may be input by using the first vehicle at a front or rear location of the first vehicle with respect to where the first feedback signal is input. Optionally, the first evaluation signal may be input using the first vehicle, and the second evaluation signal may be input using a second vehicle in the vehicle system. Electrically introducing the first and second evaluation signals into conductive pathways may include applying a projected direct current, a projected alternating current, and / or a projected radio frequency signal for at least one conductive route path. The first and second feedback signals may be transmitted to different conductive pathways, such as opposite parallel paths.

[0141] In 1104, one or more electrical characteristics of the route are monitored at the first and second monitoring locations. Monitoring locations may be aboard the first vehicle in response to the first and second evaluation signals that are introduced into the conductive tracks. The first monitoring location may be positioned near the front of the first vehicle relative to the second monitoring location. Detection units can be located at the first and second monitoring locations. The electrical characteristics of the route can be monitored along a conductive route at the first monitoring location; Electrical characteristics of the route can be monitored along a different conductive path at the second monitoring location. Optionally, a notification may be reported to the first and second monitoring locations when the first and second evaluation signals are introduced on the route. Monitoring of the electrical characteristics of the route may be performed in response to a notification receipt.

[0142] In 1106, a determination is made as to whether one or more monitored electrical characteristics indicate receipt of both the first and second feedback signals at both monitoring locations. For example, if both rating signals are monitored for electrical characteristics at both monitoring locations, then both rating signals circulate through conductive test pear 912 (shown in Figure 9). In this way the test pear circuit is intact. However, if each of the monitoring locations monitors electrical characteristics that indicate only one or none of the evaluation signals, then the test pear circuit may be affected by an electrical interruption or an electrical short circuit. If electrical characteristics indicate receipt of both the first and second evaluation signals at both monitoring locations, the flow of method 1100 may flow to 1108.

[0143] In 1108, the vehicle continues to travel along the route. The flow of method 1100 then proceeds again to 1102 where the first and second evaluation signals are introduced once again into the conductive pathways, and method 1100 is repeated. Method 1100 may be repeated instantly by proceeding to 1108, or there may be a waiting period, such as 1 second, 2 seconds, or 5 seconds, before reintroducing the evaluation signals.

Referring again to 1106, if the electrical characteristics indicate that both evaluation signals are not received at both monitoring locations, then the flow of method 1100 proceeds to 1110. At 1110, a determination is made as to possibility of one or more monitored electrical characteristics indicating presence of only the first or second feedback signal at the first monitoring location and presence of only the other feedback signal at the second monitoring location. For example, electrical characteristics received at the first monitoring location may indicate the presence of only the first evaluation signal, not the second evaluation signal. Similarly, the electrical characteristics received at the second monitoring location may indicate the presence of only the second evaluation signal, not the first evaluation signal. As described herein, "[which] indicates the presence of" a rating signal means that the received electrical characteristics include more than a single signal to noise ratio threshold of the unique identifier indicative of the respective rating signal that is more than electrical noise. .

[0145] This determination can be used to distinguish between electrical characteristics indicating that the section of the route is damaged and electrical characteristics indicating that the section of the route is not damaged, however, may have an electrical short. For example, since the first and second feedback signals are not both received at each of the monitoring locations, the route can be identified as potentially damaged due to a broken road that causes an open circuit. However, an electrical short can also cause either or both monitoring locations not to receive both evaluation signals, which potentially result in a false alarm. Therefore, this determination is made to distinguish an electrical short circuit from an electrical interruption.

[0146] For example, if no feedback signal is received at any of the monitoring locations as the vehicle system crosses the route section, electrical characteristics may indicate that the route section is damaged (eg broken). Alternatively, the section may be undamaged, but include an electrical short circuit if one or more of the electrical characteristics monitored at one of the monitoring locations indicates the presence of only one of the evaluation signals. This indication may be strengthened if the electrical characteristics monitored at the other monitoring location indicate the presence of only the other rating signal. Additionally, an undamaged section of the route that has an electrical short circuit can also be indicated if an amplitude of the electrical characteristics monitored at the first monitoring location is an inverse derivative of an amplitude of the electrical characteristics monitored at the second monitoring location depending on the system. by car crosses the section of the route. If the monitored electrical characteristics indicate significant receipt of only one feedback signal at the first monitoring location and only the other feedback signal at the second monitoring location, then the flow of method 1100 proceeds to 1112.

[0147] In 1112, the section of the route is identified as undamaged, but with an electrical short. In response, notification of the identified section of the route that includes an electrical short circuit may be reported offboard and / or stored in a database onboard the vehicle system. The location of the electrical short circuit can be determined more precisely by comparing the vehicle's location over time to inverse derivatives of the monitored amplitudes of the monitored electrical characteristics at the monitoring locations. For example, the electrical short circuit may be equidistant from the two monitoring locations when the inverse amplitude derivatives are monitored as equal. Location information may be obtained from a location determination unit, such as a GPS device, located on or off the vehicle. After identifying the section as having an electrical short, the vehicle system continues to travel along the route in 1108.

Referring again to 1100, if the monitored electrical characteristics do not indicate significant receipt of only one feedback signal at the first monitoring location and only the other feedback signal at the second monitoring location, then the method flow 1100 proceeds to 1114. At 1114, the section of the route is identified as damaged. Since no monitoring location receives the electrical characteristics that indicate at least one of the evaluation signals, it is likely that the vehicle will go through an electrical interruption on the route, which prevents most, if not all, conduction of the evaluation signals along the route. test pear. The damaged section of the route may be arranged between the projected axles of the first vehicle axes that define the ends of the test pear based on one or more monitored electrical characteristics at the first and second monitoring locations. After identifying the section of the route as damaged, the flow proceeds to 1116.

[0149] In 1116, responsive action is initiated in response to identify that the section of the route is damaged. For example, the vehicle, such as via the control unit and / or identification unit, may be configured to automatically slow down movement, automatically notify one or more other vehicle systems of the damaged section of the route, and / or automatically request inspection and / or repair of the damaged section of the route. A warning signal may be communicated to an offboard location that is configured to notify a recipient of the damaged section of the route. A repair signal to request repair of the damaged section of the route may also be reported outboard. Repair and / or warning signals may be communicated by at least one of the control unit or identification unit located on board the vehicle. In addition, responsive action may include determining a location of the damaged section of the route by obtaining vehicle location information from a location determination unit during the time that the first and second evaluation signals are input to the route. The calculated location of the electrical interruption on the route may be reported to the offboard location as part of the repair and / or warning signal. Optionally, responsive actions such as signal alert signals, repair signals, and / or operational vehicle change settings can be initiated at least manually by a vehicle operator on board the vehicle or a dispatcher located in an off-board facility. .

In addition, or as an alternative to using one or more embodiments of the route evaluation systems described herein to detect damaged sections of a route, one or more embodiments of the route evaluation systems may be used to determine location information about the vehicles on which route evaluation systems are arranged. Location information may include a determination in which the route of several different routes on which the vehicle is currently arranged, a determination of the vehicle's location on a route, a direction of travel of the vehicle along the route and / or a speed in which vehicle is moving along the route.

Figure 14 is a schematic illustration of an embodiment of rating system 900 on vehicle 902 as vehicle 902 travels along route 904. Although only two axes 1400, 1402 (“Axis 3” and “Axis 4 ”in Figure 14) are shown in Figure 14, vehicle 902 may include a different number of axles and / or axles other than the third and fourth axles of vehicle 902 may be used.

Route 904 may be formed from conductive rails 614 described above (e.g., rails 614A, 614B). Route 904 may include one or more frequency regulated leads 1404 extending between conductive tracks 614A, 614B. A frequency regulated shunt 1404 may form a conductive or short path between rails 614A, 614B of route 904 for an electrical signal that is conducted on rails 614A, 614B at a frequency at which shunt 1404 is regulated. For example, lead 1404 shown in Figure 14 is set to a frequency of 3.8 kHz. An electrical signal having a frequency of 3.8 kHz which is routed along rail 614A will also be routed via lead 1404 on rail 614B (and / or such signal may be routed from rail 614B to rail 614A via lead 1404). ). Electrical signals that have other frequencies (for example, 4.6 kHz or other frequency), however, will not be conducted by lead 1404. As a result, a signal that has a frequency at which lead 1404 is regulated (called a frequency setting) that is fed to rail 614A by application unit 908B ("Tx2" in Figure 14) will be driven along a pear or circuit path including rail 614A, axis 1400, rail 614B, and tap 1404 This signal is detected by the 910B detection unit (“Rx1” in Figure 14). Similarly, a signal having the regulated frequency that is fed to the rail 614B by the application unit 908A ("Tx1" in Figure 14) will be conducted along a loop or circuit path including the rail 614B, axis 1402. , rail 614A and branch 1404. In one embodiment, one or more of the detection units may detect signals having different frequencies.

A signal having a frequency other than the set frequency and which is fed to rail 614A by application unit 908B will be conducted along a loop or circuit path including rail 614A, axis 1400, rail 614B and axis 1402, but which does not include lead 1404. Similarly, a signal having a frequency other than the set frequency and which is fed to the rail 614B by the application unit 908A will be conducted along a pear or path. circuit including rail 614B, axis 1402, rail 614A and axis 1400, but which does not include lead 1404. A lead that is set to multiple frequencies such as 3.8 kHz and 4.6 kHz or frequencies that includes 3.8 kHz and 4.6 kHz, will drive the signals. For example, a lead that is set to a frequency range that includes both 3.8 kHz and 4.6 kHz will drive signals that have frequencies of 3.8 kHz or 4.6 kHz between rails 614A, 614B.

One or more regulated frequency shunts may be arranged across the routes at locations designated to calibrate the location of vehicles moving along the routes. Frequency-regulated shunts can be read by the rating systems described herein to define a specific vehicle location on the route. This can enable accurate vehicle location calibration when combined with a vehicle system location (for example, a global positioning system receiver, wireless transceiver or the like) and can increase the accuracy of vehicle location when with the vehicle. use of an estimated navigation technique and / or when another location method is unavailable. Detection of regulated frequency leads can also be used to determine which route among several different routes on which a vehicle is currently located.

[0155] The rating system can use multiple different frequencies to test the route below the vehicle for damage. By placing an element as a regulated frequency derivation on the route that responds to one or a combination of frequencies, and placing such elements in planned differences in spacing along the route, codes can be generated to convey location specific information. to vehicle in an economical and reliable manner.

[0156] Figure 15 illustrates electrical characteristics 1500 (eg electrical characteristics 1500A, 1500B) and electrical characteristics 1502 (eg electrical characteristics 1502A, 1502B) of the route that can be monitored by the rating system in a compliant vehicle system. the vehicle system travels along route 904 (shown in Figure 14) according to one example. Electrical features 1500, 1502 are shown along with a horizontal geometric axis 1504 representative of time or distance along route 904 and vertical geometric axes 1506 representative of magnitudes of electrical features 1500, 1502 (as measured by detection units 910A, 910B shown). The electrical characteristics 1500, 1502 represent the magnitudes of the first and second signals input to the rails 614 (shown in Figure 14) of route 904 by application unit 908, as detected by detection units 910A, 910B during path travel. vehicle system via regulated frequency tap 1404.

[0157] Application unit 908A may input a first signal that has a frequency other than the set frequency of lead 1404 (or that is outside the set frequency range of lead 1404). Application unit 908B may input a second signal having the set frequency of lead 1404 (or which is within the set frequency range of lead 1404). Detection unit 910A can detect first and second signal magnitudes as conducted to detection unit 910A via rail 614A and detection unit 910B can detect first and second signal magnitudes as conducted to detection unit 910B via of rail 614B. Electrical characteristic 1500A represents the magnitudes of the first signal (the unregulated frequency signal) as detected by detection unit 910B and electrical characteristic 1500B represents the magnitudes of the first signal as detected by detection unit 910A. Electrical characteristic 1502A represents the magnitudes of the second signal (the regulated frequency signal) as detected by detection unit 910B, and electrical characteristic 1502B represents the magnitudes of the second signal as detected by detection unit 910A.

A time t1 indicates when axis 1400 (e.g., an anterior axis) passes bypass 1404 as the vehicle system travels along a travel direction 1406 shown in Figure 14. A time t2 indicates when axis 1402 (e.g., an anterior axis) passes lead 1404 as the vehicle system travels along path direction 1406. The time period including and between times t1 and t2 represents when lead 1404 is arranged between the axes 1400, 1402.

Before axis 1400 passes through junction 1404 (e.g., before time t1), the first and second signals are conducted through a circuit formed of axes 1400, 1402 and sections of rails 614 extending to from and between axes 1400, 1402. As a result, the magnitudes of the electrical characteristics 1500, 1502 do not change appreciably (for example, the electrical characteristics 1500, 1502 may not change magnitude, or changes in magnitude may be caused by interference. noise or external).

By the axis 1400 passing from tap 1404, however, different circuits are formed for the first and second different signals, depending on the signal frequencies. For example, for the first signal (the unregulated frequency signal), the circuit through which the first signal is conducted to detection units 910A, 910B does not change. As a result, the magnitudes of the electrical characteristics 1500A, 1500B do not change significantly. For the second signal (the set frequency signal), lead 1404 drives the second signal and a different, smaller circuit is formed. The circuit conducting the second signal includes axis 1400, lead 1404, and sections of rails 614 extending from axis 1400 to lead 1404. This circuit for the second signal may also prevent the second signal from being led to the unit. 910A detection The smaller circuit including lead 1404 may prevent the second signal from reaching and being detected by detection unit 910A.

[0161] The 910B detection unit detects an increase in the second signal at or near time t1, as indicated by the increase in electrical characteristic 1502A shown in Figure 15. This increase may be caused by reduced electrical impedance in the circuit formed from the axis. 1400, junction 1404, and rail sections 614 extending from axis 1400 to junction 1404. For example, because the circuit is shorter than circuit that does not include junction 1404, electrical impedance may be smaller.

Detection unit 910A can no longer be able to detect the second signal after time t1 due to the circuit formed with lead 1404. The circuit formed with lead 1404 may prevent the second signal from being led on rail 614A. The sensing unit 910A can detect a reduction or elimination of the second signal as represented by the reduction in electrical characteristic 1502B at time t1.

As the vehicle moves through lead 1404, axis 1400 moves further from lead 1404. This increasing distance from axis 1400 to lead 1404 increases the size of the circuit including axis 1400 and lead 1404. The impedance of the circuit through which the electrical characteristic 1502A is conducted increases from time t1 to time t2. Increasing impedance may decrease the magnitude of the second signal (as detected by detection unit 910B). As a result, the magnitude of the electrical characteristic 1502A detected by detection unit 910B decreases from time t1 to time t2. With respect to detection unit 910A, because lead 1404 continues to prevent the second signal from being conducted to detection unit 910A, the magnitude of electrical characteristics 1502B remains reduced, as shown in Figure 15.

Since the vehicle system has moved through branch 1404 and branch 1404 is no longer between axes 1400, 1402 (e.g., after time t2), the second signal is again routed through the non-looping circuit. includes bypass 1404 and which is formed from axes 1400, 1402 and rail sections 614 extending between axes 1400, 1402. The magnitude of the second signal as detected by detection unit 910B may return to a level that has been measured before time t1. Due to the fact that Lead 1404 is no longer preventing Detection Unit 910A from detecting the second signal after time t2, the value of electrical characteristic 1502B may again rise to the level that existed before time t1.

[0165] The rating system may analyze two or more of the electrical characteristics 1500A, 1500B, 1502A, 1502B to differentiate between detection of a frequency regulated 1404 lead and detection of a damaged section of route 904 and / or the presence of another lead. on route 904. An interrupt 922 on a rail 614 on route 904 may result in two or more signals 1012, 1014, 1016, 1018 as detected by detection units 910A, 910B to decrease during concurrent times, as shown in Figure 12, during the period of time extending from time t5 to time t7. By contrast, only one of the electrical characteristics 1500A, 1500B, 1502A, 1502B decreases as the vehicle system passes through tap 1404. The control unit and / or identification unit can determine how many electrical characteristics 1500A, 1500B, 1502A, 1502B decreases by a time to determine whether the vehicle system is moving through a damaged section of route 904 or through a frequency-regulated tap 1404. A 916 that is not a frequency-regulated tap 1404 causes two or more most (or all) of signals 1012, 1014, 1016, 1018 increase and / or decrease during passage through lead 916, as shown in Figure 12 during the time period from time t2 to time t4. In contrast, only signals detected by a single detection unit 910B change during passage through a frequency-regulated lead 1404. Therefore, if signals detected by two or more detection units change, then the lead that is detected may not be a regulated frequency tap. If the signals detected by the same sensing unit change, but the signals sensed by another sensing unit do not change, then the lead that is detected may be a regulated frequency lead.

The rating systems described herein may evaluate electrical characteristics 1500, 1502 to determine a variety of information about the vehicle system and / or route 904, as well as or as an alternative to detecting damage to route 904. As an example, control unit 206, 506 and / or identification unit 220, 520 may identify which route 904 the vehicle system is traveling. Different routes 904 may have frequency regulated leads 1404 at different locations and / or sequences. The location of leads 1404 and / or sequences of leads 1404 may be unique to routes 904 so that by detecting leads 1404, rating systems can determine which route 904 the vehicle system is traveling.

For example, a first route 904 may have a first lead 1404 set to a first frequency and a second route 904 may have a second lead 1404 set to a second frequency. The rating system may introduce signals having one or more of the first or the frequencies in an attempt to detect the first and / or second lead 1404. Upon detection of one or more of the changes in electrical characteristics 1502, the rating system The evaluation system may determine that the vehicle system has traveled through the first or second lead 1404. If the evaluation system is introducing an electrical test signal that has the first frequency on route 904 and the evaluation system detects changes in the signal that are similar to changes in electrical characteristics 1502A and / or 1502B, the rating system may determine that the vehicle system has passed the first lead 1404. The first route 904 may be associated with the first lead 1404 in a rating system memory 540 ( shown in Figure 5 as a control unit memory, identification unit or the like, and / or as reported to the valuation system) so that upon detection of first lead 1404, the valuation system determines that the vehicle system is on first route 904.

[0168] If the rating system is inputting the electrical test signal that has the first frequency on route 904 and the rating system does not detect changes in the signal that are similar to changes in electrical characteristics 1502A and / or 1502B, The valuation system may determine that the vehicle system has not passed first branch 1404. The valuation system may then determine that the vehicle system is not on first route 904.

If the rating system is introducing an electrical test signal that has the second frequency on route 904 and the rating system detects changes in the signal that are similar to changes in electrical characteristics 1502A and / or 1502B, the rating system The evaluation system may determine that the vehicle system has passed the second lead 1404. The second route 904 may be associated with the second lead 1404 so that upon detection of the second lead 1404, the evaluation system determines that the vehicle system on the second lead 904. If the rating system is introducing the electrical test signal that has the second frequency on route 904 and the rating system does not detect changes in the signal that are similar to changes in electrical characteristics 1502A and / or 1502B, the rating system valuation may determine that the vehicle system has not passed bypass 1404. The valuation system may, then determine that the vehicle system is not on second route 904.

Additionally or alternatively, different routes 904 may be associated with different sequences of two or more frequency regulated leads 1404. A sequence of leads 1404 may represent an order in which leads 1404 are encountered by a vehicle system which shifts through the sequence of leads 1404 and may optionally include the frequencies at which leads 1404 are set and / or distances between leads 1404. For example, Table 1 below represents different sequences of leads 1404 on different routes 904: Table 1: [0171] The letters A and B represent different frequencies to which leads 1404 are set. While each sequence of leads 1404 in Table 1 includes four leads 1404, alternatively, one or more of the sequences may include a different number of leads 1404. Although the sequences only include two different frequencies, optionally one or more sequences may include more frequencies.

[0172] The rating system can track the order in which different leads 1404 are detected by the vehicle system to determine which route 904 the vehicle system is traveling. For example, if the rating system detects a frequency-regulated lead 1404, followed by another frequency-regulated lead 1404, followed by another frequency-regulated lead 1404, followed by a frequency-regulated lead 1404, then , the assessment system may determine that the vehicle system is eighth route 904 listed above.

[0173] A derivation sequence may optionally include distances between leads 1404. Table 2 below illustrates examples of derivation sequences that also include distances: [0174] Numbers 50 m, 30 m and so on, listed between the letters A and / or B represent distances between leads 1404 set to frequency A or B. The evaluation system can detect leads 1404 set to different frequencies, the order in which these leads 1404 are detected, and the distance between leads 1404 in order to determine which route the vehicle system is traveling.

Use detection of one or more frequency-regulated tap 1404 to determine which route 904 the vehicle system is traveling, which may be useful for control unit 206, 506 to differentiate between different routes 904 that are strictly spaced. Some routes 904 may be close enough to each other that the resolution of other location determination systems (for example, global positioning systems, wireless triangulation, etc.) may not be able to differentiate between which different routes 904 the Vehicle system is moving along. In times, the vehicle system may not be able to depend on such other location determination systems as when the vehicle system is moving in a tunnel, in valleys, urban areas or the like. Detecting a frequency-regulated tap 1404 associated with a route 904 may allow the rating systems to determine which route 904 the vehicle system is on when the other location determination systems may not be able to determine which route 904 the Vehicle system is moving.

In another example, control unit 206, 506 and / or identification unit 220, 520 may determine where the vehicle system is located along a route 904 using one or more lead detection 1404. Different locations along routes 904 may have frequency regulated shunts 1404 at different locations and / or sequences. The location of leads 1404 and / or sequences of leads 1404 may be unique to locations along routes 904 so that by detecting leads 1404, rating systems can determine where the vehicle system is located along a route 904.

For example, a first location along a route 904 may have a first lead 1404 set to a first frequency and a second location along route 904 may have a second lead 1404 set to a second frequency. The rating system may introduce signals having one or more of the first or the frequencies in an attempt to detect the first and / or second lead 1404. Upon detection of one or more of the changes in electrical characteristics 1502, the rating system The evaluation system may determine that the vehicle system has traveled through the first or second lead 1404. If the evaluation system is introducing an electrical test signal that has the first frequency on route 904 and the evaluation system detects changes in the signal that are similar to changes in electrical characteristics 1502A and / or 1502B, the rating system may determine that the vehicle system has passed first lead 1404. The first location along route 904 may be associated with first lead 1404 in system memory 540. so that upon detection of first lead 1404 the determines that the vehicle system is in location along first route 904 associated with first branch 1404.

[0178] If the rating system is inputting the electrical test signal that has the first frequency on route 904 and the rating system does not detect changes in the signal that are similar to changes in electrical characteristics 1502A and / or 1502B, the system The valuation system may determine that the vehicle system has not passed the first lead 1404. The valuation system may then determine that the vehicle system is not located at the location on the first route 904 that is associated with the first lead 1404 [0179]. the rating system is introducing an electrical test signal that has the second frequency on route 904 and the rating system detects changes in the signal that are similar to changes in the electrical characteristics 1502A and / or 1502B, the rating system may determine that the vehicle system has passed second bypass 1404. The second location along route 904 can be is associated with the second lead 1404 so that upon detection of the second lead 1404, the rating system determines that the vehicle system is at location on route 904 associated with the second lead 1404. If the rating system is inputting the electrical test that has the second frequency on route 904 and the rating system does not detect changes in the signal that are similar to changes in electrical characteristics 1502A and / or 1502B, the rating system may determine that the vehicle system has not passed the second branch 1404. The rating system may then determine that the vehicle system is not in location along route 904 which is associated with second branch 1404 [0180] In addition, or alternatively, different locations along routes 904 may be associated with different sequences of two or more frequency regulated leads 1404. Similar as described above, detection of leads 1404 to an associated sequence to a designated location along a route 904 may enable the processing system determines where the system vehicle is located along the route.

Using detection of one or more frequency-regulated 1404 leads to determine where the vehicle system is located along a route 904 may be useful for control unit 206, 506 to determine where the vehicle system is located. . As described above, the vehicle system may not be able to rely on other location determination systems to determine where the vehicle system is located. In addition, the assessment system may determine the location of the vehicle system to assist in calibrating or updating a location based on an estimated set of navigation procedures. For example, if the vehicle system is using estimated navigation to determine where the vehicle system is located, determining the vehicle system location using leads 1404 may serve as a check or update of the location as determined by use. of estimated navigation.

[0182] Vehicle system determined location can be used to calibrate or update other vehicle system location determination systems such as global positioning system receivers, wireless transceivers or the like. Some location determination systems may not be able to provide vehicle system locations after initialization of location determination systems. For example, after turning on the vehicle system and / or location determination systems, location determination systems may not be able to determine vehicle system locations for a period of time when location determination systems are booting up. Detecting frequency-regulated shunts during this startup can allow vehicle systems to determine vehicle system locations during startup.

Optionally, the failure to detect a frequency regulated tap 1404 at a designated location may be used by the rating system to determine that tap 1404 is damaged or has been removed. Due to the fact that the locations of frequency-regulated leads 1404 may be stored in vehicle system memory 540 and / or reported to the vehicle system, failure to detect a frequency-regulated lead 1404 at the designated location of lead 1404 may serve to notify the rating system that lead 1404 is damaged and / or removed. The rating system and / or control unit may then notify a vehicle system operator of the damaged and / or missing 1404 lead, may cause the communication unit to automatically send a signal to a scheduling or dispatch facility to schedule inspection, repair, or replacement of lead 1404 or similar.

In another example, the control unit 206, 506 and / or the identification unit 220, 520 may determine a vehicle system travel direction in response to the detection of one or more regulated frequency leads 1404. By detecting changes in electrical characteristics 1502 that indicate the presence of a frequency regulated tap 1404, the identification unit may evaluate one or more aspects of electrical characteristics 1502 to determine a travel direction 1406. The identification unit may evaluate the slope of the electrical feature 1502 to determine travel direction 1406. If electrical feature 1502 has a negative slope between time t1 and t2, then the slope may indicate that the vehicle system has the travel direction 1406 shown in Figure 14. But, if electrical characteristic 1502 has a positive slope between time t1 and t2, the slope may indicate that the system that of vehicle has the opposite direction of travel.

In another example, the control unit 206, 506 and / or the identification unit 220, 520 may determine a vehicle system motion speed in response to the detection of one or more regulated frequency leads 1404. In a In this respect, the evaluation system may determine the elapsed time period between time t1 and t2 based on changes in electrical characteristic 1502A and / or 1502B that indicate lead detection 1404. Based on elapsed time period and a separation distance 1408 (shown in Figure 14) between the axes 1400, 1402, the control unit and / or the identification unit can calculate a vehicle system motion speed. For example, if the separation distance 1408 is 397 inches (eg ten meters) and the time period between t1 and t2 is 1.13 seconds, then the rating system may determine that the vehicle system is moving at approximately twenty miles per hour (for example, 32 kilometers per hour).

In another example, the control unit 206, 506 and / or the identification unit 220, 520 may determine a vehicle system motion speed in response to the detection of one or more regulated frequency leads 1404. In a In this respect, the rating system may determine the slope of the electrical characteristic 1502A between time t1 and time t2. Higher absolute values of slopes can be associated with faster vehicle system speeds than lower absolute values of slopes. Different absolute values of slopes may be associated with different speeds in the rating system memory 540 and / or as reported to the rating system. The control unit and / or the identification unit may determine the absolute value of the slope on electrical characteristic 1502A and compare the determined slope to absolute values of the slopes associated with different speeds to determine how fast the vehicle system is moving.

Figure 16 illustrates a flowchart of an embodiment of a method 1600 for evaluating a route and / or determining route and / or vehicle system information; Method 1600 may be performed by one or more embodiments of the assessment systems described herein for detecting damage to a route, detecting a derivation on the route and / or determining route information and / or a vehicle system traveling on the route. route.

In 1602, an evaluation signal having a designated frequency is introduced in the route. The evaluation signal may have a frequency associated with one or more regulated frequency leads. Optionally, multiple feedback signals may be input to the route. For example, different signals that have different frequencies associated with frequency regulated shunts may be input to the route.

[0189] In 1604 one or more electrical characteristics of the route are monitored. For example, the voltages, currents, resistances, impedances or the like of the route may be monitored as described herein. In 1606, one or more electrical characteristics that are monitored can be evaluated to determine if one or more electrical characteristics indicate route damage, as described above. Optionally, one or more electrical characteristics may be evaluated to determine if a lead (e.g., other than a frequency regulated lead) is on the route as described above. If one or more electrical characteristics indicate route damage, the flow of method 1600 may continue towards 1608. Otherwise, the flow of method 1600 may continue towards 1610. At 1608, one or more responsive actions may be initiated for route damage detection as described above.

In 1610, a determination is made that whether one or more electrical characteristics indicate passage of the vehicle system through a regulated frequency shunt. As described above, the characteristic may be evaluated as one or more of the electrical characteristics 1500, 1502 shown in Figure 15. If the characteristic indicates movement over the frequency regulated shunt, then the flow of method 1600 may proceed toward 1616. Otherwise, the flow of method 1600 may proceed towards 1612.

In 1612, a determination is made such that a frequency-regulated shunt was previously at the vehicle's location. For example, if no frequency regulated lead is detected at one location but a frequency regulated lead should be at the location, then failure to detect the lead may indicate that the lead is damaged or removed. As a result, the flow of method 1600 may proceed toward 1614. However, if a frequency regulated lead is not known to have previously been at that location, then the flow of method 1600 may return toward 1602 or the method. 1600 can finish.

[0192] In 1614, one or more responsive actions may be implemented in response to the failure to detect the derivation. For example, a vehicle system operator may be notified, a message may be reported to an off-board location to automatically schedule inspection, repair, or replacement of the frequency adjustable lead, etc.

[0193] In 1616, vehicle and / or route system information is determined based on detection of the regulated frequency shunt. As described above, the route on which the vehicle is traveling can be identified, the location of the vehicle system along the route can be determined, the direction of travel of the vehicle system, the speed of the vehicle system, etc., may be determined based on the detection of one or more regulated frequency leads. The flow of method 1600 may return to 1602 or method 1600 may end.

In one embodiment, a system (e.g., a route evaluation system) includes first and second application devices, a control unit, first and second detection unit, and an identification unit. The first and second delivery devices are configured to be arranged aboard a vehicle of a vehicle system traveling along a route having first and second conductive pathways. The first and second delivery devices are each configured for at least one to be conductively or inductively coupled to one of the conductive pathways. The control unit is configured to control the supply of electric current from a power source to the first and second application devices to electrically input a first evaluation signal into the conductive pathways via the first application device and to electrically introduce a second evaluation signal into the conductive pathways by means of the second application device. The first and second detection units are configured to be arranged on board the vehicle. The detection units are configured to monitor one or more electrical characteristics of the first and second conductive pathways in response to the first and second evaluation signals that are introduced into the conductive pathways. The identification unit is configured to be arranged on board the vehicle. The identification unit is configured to evaluate one or more electrical characteristics of the first and second conductive pathways monitored by the first and second detection units to determine whether a section of the route is crossed by the vehicle and arranged electrically between the ends. opposite sides of the vehicle is potentially damaged based on one or more electrical characteristics.

In one aspect, the first application device is arranged at a spaced location along a length of the vehicle relative to the second application device. The first application device is configured to be at least one of a conductive or inductive coupling with the first conductive pathway. The second application device is configured to be at least one conductive or inductive coupling with the second conductive path.

In one aspect, the first detection unit is arranged at a spaced location along a length of the vehicle relative to the second detection unit. The first detection unit is configured to monitor one or more electrical characteristics of the second conductive path. The second detection unit is configured to monitor one or more conductive first-way electrical characteristics.

In one aspect, the first and second feedback signals include respective unique identifiers to enable the identification unit to distinguish the first feedback signal from the second feedback signal by one or more electrical characteristics of the route.

In one aspect, the unique identifier of the first feedback signal includes at least one of a frequency, modulation, or a built-in signature that differs from the unique identifier of the second feedback signal.

In one aspect, the control unit is configured to control the application of at least one of a designated direct current, a designated alternating current, or a designated radio frequency signal from each of the first and second frequency signals. power source assessment for the conductive routes of the route.

[0200] In one aspect, the power source is an onboard energy storage device and the control unit is configured to input the first and second feedback signals on the route by controlling the current conduction of the power supply. on-board energy storage for the first and second application devices.

[0201] In one aspect, the power source is an offboard energy storage device, and the control unit is configured to input the first and second evaluation signals on the route by controlling the current conduction of the outboard energy storage device for the first and second application devices.

In one aspect, it further comprises two leads arranged at spaced locations along a length of the vehicle. The two leads are configured for at least one conductively or inductively coupled first and second conductive pathways at least part of the time when the vehicle is traveling through the route. The first and second conductive pathways and the two leads define an electrically conductive test lead when providing a circuit path for the first and second evaluation signals to circulate.

[0203] In one aspect, the two leads are first and second cargo wagons of the vehicle. Each of the first and second freight wagons includes an axle that interconnects two wheels that contact the first and second conductive tracks. The wheels and axle of each of the first and second freight wagons are configured for at least one of the conductive or inductive coupling of the first conductive track to the second conductive track to define respective ends of the conductive test pear.

[0204] In one aspect, the identification unit is configured to identify at least one of an electrical short circuit in the conductive test lead caused by an electrical short circuit between the first and second conductive pathways or an open circuit in the pear. conductive test caused by an electrical interruption in at least the first conductive path or the second conductive path.

[0205] In one aspect, when the route section has an electrical short circuit positioned between the two leads, a first conductive short pear defined along the first and second conductive pathways of the second route between one of the two leads and the electrical short circuit. A second conductive short pear is defined along the first and second conductive pathways of the section of the route between the other of the two leads and the electrical short circuit. The first application device and the first detection unit are arranged along the first conductive short pear. The second application device and the second detection unit are arranged along the second conductive short pear.

[0206] In one aspect, the identification unit is configured to determine if the section of the route traveled by the vehicle is potentially damaged by distinguishing between one or more electrical characteristics indicating whether the section is damaged and one or more electrical characteristics indicating whether The section is undamaged, but has an electrical short.

[0207] In one aspect, the identification unit is configured to determine that the section of the route is damaged when one or more electrical characteristics received by the first detection unit and the second detection unit both fail to indicate the conduction of the first one. or the second evaluation signals through the conductive roads as the vehicle travels the route section.

[0208] In one aspect, the identification unit is configured to determine that the section of the route is undamaged, but has an electrical short circuit when an amplitude of one or more electrical characteristics indicative of the first evaluation signal monitored by the first unit. Detection is an inverse derivative of an amplitude of one or more electrical characteristics indicative of the second evaluation signal monitored by the second detection unit as the vehicle travels the route section.

[0209] In one aspect, the identification unit is configured to determine that the section of the route is undamaged, but has an electrical short circuit when one or more electrical characteristics monitored by the first detection unit only indicate a presence of the first one. rating signal, and one or more electrical characteristics monitored by the second detection unit only indicate a presence of the second rating signals as the vehicle travels through the section of route.

[0210] In one aspect, in response to the determination that the route section is a potentially damaged route section, at least one of the control unit or the identification unit is configured for at least one of automatically slow system movement. automatically notify one or more other vehicle systems of the potentially damaged route section or automatically request at least one of the potentially damaged section section inspection or repair.

In one aspect, in response to the determination that the route section is damaged, at least one of the control unit or the identification unit is configured to report a repair signal to an off-board location to request repair. of the route section.

In one aspect, the vehicle system additionally includes a location determination unit configured to determine the vehicle's location along the route. At least one of the control unit or identification unit is configured to determine a route section location by obtaining the vehicle location of the location determination unit when the control unit enters the first and second evaluation signals. in conductive pathways.

[0213] In one embodiment, a method (for example, to evaluate a route that is traveled by a vehicle system) includes electrically introducing first and second conductive first and second evaluation signals of a route that is traveled. by a vehicle system that has at least one vehicle. The first and second evaluation signals are introduced with the use of the vehicle at spaced locations along a vehicle length. The method also includes monitoring one or more electrical characteristics of the first and second conductive pathways at the first and second monitoring locations that are on board the vehicle in response to the first and second feedback signals that are introduced into the conductive pathways. The first monitoring location is spaced along the vehicle length relative to the second monitoring location. The method further includes identifying a section of the vehicle system traversed route that is potentially damaged based on one or more monitored electrical characteristics at the first and second monitoring locations.

[0214] In one aspect, the first feedback signal is input to the first conductive pathway and the second feedback signal is input to the second conductive pathway. Electrical characteristics along the second conductive pathway are monitored at the first monitoring location and electrical characteristics along the first conductive pathway are monitored at the second monitoring location.

In one aspect, the first and second feedback signals include respective unique identifiers to distinguish the first feedback signal from the second feedback signal on one or more electrical characteristics of the conductive pathways.

In one aspect, electrically introducing the first and second conductive path evaluation signals includes applying at least one of a designated direct current, a designated alternating current or a radio frequency signal assigned to at least one of the conductive pathways.

In one aspect, the method additionally includes communicating a notification to the first and second monitoring locations when the first and second feedback signals are input to the route. Monitoring of one or more electrical characteristics of the route is performed in response to receipt of notification.

In one aspect, identifying the section of the route is damaged includes determining whether one of the conductive pathways of the route is damaged when the first and second feedback signals are not received at the first and second monitoring locations.

In one aspect, the method further includes communicating an alert signal when the section of the route is identified as being damaged. The warning signal is set to notify a recipient of damage in the route section.

[0220] In one aspect, the method further includes communicating a repair signal when the section of the route is identified as being damaged. The repair signal is reported to an off-board location to request repair of damage to the section of the route.

[0221] In one aspect, the method further includes distinguishing between one or more electrical characteristics indicating that the section of the route is damaged and one or more electrical characteristics indicating that the section is not damaged but having an electrical short circuit.

[0222] In one aspect, one or more electrical characteristics indicate that the section of the route is damaged when neither the first feedback signal nor the second feedback signal is received at the first or second monitoring locations as the vehicle system travels. section of the route.

[0223] In one aspect, monitoring one or more electrical characteristics of the first and second conductive pathways includes monitoring the first and second rating signals circulating in an electrically conductive test pear that is defined by the first and second conductive pathways between two leads arranged along the length of the vehicle. If the section of the route includes an electrical short circuit between the two leads, the first feedback signal circulates in a first conductive short run defined between one of the two leads and the electrical short circuit, and the second feedback signal circulates a second. conductive short pear defined between the other of the two leads and the electrical short circuit.

[0224] In one aspect, the section of the route is identified as undamaged, but has an electrical short circuit when an amplitude of the electrical characteristics indicative of the first monitored evaluation signal at the first monitoring location is an inverse derivative of an amplitude of the electrical characteristics indicative of the second monitored evaluation signal at the second monitoring location as the vehicle system travels the route section.

[0225] In one aspect, the section of the route is identified as undamaged, but has an electrical short circuit when the monitored electrical characteristics at the first monitoring location only indicate a presence of the first feedback signal and the monitored electrical characteristics at the second monitoring location. Monitoring locations only indicate a presence of the second evaluation signal as the vehicle system travels the route section.

[0226] In one aspect, the method further includes determining a location of the section of the route that is damaged by obtaining from a location determination unit a vehicle location when the first and second evaluation signals are input to the vehicle. route.

[0227] In another embodiment, a system (e.g., a route evaluation system) includes first and second application devices, a control unit, first and second detection unit and an identification unit. The first application device is configured to be arranged on a first vehicle of a vehicle system that travels along a route having first and second conductive pathways. The second application device is configured to be arranged on a second vehicle of the vehicle system that tracks the first vehicle along the route. The first and second delivery devices are each configured for at least one to be conductively or inductively coupled to one of the conductive pathways. The control unit is configured to control electrical current supply from a power source to the first and second application devices in order to electrically input a first evaluation signal in the first conductive path through the first application device and a second feedback signal in the second conductive pathway via the second delivery device. The first detection unit is configured to be arranged aboard the first vehicle. The second detection unit is configured to be arranged aboard the second vehicle. Detection units are configured to monitor one or more electrical characteristics of conductive pathways in response to the first and second evaluation signals that are introduced into conductive pathways. The identification unit is configured to assess one or more electrical characteristics of the conductive pathways monitored by the first and second detection units to determine whether a section of the route traversed by the vehicle system is potentially damaged based on one or more. Electrical Characteristics.

[0228] In one aspect, the first sensing unit is configured to monitor one or more electrical characteristics of the second conductive path. The second detection unit is configured to monitor one or more electrical characteristics of the first conductive pathway.

[0229] In one aspect, when the route section has an electrical short circuit positioned between two leads of the vehicle system, a first conductive short pear is defined along the first and second conductive pathways between one of the two leads and the electrical short circuit. A second conductive short pear is defined along the first and second conductive pathways of the section of the route between the other of the two leads and the electrical short circuit. The first application device and the first detection unit are arranged along the first conductive short pear. The second application device and the second detection unit are arranged along the second conductive short pear.

[0230] In one embodiment, a method (for example, to evaluate a route and / or determine route and / or vehicle system information) includes introducing a first electrical evaluation signal into a conductive route aboard a vehicle system traveling along the route, detecting a first electrical characteristic of the route based on the first electrical evaluation signal, and detecting using a route evaluation system that is also configured to detect damage to the route with based on the first electrical characteristic, a first regulated frequency derivation on the route based on the first electrical characteristic.

[0231] In one aspect, detecting the first frequency regulated lead on the route occurs in response to a frequency of the first rated electrical signal that is one or more of a regulated frequency or within a regulated frequency range of the first regulated lead of frequency.

[0232] In one aspect, the method also includes identifying the route among several different routes based on detection of the first regulated frequency shunt.

[0233] In one aspect, the method also includes determining a vehicle system location along the route based on detection of the first regulated frequency shunt.

[0234] In one aspect, the method also includes determining a travel direction of the vehicle system based on detection of the first frequency adjustable shunt.

[0235] In one aspect, the method also includes determining a vehicle system speed based on the detection of the first frequency adjustable shunt.

[0236] In one aspect, the method also includes determining that a second frequency-regulated lead is one or more missing or damaged based on a failure to detect the second frequency-regulated lead at a designated location associated with the second frequency-regulated lead. frequency.

[0237] In one aspect, the method also includes identifying the route among several different routes based on detecting a sequence of frequency regulated leads that includes the first frequency regulated lead and one or more other frequency regulated leads, where The sequence is associated with the route.

[0238] In one aspect, the method also includes determining a vehicle system location along the route based on detecting a sequence of frequency regulated leads including the first frequency regulated lead and one or more other regulated frequency leads. where the sequence is associated with the location along the route.

[0239] In one aspect, the first feedback electrical signal input to the route has a first frequency at which the first frequency adjustable lead is regulated. The method may also include introducing a second electrical evaluation signal that has a different second frequency on the route on board the vehicle system, detecting a second electrical characteristic of the route based on the second electrical evaluation signal, and differentiating between route damage or detection of the first frequency regulated shunt based on the first and second electrical characteristics.

[0240] In one embodiment, a system (for example, a route evaluation system) includes a first application unit configured to input a first electrical evaluation signal on a conductive route aboard a vehicle system traveling at along the route, a first detection unit configured to measure a first electrical characteristic of the route based on the first electrical evaluation signal, and an identification unit configured to detect damage to the route based on the first electrical characteristic and to detect a first lead frequency setting on the route based on the first electrical characteristic.

[0241] In one aspect, the identification unit is configured to detect the first frequency regulated lead on the route in response to a frequency of the first electrical feedback signal that is one or more within a regulated frequency or within a frequency range. of the first regulated frequency tap.

[0242] In one aspect, the identification unit is configured to identify the route among several different routes based on detection of the first regulated frequency tap.

[0243] In one aspect, the identification unit is configured to determine a vehicle system location along the route based on detection of the first frequency-regulated shunt.

[0244] In one aspect, the identification unit is configured to determine a vehicle system travel direction based on detection of the first regulated frequency tap.

[0245] In one aspect, the identification unit is configured to determine a vehicle system speed based on detection of the first regulated frequency shunt.

In one aspect, the identification unit is configured to determine that a second frequency regulated lead is one or more missing or damaged based on a failure to detect the second frequency regulated lead at a designated location associated with the second. regulated frequency derivation.

[0247] In one aspect, the identification unit is configured to identify the route among several different routes based on detecting a sequence of frequency regulated leads including the first frequency regulated lead and one or more other frequency regulated leads. where the sequence is associated with the route.

In one aspect, the identification unit is configured to determine a vehicle system location along the route based on detecting a sequence of frequency regulated leads including the first frequency regulated lead and one or more others. regulated frequency derivations, where the sequence is associated with location along the route.

[0249] In one aspect, the first application unit is configured to input the first evaluation electrical signal at a first frequency at which the first regulated frequency tap is regulated. The system may also include a second application unit configured to input a second feedback electrical signal that has a different second frequency on the route aboard the vehicle system and a second detection unit configured to detect a second electrical route characteristic based on at the second electrical evaluation signal. The identification unit can be configured to differentiate between route damage or detection of the first regulated frequency shunt based on the first and second electrical characteristics.

[0250] In one embodiment, a system (for example, a route evaluation system) includes a first application unit configured to input a first electrical signal that has a first frequency on a first conductive track of a route aboard a vehicle system, a first detection unit configured to monitor a first feature of the first conductive route track onboard the vehicle system based on the first electrical signal, a second application unit configured to input a second electrical signal having a second different frequency on a second conductive track of the vehicle system on-board route, a second sensing unit configured to monitor a second characteristic of the second conductive track of the vehicle system on-board based on the second electrical signal, and a configured to detect route damage and to determine one or more of the following identify the route from several different routes, determine a vehicle system location along the route, determine a vehicle system travel direction, determine a vehicle system speed, or identify a missing or damaged frequency regulated lead based in one or more of the first or second characteristic.

[0251] Another embodiment disclosed herein provides systems and methods that detect and classify filter-broken rails and extract features from electrical characteristics of rails and classify these features with pattern recognition, machine learning and / or signal processing methods. The system and method operate in two or more stages. A first stage includes detecting broken rails based on changes in electrical characteristics in rails in response to the introduction of electrical evaluation signals on the rails. To reduce the rate of false positive detections, a second stage enhances first step detection by discriminating broken rails from likely sources of false positive confusions, such as underrun wheel shunt and noise, using methods for recognizing standard or machine learning.

Figure 17 illustrates another example of the 900 evaluation system in operation. In the illustrated example, the evaluation system 900 travels along route 904 and includes the application unit 908A ("ΤχΓ in Figure 17) which introduces an evaluation signal that has a first frequency (for example," current f1 "in Figure 17) on rail 614A ("Rail 1" in Figure 17) and application unit 908B ("Tx2" in Figure 17) which introduces a feedback signal that has a different second frequency (for example, "current f2" in Figure 17) on rail 614B (“Rail 2” in Figure 17). Optionally, the application unit 908 (for example, application unit 908A, 908B) may input signals having the same frequencies but different identifiers included therein on rails 614A, 614B. In contrast to the example shown in Figure 14, application unit 908A and detection unit 910B may be conductively and / or inductively coupled to the same rail 614A while application unit 908B and detection unit 910A are coupled together. conductive and / or non-conductive mode to the other rail 614B. Alternatively, application unit 908A and detection unit 910A may be conductively and / or inductively coupled with different rails 614A, 614B and / or application unit 908B and detection unit 910B may be coupled together. conductive and / or non-conductive with different rails 614A, 614B.

Figure 18 illustrates a flowchart of an embodiment of a method 1800 for controlling a vehicle system. Method 1800 may be performed by one or more embodiments of the route assessment systems described herein to identify route damage, isolated route junctions, bypass route routing or the like. For example, the identification unit 220 (shown in Figure 2) and / or the identification unit 816 (shown in Figure 8) may perform analysis of electrical characteristics and standards as described herein.

[0254] In 1802, a data segment is obtained. The data segment may include the electrical characteristics measured by detection units 910A, 910B. For example, the data segment may include current and / or voltage magnitudes as measured by detection units 910A, 910B for two or more different frequencies (e.g. frequency 1 and frequency 2). Electrical characteristics of the route may also include noise attributable to the vehicle system and / or nearby. Noise may have several frequencies that differ from the frequencies of the evaluation signals input by the application unit 908A, 908B. Noise, as used herein, is a summation of unwanted or problematic energy and may include electrical interference from sources of other electrical energy than the 908A, 908B application unit. Noise may be attributable to electric motors in the vehicle system, route-based electrical circuits, or the like. In order to accurately interpret and analyze the electrical characteristics of the route based on or attributable to the first and second feedback signals, noise is filtered out of the data segment measured by detection units 910A, 910B.

[0255] In 1803, the electrical characteristics measured by detection units 910A, 910B are filtered to extract subsets of electrical characteristics based on the evaluation signals introduced by the application unit 908A, 908B of noise-based electrical characteristics. For example, the evaluation signals input by the application unit 908A, 908B set frequencies, so the relevant electrical characteristics are at those specific frequencies. Electrical characteristics of the route include vehicle system noise and / or surroundings that appear at several different frequencies than the frequencies of the evaluation signals. In one embodiment, a filter is applied to electrical characteristics to isolate subsets of electrical characteristics that occur in frequency ranges of interest (for example, that occur at the frequencies of the first and second evaluation signals) and suppresses electrical characteristics at other frequencies. that are attributable to noise.

Now, with reference to Figure 24, Figure 24 illustrates two electrical characteristic waveforms shown along with a time representative horizontal geometric axis 2402 and a waveform magnitude vertical axis 2404. A first waveform 2406 represents the electrical characteristics of the basic data segment measured by one of the detection units 910A, 910B. First waveform 2406 includes undesirable noise, resulting in a highly oscillating magnitude of waveform 2406 over time. Thus, the first waveform 2406 is formed based on unfiltered basic data. A second waveform 2408 represents a subset of filtered electrical characteristics of the electrical characteristics of the basic data. For example, the second waveform 2408 is formed by filtering the electrical characteristics of the basic data segment to isolate a subset of the electrical characteristics that occur within a frequency range of interest. Second waveform 2408 represents electrical characteristics that have frequencies within the frequency range of interest. The frequency range of interest is inclusive of the first frequency of the first feedback signal (e.g. frequency 1) and / or is inclusive of the second frequency of the second feedback signal (e.g. frequency 2). Second waveform 2408 does not include as much undesirable noise as first waveform 2406, as electrical characteristics at frequencies outside the frequency range of interest are suppressed, deleted, obscured or otherwise not represented as wave 2408. For these reasons, the oscillations of the second waveform 2408 have reduced absolute magnitudes relative to the oscillations of the first waveform 2406.

Optionally, the first and second waveforms 2406, 2408 may represent the electrical characteristics of rail 614B (shown in Figure 17) as measured by detection unit 910A based on the introduction of the first evaluation signal having the first frequency by the first application unit 908A. The first waveform 2406 represents the basic electrical characteristics of rail 614B detected by the unfiltered (e.g., noise-inclusive) detection unit 910A, while the second waveform 2408 represents a filtered subset of the electrical characteristics of rail 614B detected by 910A detection unit. The filtered subset of electrical characteristics is formed by extracting the electrical characteristics of the data segment in a frequency range of interest and suppressing the electrical characteristics of the data segment in other frequencies outside the frequency range of interest. In this example, the frequency range of interest includes the frequency of the first evaluation signal (eg frequency 1), so that the isolated subset of electrical characteristics represents the magnitude (eg current and / or voltage) of the first signal. within the conductive track of the route.

[0258] The electrical characteristics of the data segment may be filtered by applying one or more filtering processes set to the specific frequency or frequency range of interest. Filtering may be performed by one or more processors, such as identification unit 220 (shown in Figure 2) or identification unit 816 (shown in Figure 8). In one embodiment, a bandpass filter may be designed around the first frequency of the first evaluation signal to isolate the subset of electrical characteristics that occur at frequencies within a narrow range of the first frequency from electrical characteristics that occur at frequencies. out of frequency range. One or more processors may isolate the subset of electrical characteristics by extracting the subset of electrical characteristics from the basic data and / or by suppressing, eliminating or obscuring electrical characteristics that occur outside the frequency range of interest that is attributable to noise. . Assuming, for example, that the first feedback signal has a frequency of 4.6 kHz, the bandpass filter can be designed to isolate electrical characteristics in the 4.5 to 4.7 kHz range and to suppress electrical characteristics. at frequencies below 4.5 kHz and / or more than 4.7 kHz. In addition, by assuming that the second feedback signal has a frequency of 3.8 kHz, the bandpass filter can be designed to isolate a first subset of electrical characteristics in the 4.5 to 4.7 kHz range and a second subset of electrical characteristics in the 3.7 to 3.9 kHz range, while attenuating or suppressing electrical characteristics between 3.9 and 4.5 kHz, above 4.7 kHz and below 3.7 kHz to clear out noise band. Optionally, a finite pulse response embodiment with relatively few coefficients may be used to design the bandpass filter.

In another embodiment, a corresponding filter may be set to a frequency range of interest that includes the first frequency of the first evaluation signal and / or the second frequency of the second evaluation signal. The corresponding filter can be used instead of or in addition to the bandpass filter. Using the corresponding filter to isolate a subset of electrical characteristics that occur at the frequency of the first evaluation signal involves converting the basic electrical characteristics measured by the respective detection unit 91OA, 91OB (represented as the first waveform 2406) with a sine wave that has the same frequency as the first feedback signal supplied by the first application unit 908A. Directly converting the electrical characteristics measured with the sine wave that has the frequency of the first evaluation signal ensures a frequency match. Electrical characteristics at frequencies that do not correspond to the frequency of the first evaluation signal are suppressed or deleted. The filter coefficients of the corresponding filter are the pulse response of the pulse finite filter response. The filtering coefficients may come from a sine wave, which allows the storage of the coefficients to be made relatively compact. For example, it may be sufficient to store only coefficients that correspond to a quarter of a sine cycle. In one embodiment, between 64 and 128 coefficients are used to achieve a sufficient signal to noise ratio for the corresponding filter.

After filtering out the basic electrical characteristics, each isolated subset resulting from electrical characteristics has a narrow frequency range that includes the respective frequency of one of the evaluation signals input to the route by application units 908A, 908B. Grouping the subset of electrical characteristics yields the second waveform 2408, which more accurately represents the respective evaluation signal within the route than the first waveform 2406. Although a bandpass filter and a corresponding filter are described, other Filtering techniques can be used in other embodiments such as a low pass filter, a high pass filter, Goertzel, a direct demodulation or the like.

With continued reference to the flowchart of method 1800 shown in Figure 18, Figures 19 to 22 illustrate examples of electrical characteristics 1900, 2000, 2100, 2200 measured by detection units 910 shown in Figure 17. Electrical characteristics 1900, 2000 , 2100, 2200 are shown together with a horizontal geometric axis 1902 representative of vertical and time geometric axes 1904, 2004 representative of the magnitudes of the electrical characteristics 1900, 2000, 2100, 2200. The electrical characteristics 1900, 2000, 2100, 2200 have already been filtered to remove noise. Electrical characteristics 1900 may represent electrical characteristics of rail 614B (as shown in Figure 17) as measured by detection unit 910A (shown in Figure 17) based on input of the evaluation signal having the first frequency and input to rail 614A (shown in Figure 17) by application unit 908A (shown in Figure 17). Electrical characteristics 2000 may represent the electrical characteristics of rail 614B as measured by detection unit 910A based on input of the second frequency evaluation signal and input to rail 614B by application unit 908B (shown in Figure 17). Electrical characteristics 2100 may represent electrical characteristics of rail 614A as measured by detection unit 910B based on input of the evaluation signal having the second frequency and input to rail 614B by application unit 908B. Electrical characteristics 2200 may represent the electrical characteristics of rail 614A as measured by detection unit 910B based on input of the evaluation signal having the first frequency and input to rail 614A by application unit 908A.

[0262] One or more electrical characteristic indices 1900, 2000, 2100, 2200 measured by different detection units 910 based on different frequencies (or other different identifiers) may be determined and evaluated in order to differentiate between noise in electrical characteristics and representative electrical path characteristics over insulated junctions, damaged sections of route 904 (shown in Figure 17), leads on rails 614 of route 904, or the like.

In 1804 in the flowchart of method 1800 shown in Figure 18, a determination is made whether a change in electrical characteristics 1900, 2000, 2100, 2200 indicates an isolated break or junction in the route. This determination may be made by determining whether the change in electrical characteristics 1900, 2000, 2100, 2200 exceeds a designated threshold and / or a time period in which the change in electrical characteristics 1900, 2000, 2100, 2200 occurs. be within a designated time period. For example, electrical characteristics 1900, 2000, 2100, 2200 can be evaluated to determine if reductions in electrical characteristics 1900, 2000, 2100, 2200 exceed a designated drop threshold (for example, 50 dB, 40 dB, 30 dB, 10 %, 20%, 30%, or the like). The designated drop threshold may be a relative threshold that is relative to the magnitude of the waveform outside a respective waveform drop rather than based on a fixed number. For example, the designated drop threshold may be a 40 dB drop from the magnitude of the waveform before the drop, rather than setting the threshold as a fixed value of 120 dB. In the illustrated examples, all electrical characteristics 1900, 2000, 2100, 2200 decrease by more than the designated drop threshold by or about two seconds along the horizontal geometry axis 1902 and then increase by approximately frame seconds along the axis. horizontal geometrical 1902.

[0264] The falls in electrical characteristics 1900, 2000, 2100, 2200 and / or the periods of time over which falls run may be indices of electrical characteristics 1900, 2000, 2100, 2200 that are evaluated to determine if the route includes an interruption in conductivity (for example, route damage, an isolated route junction, or the like). Falls in electrical characteristics 1900, 2000, 2100, 2200 can be evaluated to determine periods of fall time 1906, 2006, 2106, 2206 in which falls in electrical characteristics 1900, 2000, 2100, 2200 occur. For example, time periods 1906, 2006, 2106, 2206 may be measured from a time when the electrical characteristics 1900, 2000, 2100, 2200 decrease by at least the designated drop threshold to a subsequent time when the electrical characteristics 1900, 2000, 2100, 2200 increase by at least the designated fall threshold. Optionally, a motion averaging window can be used to locate drops in electrical characteristics 1900, 2000, 2100, 2200. For example, the motion averaging window has a defined length of time, such as 150 milliseconds (ms). For each 150 ms time block, the electrical characteristics within the window are weighted to create a reference value. A reduction or first edge of a respective fall can be identified in response to a fall between the instantaneous value and the reference value that exceeds a designated threshold (for example, a magnitude or percentage). Similarly, an elevation or second fall edge is identified in response to an increase between the instantaneous value and the reference value that exceeds another designated threshold.

Fall time periods 1906, 2006, 2106, 2206 (which may be referred to herein as fall time periods) may be compared to one or more designated time periods 1908. In the illustrated embodiment, the fall periods fall time 1906, 2006, 2106, 2206 are compared to the same designated time period 1908 of approximately two seconds, but alternatively, fall time periods 1906, 2006, 2106, 2206 may be compared to time periods designated 1908 and / or a designated 1908 time period of more than two seconds. The designated time period 1908 may correspond to the length of the wheelbase system 1400, 1402 (shown in Figure 17), so that the designated time period 1908 may be longer for longer distances between the axes 1400, 1402 and shorter to shorter axle distances 1400, 1402. In one aspect, the designated time period 1908 may change based on the movement speed of the vehicle or vehicles on which the detection units 910 are arranged. For faster moving vehicles, the designated time period 1908 may decrease and for slower moving vehicles the designated time period 1908 may increase.

[0266] In one embodiment, if all electrical characteristics 1900, 2000, 2100, 2200 decrease by at least the fall threshold designated for time periods 1906, 2006, 2106, 2206 of no more than or no greater than the time period. designated time 1908, then the electrical characteristics 1900, 2000, 2100, 2200 may be indicative of a conductive interruption in the route, such as route damage, an isolated junction in the route, or the like. Optionally, if at least one designated threshold or percentage (for example, at least 75%, at least 50%, etc.) of the electrical characteristics 1900, 2000, 2100, 2200 decreases by at least the designated drop threshold for time periods. 1906, 2006, 2106, 2206 of no more than or no longer than the designated time period 1908, then the electrical characteristics 1900, 2000, 2100, 2200 may be indicative of a conductive interruption in the route such as route damage, isolated junction on route or similar. As a result, the flow of method 1800 may proceed toward 1806 for further evaluation of the electrical characteristics 1900, 2000, 2100, 2200.

But if the electrical characteristics 1900, 2000, 2100, 2200 (or at least one designated threshold of the electrical characteristics 1900, 2000, 2100, 2200) do not decrease by at least the designated drop threshold and / or within a given threshold. no longer than or no longer than the designated time period 1908, then the electrical characteristics 1900, 2000, 2100, 2200 may not be indicative of an interruption in route conductivity. As a result, the flow of the 1800 method may proceed toward 1808.

In 1808, a determination is made that the electrical characteristics 1900, 2000, 2100, 2200 are not representative of an interruption in the electrical conductivity of the route. For example, electrical characteristics 1900, 2000, 2100, 2200 may not indicate a disruption to the route, damage to the route, an isolated junction or segment on the route, or the like. The flow of the 1800 method can then end in or return to 1802 to obtain and evaluate additional electrical characteristics.

[0269] In 1806, electrical characteristics can be examined to ensure that the detection of break or isolated junction is not a false positive detection. Electrical characteristics can be further analyzed to verify that the detection of the interruption or isolated junction in 1804 is not indicative of any other condition, such as oil or other debris on the route, reduced conductivity between the vehicle wheels and the route, etc. This additional check on electrical characteristics can significantly reduce the number of times an isolated break or junction in a rail is incorrectly identified.

[0270] In one aspect, one or more feature vectors are determined based on the electrical characteristics 1900, 2000, 2100, 2200. Feature vectors may also be called indices of the electrical characteristics 1900, 2000, 2100, 2200. Feature vector for an electrical feature 1900, 2000, 2100, 2200 may include multiple measurements or calculations derived from the electrical feature 1900, 2000, 2100, 2200. In one embodiment, several feature vectors are calculated for each electrical feature 1900, 2000, 2100, 2200.

Resource vectors calculated for an electrical characteristic 1900, 2000, 2100, 2200 may include one or more statistical measures of the electrical characteristic. A statistical measurement may include an average or median value 1910, 2010, 2110, 2210 of electrical characteristic 1900, 2000, 2100, 2200 before decreasing in electrical characteristic 1900, 2000, 2100, 2200 by more than the designated drop threshold. Feature vectors may also include a statistical measurement, such as a standard deviation 1912, 2012, 2112, 2212 or other representative measurement of how much the electrical characteristic 1900, 2000, 2100, 2200 varies before decreasing in the electrical characteristic 1900, 2000, 2100. , 2200 more than the designated fall threshold.

[0272] The time period over which the average or median values 1910, 2010, 2110, 2210 are calculated for the electrical characteristics 1900, 2000, 2100, 2200 and / or standard deviations 1912, 2012, 2112, 2212 may include a time period that is as long as the fall time period 1906. Alternatively, these values may be calculated over longer or shorter time periods.

Resource vectors calculated for an electrical characteristic 1900, 2000, 2100, 2200 may include a statistical measurement, such as a mean or median value 1914, 2014, 2114, 2214 of electrical characteristic 1900, 2000, 2100, 2200 in fall time periods 1906, 2006, 2106, 2206. Resource vectors may also include a statistical measurement, such as a standard deviation 1916, 2016, 2116, 2216 or other representative measurement of how much of the electrical characteristic 1900, 2000, 2100. 2200 varies during the fall time periods 1906, 2006, 2106, 2206.

Resource vectors calculated for an electrical characteristic 1900, 2000, 2100, 2200 may include statistical measurement as an average or median value 1918, 2018, 2118, 2218 of electrical characteristic 1900, 2000, 2100, 2200 after the fall time periods 1906, 2006, 2106, 2206. Resource vectors may also include a statistical measurement, such as a standard deviation 1920, 2020, 2120, 2220, or other representative measurement of how much of the electrical characteristic 1900, 2000, 2100, 2200 varies after the fall time periods 1906, 2006, 2106, 2206.

The time period over which the mean or median values 1918, 2018, 2118, 2218 are calculated for the electrical characteristics 1900, 2000, 2100, 2200 and / or standard deviations 1920, 2020, 2120, 2220 may include a time period that is as long as the fall time period 1906. Alternatively, these values may be calculated over longer or shorter time periods.

[0276] Statistical measurements may include mean and / or median values as described herein, but may optionally include other statistical calculations of electrical characteristics. For example, medians, mean square root value, or the like can be calculated and included in resource vectors. Statistical measures that are calculated for electrical characteristics may be indices of electrical characteristics that are evaluated to determine whether electrical characteristics are representative of path through an interruption in route conductivity. These indices represent the feature vectors of electrical characteristics. In one embodiment, a combination of the principal or median value of an electrical characteristic before decreasing by more than the drop threshold and the standard deviation of the same electrical characteristic before decreasing by more than the drop threshold is a first feature vector of that electrical characteristic. This first feature vector may be called the pre-fall feature vector. A combination of the principal or median value of an electrical characteristic during the falling time period and the standard deviation of the same electrical characteristic during the falling time period is a second feature vector of that electrical characteristic. This second feature vector may be called the drop feature vector. A combination of the principal or median value of an electrical characteristic after increasing the fall time period and the standard deviation of the same electrical characteristic after increasing the fall time period is a third feature vector of that electrical characteristic. This third feature vector can be called the post fall feature vector. If four electrical characteristics are monitored (eg, voltages associated with input currents that have two different frequencies as detected by two different detection units), then there may be twelve resource vectors (for example, three resource vectors per electrical signal). . Alternatively, a different number of resource vectors may be determined or a single resource vector may be determined. Resource vectors for the electrical signals that are monitored can be called a set of resource vectors.

[0277] In one aspect, resource vector values can be multiplied by a constant value. The constant value can be based on the number of electrical characteristics that are monitored. For example, if four electrical characteristics are being monitored, then the resource vector values for all four electrical characteristics can be multiplied by four. Alternatively, the values of the resource vectors may be multiplied by another constant or may not be multiplied by a constant.

[0278] In 1810, the resource vector set is compared to one or more resource vector patterns. Patterns may represent different route conditions. A first feature pattern may include representative feature vectors of the route through an interruption in a route track. A second different feature pattern may include representative feature vectors of the route through an isolated junction in the route. A third different feature pattern may include representative path feature vectors through a lead that conductively couples the route tracks. A four different feature pattern can include representative route feature vectors through a cross-route traverse. One or more other patterns may be used.

[0279] The resource vector set can be compared to resource vector patterns to determine that, if any, the resource vector patterns that the resource vector set matches (or most closely matches one or more other standards). In this respect, linear discriminant analysis is used to compare the resource vector set to the patterns. Analysis can be used to reveal a linear combination of resource vectors that matches, or more closely matches, the resource vector set than one or more other linear combinations of resource vectors. Different linear combinations of resource vectors may be the different patterns of resource vectors. The linear combination that matches or most closely matches the set of resource vectors that one or more other linear combinations can be identified as a corresponding pattern of resource vectors.

[0280] In another aspect, a Gaussian mix model can be used to determine if the feature vector set matches a pattern associated with one or more route conditions. The Gaussian mix model can be used to calculate the probabilities that at least a subset of the resource vectors in the set correspond to some or all of the resource vectors associated with a pattern. Depending on the likelihood that the subset of the feature vectors in the set match some or all of the feature vectors of different patterns, a pattern may be selected to identify the condition of the route.

[0281] In another aspect, one or more sustain vector machines may be used to determine which pattern corresponds to or more closely matches the set of resource vectors than one or more (or all) other patterns. Support vector machine analysis may involve one or more processors (e.g., from identification unit 520 shown in Figure 5) which evaluates resource vectors that are previously associated with being representative or indicative of different route conditions. Support vector machine analysis builds different resource vector categories, with categories associated with different route conditions. Sustaining vector machine analysis then evaluates the feature vector set to determine which of these categories the feature vector set most closely matches to other categories. The condition of the route can then be identified based on this category.

[0282] Optionally, another technique can be used to determine if the resource vector set matches or closely matches the resource vector pattern.

Figure 23 illustrates examples of feature vectors 2300, 2302, 2304, 2306 included in different patterns representative of different route conditions. The defaults include different values for the feature vectors 2300, 2302, 2304, 2306 associated with the different electrical characteristics that are measured. Feature vectors 2300, 2302, 2304, 2306 (for example, major and standard deviations) are shown along a horizontal geometry axis 2308 and a vertical geometry axis 2310. The horizontal geometry axis 2308 represents the different electrical characteristics and the axis. Vertical geometric 2310 represents the values of the feature vectors included in the different patterns 2300, 2302, 2304, 2306.

[0284] Resource vectors 2300, 2302, 2304, 2306 are shown in columns associated with different electrical characteristics and different time periods. Along horizontal geometric axis 2308, feature vectors 2300, 2302, 2304, 2306 above “Ch11 (BRK)” represent feature vectors 2300, 2302, 2304, 2306 (for example, the main and standard deviations) calculated during The fall time period for electrical characteristics measured by the first 910A detection unit based on the signal input to the rail with the first frequency. Resource vectors 2300, 2302, 2304, 2306 above “Ch11 (Pre)” represent resource vectors 2300, 2302, 2304, 2306 (for example, major and standard deviations) calculated for the time before the time period. drop to electrical characteristics measured by the first 910A detection unit based on the signal input to the rail at the first frequency. Resource vectors 2300, 2302, 2304, 2306 above “Ch11 (Post)” represent resource vectors 2300, 2302, 2304, 2306 (for example, major and standard deviations) calculated for time after time period. drop to electrical characteristics measured by the first 910A detection unit based on the signal input to the rail at the first frequency.

[0285] Resource vectors 2300, 2302, 2304, 2306 above “Ch22 (BRK)” represent resource vectors 2300, 2302, 2304, 2306 (for example, the main and standard deviations) calculated over the time period of drop to electrical characteristics measured by the second 910B detection unit based on the signal input to the rail with the second frequency. Resource vectors 2300, 2302, 2304, 2306 above “Ch22 (Pre)” represent resource vectors 2300, 2302, 2304, 2306 (for example, major and standard deviations) calculated for the time before the time period. drop to electrical characteristics measured by the second 910B detection unit based on the signal input to the rail with the second frequency. Resource vectors 2300, 2302, 2304, 2306 above “Ch22 (Post)” represent resource vectors 2300, 2302, 2304, 2306 (for example, major and standard deviations) calculated for time after time period. drop to electrical characteristics measured by the second detection unit 91OB based on the signal input to the rail with the second frequency.

[0286] Resource vectors 2300, 2302, 2304, 2306 above "Ch12 (BRK)" represent resource vectors 2300, 2302, 2304, 2306 (for example, major and standard deviations) calculated over the time period of drop to electrical characteristics measured by the first 910A detection unit based on the signal input to the rail with the second frequency. Resource vectors 2300, 2302, 2304, 2306 above “Ch12 (Pre)” represent resource vectors 2300, 2302, 2304, 2306 (for example, major and standard deviations) calculated for the time before the time period. drop to electrical characteristics measured by the first 910A detection unit based on the signal input to the rail with the second frequency. Resource vectors 2300, 2302, 2304, 2306 above “Ch12 (Post)” represent resource vectors 2300, 2302, 2304, 2306 (for example, major and standard deviations) calculated for time after time period. drop to electrical characteristics measured by the first 910A detection unit based on the signal input to the rail with the second frequency.

[0287] Resource vectors 2300, 2302, 2304, 2306 above “Ch21 (BRK)” represent resource vectors 2300, 2302, 2304, 2306 (for example, major and standard deviations) calculated over the time period of drop to electrical characteristics measured by the second 910B detection unit based on the signal input to the rail with the first frequency. Resource vectors 2300, 2302, 2304, 2306 above “Ch21 (Pre)” represent resource vectors 2300, 2302, 2304, 2306 (for example, major and standard deviations) calculated for the time before the time period. drop to electrical characteristics measured by the second 91OB detection unit based on the signal input to the rail at the first frequency. Resource vectors 2300, 2302, 2304, 2306 above “Ch21 (Post)” represent resource vectors 2300, 2302, 2304, 2306 (for example, major and standard deviations) calculated for time after time period. drop to electrical characteristics measured by the second 910B detection unit based on the signal input to the rail with the first frequency.

Feature vectors 2300 for each of the different time periods and electrical characteristics represent a first indicative pattern of travel through an interruption in a route track. For example, the principal and standard deviation values for resource vectors 2300 above Ch11 (BRK), Ch11 (Pre), Ch11 (Post), Ch22 (BRK), Ch22 (Pre), Ch22 (Post), Ch12 ( BRK), Ch12 (Pre), Ch12 (Post), Ch21 (BRK), Ch21 (Pre) and Ch22 (Post) are included in the first pattern.

Feature vectors 2302 for each of the different time periods and electrical characteristics represent a second indicative pattern of travel through an isolated junction on a route track. For example, the principal and standard deviation values for resource vectors 2302 above Ch11 (BRK), Ch11 (Pre), Ch11 (Post), Ch22 (BRK), Ch22 (Pre), Ch22 (Post), Ch12 ( BRK), Ch12 (Pre), Ch12 (Post), Ch21 (BRK), Ch21 (Pre) and Ch22 (Post) are included in the second pattern.

[0290] Feature vectors 2304 for each of the different time periods and electrical characteristics represent a third indicative pattern of travel through a route-to-route bypass. For example, the principal and standard deviation values for resource vectors 2304 above Ch11 (BRK), Ch11 (Pre), Ch11 (Post), Ch22 (BRK), Ch22 (Pre), Ch22 (Post), Ch12 ( BRK), Ch12 (Pre), Ch12 (Post), Ch21 (BRK), Ch21 (Pre) and Ch22 (Post) are included in the third pattern.

Resource vectors 2306 for each of the different time periods and electrical characteristics represent a fourth indicative pattern of travel through a traverse route. For example, the principal and standard deviation values for resource vectors 2306 above Ch11 (BRK), Ch11 (Pre), Ch11 (Post), Ch22 (BRK), Ch22 (Pre), Ch22 (Post), Ch12 ( BRK), Ch12 (Pre), Ch12 (Post), Ch21 (BRK), Ch21 (Pre) and Ch22 (Post) are included in the standard room.

Returning to the description of the method 1800 flowchart shown in Figure 18 in 1812, a determination is made as to whether the set of resource vectors calculated for the electrical characteristics that are monitored for a vehicle that corresponds to the resource vectors of a standard. If the resource vector values in the set match or fall within a designated range of the resource vectors of a pattern, then the resource vector set matches the pattern. In one embodiment, a degree of correspondence between the resource vector set and the resource vectors of a pattern is calculated. The closest the resource vector values in the set are the resource vector values in the pattern, the greater the degree of match value. Matching can be compared to one or more thresholds, such as 70%, 80%, 90%, or the like.

[0293] In one embodiment, the patterns to which resource vectors are compared represent a break in the track of a route or an isolated junction. If the degree of matching exceeds the threshold, then the resource vector set can be identified as matching the pattern. As a result, the feature vector set may indicate that the route includes a break in a track or an isolated junction, and the method 1800 flow may proceed toward 1814. Otherwise, the feature vector set may not indicate the interruption or isolated junction. As a result, the flow of method 1800 may proceed toward 1816.

[0294] In 1814, an isolated break or junction in the route is identified. The interrupt or isolated junction can be identified based on whether a pattern has been matched or matched most closely by the resource vector set. In response to the identified interrupt or junction that is identified, one or more responsive actions may be implemented. For example, in response to an interruption that is detected, the systems and methods described herein may automatically communicate one or more signals to schedule inspection or repair of the route, to reduce or disrupt vehicle movement or the like. In response to the isolated junction that is identified, the systems and methods described herein may attempt to identify a vehicle location along the route where the route is being traveled by the vehicle or the like. The flow of the 1800 method can then either end in or return to 1802 to obtain and evaluate additional electrical characteristics.

[0295] In 1816, an isolated break or junction in the route is not identified. For example, the resource vector set may not match the patterns associated with an interrupt or isolated join. The feature vector set can be representative of noise or other condition on the route besides the break or isolated junction. The flow of the 1800 method can then either end in or return to 1802 to obtain and evaluate additional electrical characteristics.

In one embodiment, a method (for example, to evaluate a route) includes introducing a first electrical evaluation signal into a conductive route aboard a vehicle system traveling along the route that detects a first feature. route based on the first electrical evaluation signal, and detects a break in the conductivity of the route responsive to the first electrical characteristic that decreases by more than a designated fall threshold for a period of time within a designated fall time period .

[0297] In one aspect, the interruption that is detected includes an interruption in a conductive route track or an isolated junction in the route.

In one aspect, detecting interruption includes detecting an opening in a circuit formed by wheels and axles of the vehicle system and conductive track segments of the route extending between the wheels of the vehicle system.

[0299] In one aspect, introducing the first feedback electric signal on the route includes introducing the first feedback electric signal that has one or more of a first frequency or a first unique identifier on the route. The method may also include introducing a second electrical feedback signal that has one or more of a different second frequency or a different second unique identifier in the route.

[0300] In one aspect, the first electrical feedback signal is fed into a first conductive rail of the route and the second electrical feedback signal is fed into a second conductive rail of the route.

[0301] In one aspect, the first electrical feature of the route includes a first voltage of the first electrical evaluation signal as measured along the first conductive rail by a first detection unit of a route evaluation system on board the vehicle system. . The method may also include detecting a second voltage of the first rating electrical signal as measured along the first conductive rail by the first detection unit as a second electrical characteristic of the route, detecting a third voltage of the second rating electrical signal as measured along of the second conductive rail by a second route evaluation system detection unit as a third electrical route characteristic, detecting a fourth voltage of the second electrical evaluation signal as measured along the second conductive rail by the second detection unit as a fourth electrical characteristic of the route.

[0302] In one aspect, the method also includes determining resource vectors representative of different values of each of the first, second, third and fourth electrical characteristics, and comparing resource vectors to one or more vector patterns. associated with conditions other than the route, at least one of the resource vector patterns associated with the interruption in route conductivity. Interruption in route conductivity may be detected in response to the first electrical characteristic that decreases by more than the designated drop threshold for the time period within the designated drop time period and in response to the most correspondingly matching resource vectors. close to at least one feature vector pattern associated with the interruption in route conductivity.

[0303] In one aspect, resource vectors are determined for each of the first, second, third, and fourth electrical characteristics. Resource vectors may include, for each of the first, second, third and fourth electrical characteristics: a first half and a first standard deviation of values of the respective first, second, third and fourth electrical characteristics prior to their respective first, second, third and fourth electrical characteristics that decrease by more than the designated fall threshold for the time period that is within the designated fall time period; a second half and a second standard deviation of values of the respective first, second, third and fourth electrical characteristics after the respective first, second, third and fourth electrical characteristics decrease by more than the designated drop threshold and before the respective first, second and second electrical characteristics. , third and fourth electrical characteristics increase by at least the designated drop threshold; and a third means and a third standard deviation of values of the respective first, second, third and fourth electrical characteristics after the respective first, second, third and fourth electrical characteristics increase by at least the designated drop threshold.

In another embodiment, a system (e.g., a route evaluation system) includes a first application unit configured to input a first electrical evaluation signal on a conductive route aboard a vehicle system traveling the along the route, a first detection unit configured to detect a first electrical characteristic of the route based on the first evaluation electrical signal, and one or more processors configured to detect an interruption in route conductivity in response to the first electrical characteristic that decreases by more than a designated fall threshold for a time period within a designated fall time period.

[0305] In one aspect, the interruption that is detected by one or more processors includes an interruption in a conductive route track or an isolated junction in the route.

In one aspect, one or more processors are configured to detect interruption by detecting an opening in a circuit formed by vehicle system wheels and axles and conductive route segments extending between the wheels of the vehicle. vehicle system.

[0307] In one aspect, the first application unit is configured to input the first electrical feedback signal to the route by inputting the first electrical feedback signal that has one or more of a first frequency or a first unique identifier on the route. The system may also include a second application unit configured to input a second electrical feedback signal that has one or more of a different second frequency or a different second unique identifier in the route.

[0308] In one aspect, the first application unit is configured to input the first electrical feedback signal into a first conductive rail of the route and the second application unit is configured to input the second electrical feedback signal into a second conductive rail. of the route.

[0309] In one aspect, the first detection unit is configured to measure the first electrical characteristic of the route as a first voltage of the first electrical evaluation signal measured along the first conductive rail. The first detection unit may be configured to measure a second voltage of the first electrical evaluation signal along the first conductive rail by the first detection unit as a second electrical characteristic of the route. The system may also include a second sensing unit configured to measure a third voltage of the second electrical evaluation signal along the second conductive rail as a third electrical characteristic of the route. The second sensing unit may also be configured to measure a fourth voltage of the second electrical evaluation signal along the second conductive rail as a fourth electrical characteristic of the route.

[0310] In one aspect, one or more processors are configured to determine resource vectors representative of different values from each of the first, second, third and fourth electrical characteristics, and to compare resource vectors to a or more resource vector patterns associated with conditions other than the route, at least one of the resource vector patterns associated with the interruption in route conductivity. One or more processors may be configured to detect interruption in route conductivity in response to the first electrical characteristic that decreases by more than the designated drop threshold for the time period within the designated drop time period and in response to the vectors. that correspond more closely to at least one resource vector pattern associated with the interruption in route conductivity.

[0311] In one aspect, one or more processors are configured to determine resource vectors for each of the first, second, third, and fourth electrical characteristics by including: a first half and a first standard deviation of power values. respective first, second, third and fourth electrical characteristics before the respective first, second, third and fourth electrical characteristics decrease by more than the designated fall threshold for the time period that is within the designated fall time period; a second half and a second standard deviation of values of the respective first, second, third and fourth electrical characteristics after the respective first, second, third and fourth electrical characteristics decrease by more than the designated drop threshold and before the respective first, second and second electrical characteristics. , third and fourth electrical characteristics increase by at least the designated drop threshold; and a third means and a third standard deviation of values of the respective first, second, third and fourth electrical characteristics after the respective first, second, third and fourth electrical characteristics increase by at least the designated drop threshold.

[0312] In another embodiment, a system (e.g., a route evaluation system) includes the first and second application units, the first and second detection units, and one or more processors. The first application unit is configured to be arranged aboard a vehicle moving along a route that has several conductive tracks. The first application unit is configured to introduce a first electrical feedback signal that has one or more of a first frequency or a first unique identifier on a first rail of the various conductive rails. The second application unit is configured to be arranged onboard the vehicle and to input a second rating electrical signal that has one or more of a different second frequency or a different second unique identifier on a second track of the various conductive tracks. The first detection unit is configured to be arranged onboard the vehicle and to measure a first electrical characteristic of the first rail based on the first electrical rating signal and to measure a second electrical characteristic of the first rail based on the second electrical rating signal . The second detection unit is configured to be arranged onboard the vehicle and to measure a third electrical characteristic of the second rail based on the first electrical rating signal and to measure a fourth electrical characteristic of the second rail based on the second electrical rating signal . One or more processors are configured to detect an interruption in the conductivity of one or more of the first or second route path in response to one or more of the first electrical characteristic, the second electrical characteristic, the third electrical characteristic or the fourth. electrical characteristic that decreases by more than one designated fall threshold during a time period that is within a designated fall time period.

[0313] In one aspect, one or more processors are configured to detect interruption by detecting an opening in a circuit formed by wheels and axles of the vehicle system and segments of the first and second rails of the route extending between the wheels of the vehicle system.

[0314] In one aspect, one or more processors are configured to determine representative resource vectors of different values from each of the first, second, third, and fourth electrical characteristics, and to compare resource vectors to a or more resource vector patterns associated with conditions other than the route, at least one of the resource vector patterns associated with the interruption in route conductivity. One or more processors may be configured to detect conductivity interruption of one or more of the first rail or the second rail in response to the first electrical characteristic that decreases by more than the drop threshold designated for the time period within the period. of designated drop time and in response to resource vectors that more closely match at least one resource vector pattern associated with the conductivity interruption of one or more of the first or second rail.

[0315] In one aspect, one or more processors are configured to determine resource vectors for each of the first, second, third, and fourth electrical characteristics. Resource vectors may include, for each of the first, second, third and fourth electrical characteristics: a first half and a first standard deviation of values of the respective first, second, third and fourth electrical characteristics prior to their respective first, second, third and fourth electrical characteristics that decrease by more than the designated fall threshold for the time period that is within the designated fall time period; a second half and a second standard deviation of values of the respective first, second, third and fourth electrical characteristics after the respective first, second, third and fourth electrical characteristics decrease by more than the designated drop threshold and before the respective first, second and second electrical characteristics. , third and fourth electrical characteristics increase by at least the designated drop threshold; and a third means and a third standard deviation of values of the respective first, second, third and fourth electrical characteristics after the respective first, second, third and fourth electrical characteristics increase by at least the designated drop threshold.

[0316] In one embodiment, a method (for example, to evaluate a route) includes introducing a first electrical evaluation signal on a conductive route aboard a vehicle system traveling along the route, detecting a first electrical characteristic. of the route based on the first electrical evaluation signal, apply a filter to the first electrical characteristic to isolate a subset of the first electrical characteristic that occurs within a first frequency range of interest and detect an interruption in route conductivity in response to the first subset of the first. electrical characteristic that decreases by more than one designated fall threshold during a time period within a designated fall time period.

[0317] In one aspect, the interruption that is detected includes an interruption in a conductive route track or an isolated junction in the route.

[0318] In one aspect, detecting the interruption includes detecting an opening in a circuit formed by vehicle system wheels and axles and conductive track segment segments extending between the vehicle system wheels.

[0319] In one aspect, the first electrical feedback signal that is input to the conductive route has a first frequency. The filter is tuned to isolate the subset of the first evaluation characteristic that occurs in the first frequency range of interest that includes the first frequency.

[0320] In one aspect, applying the filter to the first electrical characteristic of the route includes applying at least one of a bandpass filter or a filter corresponding to the first electrical characteristic.

[0321] In one aspect, applying the filter to the first electrical characteristic to isolate the subset of the first electrical characteristic that occurs in the first frequency range of interest includes suppressing the first electrical characteristic that occurs at frequencies outside the first attributable frequency range of interest. to noise along the route.

In one aspect, introducing the first electrical feedback signal on the route includes introducing the first electrical feedback signal that has one or more of a first frequency or a first unique identifier on a first conductive track of the route. The method also includes introducing a second electrical feedback signal that has a different second frequency and / or a different second unique identifier on a second conductive route track.

[0323] In one aspect, the first electrical feature of the route is measured along the first conductive rail by a first detection unit of a route evaluation system on board the vehicle system. The method further includes detecting a second electrical characteristic of the route based on the second evaluation electrical signal as measured along the first conductive rail by the first detection unit and applying a filter to the second electrical characteristic to isolate a subset of the second occurring electrical characteristic. in a second frequency range of interest; detecting a third electrical route characteristic based on the first electrical evaluation signal as measured along the second conductive rail by a second route evaluation system detection unit and applying a filter to the third electrical characteristic to isolate a subset of the third characteristic that occurs in the first frequency range of interest; and detecting a fourth electrical characteristic of the route based on the second evaluation electrical signal as measured along the second conductive rail by the second detection unit, and applying a filter to the fourth electrical characteristic to isolate a subset of the fourth electrical characteristic occurring in the second. frequency range of interest.

In one aspect, the method further includes determining resource vectors representative of different values of each of the subsets of the first, second, third and fourth electrical characteristics and comparing the resource vectors to one or more vector patterns. associated with different route conditions. At least one of the feature vector patterns is associated with disruption in route conductivity. Interruption in route conductivity is detected in response to the subset of the first electrical characteristic that decreases by more than the designated drop threshold for the time period within the designated drop time period and in response to the correspondingly matching resource vectors. closest to at least one feature vector pattern associated with the interruption in route conductivity.

[0325] In one aspect, resource vectors are determined for each of the subsets of the first, second, third, and fourth electrical characteristics. Resource vectors include, for each subset, the first statistical measurement of values of the respective subset before the respective subset that decreases by which the designated fall threshold for the time period that is within the designated fall time period; a second statistical measurement of values of the respective subset after the respective subset decreases by more than the designated fall threshold and before the respective subset increases by at least the designated fall threshold; and a third statistical measurement of values of the respective subset after the respective subset increases by at least the designated drop threshold.

In another embodiment, a system (e.g., a route evaluation system) includes a first application unit configured to input a first electrical evaluation signal on a conductive route aboard a vehicle system traveling at Along the route, a first sensing unit configured to detect a first electrical characteristic of the route based on the first electrical evaluation signal and one or more processors configured to apply a filter to the first electrical characteristic to isolate a subset of the first occurring electrical characteristic. in a first frequency range of interest. One or more processors are further configured to detect an interruption in route conductivity in response to the subset of the first electrical characteristic that decreases by more than one designated drop threshold over a period of time within a designated drop time period.

In one aspect, one or more processors are configured to detect interruption by detecting an opening in a circuit formed by vehicle system wheels and axles and conductive track segments extending between the wheels of the vehicle. vehicle system.

[0328] In one aspect, the first electrical feedback signal has a first frequency. One or more processors are configured to apply the tuned filter so that the first frequency range of interest includes the first frequency.

In one aspect, the filter applied to the first electrical characteristic by one or more processors is a bandpass filter and / or a corresponding filter.

[0330] In one aspect, the first application unit is configured to input the first electrical feedback signal into the route by introducing the first electrical feedback signal that has a first frequency into a first conductive route track. The system further includes a second application unit configured to input a second electrical feedback signal that has a different second frequency on a second conductive route track.

[0331] In one aspect, the first detection unit is configured to measure the first electrical characteristic of the route along the first conductive rail. The first sensing unit is configured to measure a second electrical route characteristic along the first conductive rail based on the second electrical evaluation signal introduced by the second application unit on the second conductive route rail. The system further includes a second sensing unit configured to measure a third electrical route characteristic along the second conductive rail based on the first electrical evaluation signal. The second sensing unit is also configured to measure a fourth electrical route characteristic along the second conductive rail based on the second electrical evaluation signal. One or more processors are configured to apply a filter to the second electrical characteristic to isolate a subset of the second electrical characteristic that occurs at the second frequency of the second evaluation electrical signal. One or more processors are configured to apply a filter to the third electrical characteristic to isolate a subset of the third electrical characteristic that occurs at the first frequency of the first evaluation electrical signal. One or more processors are configured to apply a filter to the fourth electrical characteristic to isolate a subset of the fourth electrical characteristic that occurs at the second frequency of the second evaluation electrical signal.

[0332] In one aspect, one or more processors are configured to determine resource vectors representative of different values of each of the first, second, third and fourth electrical characteristic subsets and to compare resource vectors to a or more resource vector patterns associated with different route conditions. At least one of the feature vector patterns is associated with disruption in route conductivity. One or more processors are configured to detect interruption in route conductivity in response to the subset of the first electrical characteristic that decreases by more than the designated fall threshold for the time period within the designated fall time period and in response to feature vectors that more closely match at least one feature vector pattern associated with the interruption in route conductivity.

In one aspect, one or more processors are configured to determine resource vectors for each of the subsets of the first, second, third and fourth electrical characteristics. Resource vectors include the first statistical measurement of values of the respective subset before the respective subset that decreases at which designated fall threshold for the time period that is within the designated fall time period; a second statistical measurement of values of the respective subset after the respective subset decreases by more than the designated fall threshold and before the respective subset increases by at least the designated fall threshold; and a third statistical measurement of values of the respective subset after the respective subset increases by at least the designated drop threshold.

[0334] In another embodiment, a system (e.g., a route evaluation system) includes a first application unit, a second application unit, a first detection unit, a second detection unit, and one or more processors. The first application unit is configured to be arranged aboard a vehicle moving along a route that has several conductive tracks. The first application unit is configured to introduce a first electrical feedback signal that has a first frequency on a first rail of the various conductive rails. The second application unit is configured to be arranged onboard the vehicle and to input a second electrical feedback signal that has a different second frequency on a second track of the various conductive tracks. The first detection unit is configured to be arranged onboard the vehicle and to measure a first electrical characteristic of the first rail based on the first electrical rating signal and to measure a second electrical characteristic of the first rail based on the second electrical rating signal . The second detection unit is configured to be arranged onboard the vehicle and to measure a third electrical characteristic of the second rail based on the first electrical rating signal and to measure a fourth electrical characteristic of the second rail based on the second electrical rating signal . One or more processors are configured to apply a filter to the first and third electrical characteristics to isolate their subsets of the first and third electrical characteristics that occur at the first frequency, to apply a filter to the second and fourth electrical characteristics to isolate their subsets of of the second and fourth electrical characteristics occurring at the second frequency, and detecting an interruption in the conductivity of the first and / or second path of the route in response to one or more of the subsets of the first, second, third and fourth characteristics. that decrease by more than one designated fall threshold during a time period that is within a designated fall time period.

[0335] In one aspect, one or more processors are configured to determine resource vectors representative of different values of each of the first, second, third and fourth electrical characteristic subsets and to compare resource vectors to a or more resource vector patterns associated with different route conditions. At least one of the feature vector patterns is associated with disruption in route conductivity. One or more processors are configured to detect interruption in the conductivity of the first rail and / or the second rail in response to the subset of the first electrical characteristic that decreases by more than the drop threshold designated for the time period within the time period. drop rate and in response to the feature vectors that more closely matches at least one feature vector pattern associated with the conductivity interruption of one or more of the first or second tracks.

[0336] It should be understood that the above description is intended to be illustrative and not restrictive. For example, the embodiments (and / or aspects thereof) described above may be used in combination with each other. In addition, various modifications may be made to adapt a specific situation or material to the teachings of the invention without departing from its scope. While the dimensions and types of materials described herein are intended to define the parameters of the inventive material, they are by no means limiting and are exemplary embodiments. Many other accomplishments will be apparent to those of ordinary skill in the art upon review of the above description. The scope of the inventive material should therefore be determined with reference to the appended claims, together with the entire scope of equivalents to which such claims are entitled. In the appended claims, the terms "including" and "in which" are used as simple language equivalents of the respective terms "comprising" and "where". Further, in the following claims, the terms "first", "second", "third", etc. they are used merely as identifications, and are not intended to impose numerical requirements on their objects. In addition, the limitations of the following claims are not written in a half-plus-function format and are not intended to be construed under the terms of Title 35, paragraph 112 (f), sixth paragraph, of the United States Code of America, unless and until such limitations of claims expressly use the term "means for" followed by a statement of function free of any additional structures.

[0337] This written description uses examples to reveal various realizations of inventive matter and also to enable a person of ordinary skill in the art to practice the realizations of inventive matter, which includes making and using any devices or systems and performing any embodied methods. The patentable scope of inventive matter may include other examples that occur to persons of ordinary skill in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differentiate them from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal language of the claims.

[0338] The above description of certain embodiments of the inventive material will be better understood when read in conjunction with the accompanying drawings. To the extent that the Figures illustrate the function block diagrams of various embodiments, the function blocks are not necessarily indicative of the division between the hardware circuitry. Thus, for example, one or more of the function blocks (for example, processors or memories) can be deployed on a single piece of hardware (for example, a general purpose signal processor, microcontroller, random access memory, hard disk). and the like). Similarly, programs may be standalone programs, may be incorporated as subroutines in an operating system, may be functions in an installed software package, and the like. The various embodiments are not limited to the arrangements and instrumentalities shown in the drawings.

[0339] As used herein, an element or step referenced in the singular and proceeding from the word "one" should not be construed as an exclusion of plural elements or steps, unless explicitly stated. . Furthermore, references to "one embodiment" or "one (1) embodiment" of the inventive material are not intended to be construed as excluding the existence of additional embodiments that also incorporate the foregoing features. In addition, unless explicitly stated otherwise, embodiments "comprising", "including", or "having" one element or a plurality of elements having a particular property may include additional elements such as elements that do not have such a feature. property.

Since certain changes may be made to the above-mentioned systems and methods without departing from the spirit and scope of the inventive matter involved herein, it is intended that all inventive materials described above or shown in the accompanying drawings should be interpreted. merely as examples illustrating the inventive concept of the present document and should not be construed as limiting the inventive matter.

Claims

Claims (20)

1. METHOD, characterized in that it comprises: introducing a first electrical feedback signal to a conductive route on board a vehicle system traveling along the route; detect a first electrical characteristic of the route based on the first electrical evaluation signal; apply a filter to the first electrical characteristic to isolate a subset of the first electrical characteristic that occurs within a first frequency range of interest; and detecting an interruption in route conductivity in response to the subset of the first electrical characteristic that decreases by more than one designated drop threshold over a time period within a designated drop time period. Method according to claim 1, characterized in that the interruption that is detected includes an interruption in a conductive route track or an isolated junction in the route. Method according to claim 1, characterized in that detecting interruption includes detecting an opening in a circuit formed by wheels and axles of the vehicle system and conductive track segments of the route extending between the wheels of the system. by vehicle. Method according to claim 1, characterized in that the first electrical feedback signal that is input to the conductive route has a first frequency, whereby the filter is set to isolate the subset of the first feedback characteristic that occurs. in the first frequency range of interest that includes the first frequency. Method according to claim 1, characterized in that applying the filter to the first electrical characteristic of the route includes applying at least one of a bandpass filter or a filter corresponding to the first electrical characteristic. Method according to claim 1, characterized in that applying the filter to the first electrical characteristic to isolate the subset of the first electrical characteristic that occurs in the first frequency range of interest includes suppressing the first electrical characteristic that occurs at frequencies. outside the first frequency range of interest attributable to noise along the route. Method according to claim 1, characterized in that introducing the first evaluation electrical signal to the route includes introducing the first evaluation electrical signal that has one or more of a first frequency or a first unique identifier in a first conductive route track, and further comprising introducing a second electrical evaluation signal having one or more of a different second frequency or a different second unique identifier on a second conductive route track. Method according to claim 7, characterized in that the first electrical characteristic of the route is measured along the first conductive rail by a first detection unit of a route evaluation system on board the vehicle system; and further comprising: detecting a second electrical route characteristic based on the second electrical evaluation signal as measured along the first conductive rail by the first detection unit and applying a filter to the second electrical characteristic to isolate a subset of the second electrical characteristic that occurs in a second frequency range of interest; detecting a third electrical route characteristic based on the first electrical evaluation signal as measured along the second conductive rail by a second route evaluation system detection unit and applying a filter to the third electrical characteristic to isolate a subset of the third characteristic that occurs in the first frequency range of interest; and detecting a fourth electrical characteristic of the route based on the second evaluation electrical signal as measured along the second conductive rail by the second detection unit and applying a filter to the fourth electrical characteristic to isolate a subset of the fourth electrical characteristic occurring in the second range. frequency of interest. A method according to claim 8, further comprising: determining resource vectors representative of different values of each of the first, second, third and fourth electrical characteristics subsets; and comparing resource vectors to one or more resource vector patterns associated with conditions other than the route, at least one of the resource vector patterns associated with the interruption in route conductivity, where the interruption in route conductivity is detected in response to the subset of the first electrical characteristic that decreases by more than the designated fall threshold for the time period within the designated fall time period and in response to resource vectors that more closely match at least one resource vectors associated with disruption in route conductivity. Method according to claim 9, characterized in that the feature vectors are determined for each of the subsets of the first, second, third and fourth electrical characteristics, wherein the feature vectors include, for each subset: a first statistical measurement of values of the respective subset before its subset that decreases by more than the designated fall threshold for the time period that is within the designated fall time period, a second statistical measurement of the subset after its subset decreases by more than the designated fall threshold and before its subset rises at least until the designated fall threshold, and a third statistical measurement of values of the respective subset after its subset increases at least until the designated fall threshold. 11. SYSTEM, characterized in that it comprises: a first application unit configured to input a first electrical feedback signal to a conductive route on board a vehicle system traveling along the route; a first detection unit configured to detect a first electrical characteristic of the route based on the first electrical evaluation signal; one or more processors configured to apply a filter to the first electrical characteristic to isolate a subset of the first electrical characteristic that occurs within a first frequency range of interest, wherein one or more processors are additionally configured to detect an interruption in route conductivity in response to the subset of the first electrical characteristic that decreases by more than one designated fall threshold over a period of time within a designated fall time period. A system according to claim 11, characterized in that the one or more processors are configured to detect interruption by detecting an opening in a circuit formed by vehicle system wheels and axles and conductive track segments. of the route extending between the wheels of the vehicle system. A system according to claim 11, characterized in that the first evaluation electrical signal has a first frequency, wherein one or more processors are configured to apply the regulated filter so that the first frequency range of interest includes the first frequency. A system according to claim 11, characterized in that the filter applied to the first electrical characteristic by one or more processors is at least one of a bandpass filter or a corresponding filter. A system according to claim 11, characterized in that the first application unit is configured to introduce the first electrical feedback signal to the route by introducing the first electrical feedback signal having a first frequency into a first conductive route track, and further comprising a second application unit configured to input a second electrical evaluation signal having a different second frequency on a second conductive route track. A system according to claim 15, characterized in that the first sensing unit is configured to measure the first electrical characteristic of the route along the first conductive rail, and wherein the first sensing unit is configured to measure a second electrical route characteristic along the first conductive rail based on the second electrical evaluation signal introduced by the second application unit on the second conductive route rail, and further comprising: a second detection unit configured to measure a third electrical characteristic the route along the second conductive rail based on the first electrical feedback signal, wherein the second sensing unit is also configured to measure a fourth electrical characteristic of the route along the second conductive rail based on the second electrical feedback signal, where one or more processors are configured to to apply a filter to the second electrical characteristic to isolate a subset of the second electrical characteristic occurring at the second frequency of the second evaluation electrical signal, wherein one or more processors are configured to apply a filter to the third electrical characteristic to isolate a subset of the third electrical characteristic occurring at the first frequency of the first evaluation electrical signal, and wherein one or more processors are configured to apply a filter to the fourth electrical characteristic to isolate a subset of the fourth electrical characteristic occurring at the second frequency of the second electrical signal. of evaluation. A system according to claim 16, characterized in that the one or more processors are configured to determine resource vectors representative of different values of each of the first, second, third and fourth electrical subsets. , and to compare resource vectors to one or more resource vector patterns associated with different route conditions, at least one of the resource vector patterns associated with disruption in route conductivity, in which one or more processors are configured. to detect interruption in route conductivity in response to the subset of the first electrical characteristic that decreases by more than the designated drop threshold for the time period within the designated drop time period and in response to the resource vectors corresponding to closest to at least one resource vector pattern associated with conductivity interruption of the route. System according to Claim 17, characterized in that the one or more processors are configured to determine the resource vectors for each of the subsets of the first, second, third and fourth electrical characteristics by including: a first statistical measurement of values of its subset before its subset that decreases by more than the designated fall threshold for the time period that is within the designated fall time period, a second statistical measurement of values of its subset after its subset decreases by more than the designated fall threshold and before its subset rises at least until the designated fall threshold, and a third statistical measurement of its subset values after its subset rises at least until the fall threshold designated. 19. SYSTEM, characterized in that it comprises: a first application unit configured to be arranged aboard a vehicle traveling along a route having several conductive tracks, wherein the first application unit is configured to introduce a first electrical feedback signal having a first frequency on a first rail of the various conductive rails; a second application unit configured to be arranged on board the vehicle and to input a second electrical feedback signal having a different second frequency on a second track of the various conductive tracks; a first detection unit configured to be arranged onboard the vehicle and for measuring a first electrical characteristic of the first rail based on the first electrical rating signal and for measuring a second electrical characteristic of the first rail based on the second electrical rating signal; a second sensing unit configured to be arranged onboard the vehicle and for measuring a third electrical characteristic of the second rail based on the first electrical rating signal and for measuring a fourth electrical characteristic of the second rail based on the second electrical rating signal; and one or more processors configured to apply a filter to the first and third electrical characteristics to isolate their subsets from the first and third electrical characteristics that occur at the first frequency, apply a filter to the second and fourth electrical characteristics to isolate their subsets from da second and fourth electrical characteristics that occur at the second frequency, and detect an interruption in the conductivity of one or more of the first or second track of the route in response to one or more of the first, second, third and second subsets. fourth electrical characteristics that decrease by more than one designated fall threshold during a time period that is within a designated fall time period. A system according to claim 19, characterized in that the one or more processors are configured to determine resource vectors representing different values of each of the first, second, third and fourth electrical subsets. and to compare resource vectors to one or more resource vector patterns associated with different route conditions, at least one of the resource vector patterns associated with disruption in route conductivity, wherein one or more processors are configured to detect an interruption in the conductivity of one or more of the first rail or the second rail in response to the subset of the first electrical characteristic that decreases by more than the designated drop threshold for the time period within the designated drop time period, and in response to resource vectors that more closely match at least one feature associated with an interruption in conductivity of one or more of the first or second rail.