DE102023103783B3 - Axle counter system for monitoring a track section of a rail system - Google Patents

Abstract

The application relates to an axle counter system (100, 200, 300) for monitoring a track section (216, 316) of a rail system (240, 340), comprising at least one evaluation arrangement (102, 202, 302) with a reception module (104, 204, 304) , set up at least to receive a first sensor data stream from a first sensor module (212, 312) arranged on the track section (216, 316), comprising a first resonant circuit (230) with a first on a rail (214, 314) of the track section (216, 316 ) arranged coil (222) and a second resonant circuit (232) with a second coil (224) arranged on the rail (214, 314), the first sensor data stream having at least a first frequency curve of the first resonant circuit (230) and a second frequency curve of the second Oscillating circuit (232), wherein the evaluation arrangement (102, 202, 302) comprises an evaluation module (106, 206, 306), set up to determine a number of axles of a rail vehicle (690) passing the first sensor module (212, 312), at least based on the first frequency curve and the second frequency curve as well as on a frequency difference threshold value, wherein the evaluation arrangement (102, 202, 302) comprises at least one threshold value adjustment module (108, 208, 308), set up to adjust the frequency difference threshold value, at least based on a provided axle counter system state of the axle counter system ( 100, 200, 300).

Description

The application relates to an axle counter system for monitoring a track section of a rail system, comprising at least one evaluation arrangement with a receiving module, set up at least to receive a first sensor data stream from a first sensor module arranged on the track section, comprising a first resonant circuit with a first coil arranged on a rail of the track section and a second resonant circuit with a second coil arranged on the rail, wherein the first sensor data stream contains at least a first frequency curve of the first resonant circuit and a second frequency curve of the second resonant circuit, the evaluation arrangement comprising an evaluation module, set up to determine a number of axles that have passed the first sensor module Rail vehicle, at least based on the first frequency curve and the second frequency curve as well as on a frequency difference threshold value. The application also concerns a rail system and a method for monitoring a section of track.

A rail or track system (also known as a wheel-rail system) includes a large number of tracks. A respective track is formed in particular from (steel) rails arranged in pairs and parallel to one another. In a rail system, rail vehicles are guided through the tracks or the corresponding rails. Exemplary and non-exhaustive rail vehicles are high-speed trains, freight trains, S-Bahn trains, subways, trams, etc.

As a rule, a track of a rail system can be divided into a large number of successive track sections. For safety reasons, it can be provided in particular that a rail vehicle may only enter a track section (at the standard speed) if there is no other rail vehicle in the track section. Monitoring systems can be used to detect whether a track section is occupied or occupied, i.e. there is a rail vehicle in the track section, or whether it is unoccupied or unoccupied. In particular, it is known from the prior art to use an axle counter system as a monitoring system to determine whether a monitored track section is occupied or unoccupied or free.

An axle counter system is in particular an electronic system and is set up to count the wheel sets or rail vehicle axles of rail vehicles passing a sensor module of the axle counter system. In particular, a first sensor module can be arranged at a first end of the track section and a second sensor module can be arranged at an (opposite) second end of the track section.

A sensor module can be set up to record sensor data and in particular to provide the recorded sensor data for evaluation. The axle counter system comprises at least one evaluation arrangement. The evaluation arrangement is generally arranged in a signal box of the rail system and in a track connection device. The first sensor module and the second sensor module can transmit the recorded sensor data to the evaluation arrangement.

The evaluation arrangement is in particular set up to determine a (first) number of axles of the rail vehicle based on the first sensor data. In addition, the evaluation arrangement can be set up to determine a (second) number of axes based on the second sensor data. For example, each sensor module can be assigned a track connection device. The number of axles determined in the track connection device can be transferred to the signal box. The evaluation arrangement can be set up to compare the specific number of axes. In other words, the evaluation arrangement compares the first number of axles detected by the first sensor module when the rail vehicle retracts with the second number of axles detected by the second sensor module when the rail vehicle extends. The evaluation arrangement is set up to determine an occupied track section if the first number of axles is not equal to the second number of axles. Furthermore, the evaluation arrangement is set up to determine an unoccupied track section if the first number of axles is equal to the second number of axles.

In particular, a monitored track section is determined or evaluated as occupied from the detection of an entry of a rail vehicle until the same number of extended rail vehicle axles are detected using the second sensor module as were previously determined using the first sensor module.

In a typical embodiment of a known sensor module, the sensor module comprises a first resonant circuit with a first coil arranged on a rail of the track and a second resonant circuit with a second coil arranged on the rail. To detect the direction of travel, the first coil can be arranged offset in the direction of rail extension along the direction of travel of the traveling rail vehicles by a predefined distance from the second coil. The evaluation arrangement is in particular which is set up to detect a rail vehicle axle when the resonant circuit frequency of the first (and the second) resonant circuit exceeds a predefined frequency difference threshold value. In particular, each exceeding of the frequency difference threshold value can be counted by the first frequency curve and second frequency curve as a wheel or a rail vehicle axle of the rail vehicle passing over the axle counter (or the sensor module).

In practice, however, such an axle counter system brings with it various problems. This means that the specific first number of axles differs from the specific second number of axles, even though the rail vehicle has completely left the monitored track section. In other words, one of the number of axles was determined incorrectly. For example, 24 rail vehicle axles can be detected at the first counting point or by the first sensor module of a first track section, while only 23 rail vehicle axles are detected at the second counting point or by the second sensor module of the first track section due to a detection error. In this case, the monitored track section is initially still assessed as occupied, so that it cannot be used by a following rail vehicle. This leads to disruptions and, in particular, delays in operations.

The use of so-called multi-range axle counter systems is known from the prior art to solve this problem. In this approach, at least third sensor data from a third sensor module (usually also fourth sensor data from a fourth downstream sensor module) of a further (monitored) track section located in the direction of travel of the rail vehicle (immediately) behind the first track section are evaluated by the evaluation arrangement. If, in relation to the previous example, 24 rail vehicle axles are counted again by the third sensor module, then the first track section can be classified as unoccupied again by the evaluation arrangement, so that in particular a following rail vehicle is allowed to enter the first track section.

However, even with this approach, the first track section remains in the occupied track section state for longer than would actually be necessary, so that here too a following rail vehicle must first wait until the occupied track section is released again. This approach also results in disruptions and, in particular, delays in operations. This applies all the more as the third and/or fourth sensor module could also detect or count a different number of axes due to a detection error.

The publication DE 1 530 410 B discloses a device for transmitting and evaluating license plates generated by wheel effects in the railway safety system, which are transmitted by changing the oscillator resonant circuits of generators with different frequencies to locally remote evaluation devices.

The application is therefore based on the object of providing an axle counter system for monitoring a track section, in which the problems of the prior art are at least reduced and in particular it is recognized more reliably in the monitored track section whether it is occupied or unoccupied.

The task is solved according to a first aspect of the application by an axle counter system according to claim 1 for monitoring a track section of a rail system. The axle counter system includes at least one evaluation arrangement with a receiving module. The receiving module is set up to receive at least a first sensor data stream from a first sensor module arranged on the track section. The first sensor module comprises a first resonant circuit with a first coil arranged on a rail (of the track) of the track section and a second resonant circuit with a second coil arranged on the rail. The first sensor data stream contains at least a first frequency curve of the first resonant circuit and a second frequency curve of the second resonant circuit. The evaluation arrangement includes an evaluation module. The evaluation module is set up to determine a number of axles of a rail vehicle that has passed the first sensor module, at least based on the first frequency curve and the second frequency curve as well as on a frequency difference threshold value. The evaluation arrangement includes at least one threshold adjustment module. The threshold value adjustment module is set up to (dynamically) adjust the frequency difference threshold value, at least based on a provided axle counter system state of the axle counter system.

By providing, in contrast to the prior art, an axle counter system with a threshold value adjustment module according to the application, which is set up for dynamic, in particular event-controlled, adjustment of the frequency difference threshold value, the problems of the prior art are at least reduced and, in particular, recognized more reliably in the monitored track section whether this is occupied or unoccupied. In particular, it is recognized according to the application It has been shown that taking the (current) axle counter system state into account when setting the frequency difference threshold (in particular taking into account interference and environmental influences) reduces the error rate when determining the number of axles on a rail vehicle.

The axle counter system according to the application is used to monitor at least one track section of a rail system. A rail system includes a large number of tracks for guiding rail vehicles. A track is formed by two rails running parallel to each other. A track can be divided into a plurality of track sections, which can in particular connect to one another. A track section is in particular a defined track section between a first end and a second end, in particular a track section has exactly two ends. Monitoring such a section means in particular that it is (continuously) checked whether a rail vehicle is (currently) in this track section or not. In particular, entry into a monitored track section can only be enabled if the axle counter system determines that the monitored track section is (currently) unoccupied or free, as will be explained in more detail below.

The axle counter system includes an evaluation arrangement. The evaluation arrangement is in particular set up to evaluate sensor data from a sensor module. The evaluation arrangement can in particular be formed from a plurality of modules. According to one embodiment, the evaluation arrangement is at least partially integrated in a track connection device (also referred to as a track connection housing), which can in particular be assigned (precisely) to a sensor module. In variants of the registration, at least one (partial) module can also be integrated in another device, such as a signal box of the rail system.

The at least one receiving module is set up to receive a sensor data stream from a first sensor module. The axle counter system may include the first sensor module. A communication network can be arranged between the first sensor module and the evaluation arrangement. Preferably, the communication network can comprise at least one wired connection. It goes without saying that alternatively or additionally at least one wireless connection can also be provided.

For example, the track connection device can be electrically connected to the sensor module via a connecting cable. The connecting cable can be part of the oscillating circuit. The received analog signal can be converted, for example, by an analog/digital converter (e.g. in the track connection device), in particular into a sensor data stream. The sensor data stream can then be received via the receiving module. The analogue/digital converter can be part of the sensor module.

In the present case, a sensor module comprises at least (in particular precisely) two resonant circuits. The first resonant circuit includes a first coil with at least one turn and the second resonant circuit includes a second coil with at least one second turn. The first coil and the second coil are arranged on a rail of the track section. In particular, a coil is arranged on the rail in such a way that a wheel (made of metal) passing or moving past influences the oscillating circuit, in particular causing a change in the oscillating circuit frequency. The coils can in particular be located in a housing of a sensor module and can, for example, be formed identically (e.g. same number of turns, same shape, same material, etc.).

The first coil is preferably arranged at a distance or offset from the second coil in the direction of the track extension. In particular, a predefined distance can be provided between the first coil and the second coil.

In one embodiment, it can be provided that the axle counter system, in particular the receiving module or the evaluation module, comprises a changeover circuit which connects the two resonant circuits of the sensor module with an analog/digital converter. The switching time of the changeover circuit between the first and the second resonant circuit can be between 0.1 ms and 10 ms, for example in the range of 0.5 ms. The resonant circuit frequency of the two resonant circuits is, for example, between approximately 300 kHz and 350 kHz. The respective oscillating circuit frequency of the oscillating circuits can be recorded every 1 ms, for example, via the alternating circuit. Preferably, a first frequency curve of the first resonant circuit and a second frequency curve of the second resonant circuit can be recorded and in particular provided. In other words, a frequency change Δf of the respective resonant circuit over time t can be recorded, the frequency change Δf representing the difference in the (current) oscillation frequency of the first or second resonant circuit compared to a resting frequency of the respective resonant circuit. The first or second resonant circuit oscillates at the resting frequency when no rail vehicle passes the respective sensor module. When the two oscillating circuits are at rest quency, then they are “unaffected” or “in the uninfluenced state”, i.e. they are not (currently) out of tune by the presence or passage of a train.

As has been described, for example, the analog signal can be received continuously and in particular continuously digitized, for example by the analog/digital converter. The resulting sensor data or recording data can be provided to the receiving module in the form of at least one sensor data stream. In other words, the receiving module can receive the sensor data or recording data mentioned, in particular essentially continuously. For example, the first sensor data stream can be continuously transmitted to the receiving module by sending out corresponding data packets through the sensor module (e.g. analog/digital converter). It goes without saying that the sensor data of a sensor module can also be transmitted in another way.

The evaluation arrangement includes at least one evaluation module. The evaluation module is in particular set up to evaluate the received sensor data, i.e. in particular the first frequency curve and the second frequency curve. The evaluation module is set up to determine a number of axles of a rail vehicle that has passed the first sensor module, at least based on the first frequency curve and the second frequency curve as well as on a frequency difference threshold value. In other words, the number of wheels or rail vehicle axles of a rail vehicle passing by can be recognized or counted, at least based on the frequency curves and a frequency difference threshold value.

In the (theoretical) ideal case, a frequency curve is a bell-shaped frequency change every time a wheel passes or passes the first sensor module. In particular, ideally the images or curves of the first frequency curve and the second frequency curve over time can be two time-offset, overlapping and bell-shaped frequency changes (characteristic signal curves) for each passage of a wheel. This frequency change (i.e. a characteristic detuning of the first and second resonant circuits) is, for example, on the order of 2 kHz. In this ideal case, a wheel can be detected, for example, if the frequency change of the first frequency curve and the second frequency curve is greater than the frequency difference threshold value. The evaluation module can transmit the number of rail vehicle axles or wheels as information to the signal box.

It goes without saying that other frequency values and ranges are possible with other registration variants.

However, according to the application, it has been recognized that in practice the detection of a wheel driving over or past is more complex based on the frequency curves mentioned and, in particular, the ideal curves of the frequency changes mentioned do not occur. In particular, it has been recognized that due to variable overtravel parameters and/or interference and environmental influences, i.e. an axle counter system state that changes over time, the actually recorded frequency curves are less clear and therefore more difficult to evaluate.

For example, a resting frequency of a resonant circuit or an unloaded resonant circuit frequency can fluctuate. A resting frequency is present in particular when no rail vehicle (currently) passes the sensor module or no frequency change is caused. In particular, it can happen that due to the changed resting frequency in the prior art, a fixed frequency difference threshold value is not exceeded by the frequency curves mentioned, so that a wheel is not detected. In other words, a correspondingly changed axle counter system state may therefore result in a wheel not being detected (or an additional wheel being detected).

According to the application, in order to increase the detection reliability, it is proposed to dynamically adapt the frequency difference threshold value, depending on the axle counter system state, in particular the current actual axle counter system state. According to the application, the evaluation arrangement has a threshold value adjustment module. The threshold value adjustment module is set up to adapt or change the frequency difference threshold value, at least depending on the axle counter system state. This means in particular that the frequency difference threshold is increased or reduced if the axle counter system state has changed. For example, if the axle counter system state indicates that the resting frequency has changed, the frequency difference threshold can be adjusted such that a passing wheel can be reliably detected despite the changed resting frequency.

For example, which frequency difference threshold value is to be set for which axle counter system state can be stored in an assignment table or the like. The assignment table can be done in advance, for example Simulations, calculations and/or tests have been determined.

The axle counter system state is provided to the evaluation arrangement, for example by receiving the sensor data. In particular, the axle counter system state (e.g. the stated resting frequency) can be determined from the received first frequency curve and the second frequency curve.

According to one embodiment, the evaluation module can be set up to detect a direction of travel of the rail vehicle passing by, based on the first frequency curve, the second frequency curve and the known offset arrangement or the predefined distance of the first coil to the second coil of a sensor module.

According to a further embodiment of the axle counter system according to the application, the receiving module can be set up to receive a sensor module temperature detected by at least one temperature sensor of the first sensor module. The axle counter system state provided may include at least the received sensor module temperature. In particular, a temperature sensor can be integrated in a sensor module, in particular in the housing of the sensor module. The temperature sensor can detect the temperature of the sensor module essentially continuously. The detected or measured sensor module temperature can be transmitted to the evaluation arrangement. For example, the sensor data stream described can additionally contain the sensor module temperature. In particular, it has been recognized that a frequency curve of an oscillating circuit is temperature dependent. By adjusting the frequency difference threshold depending on the measured sensor module temperature, this temperature dependence can be taken into account when determining the number of axes. For example, a corresponding allocation table or the like can be provided. In particular, the frequency difference threshold value can be a temperature-dependent frequency difference threshold value. The reliability in determining the number of axles can be further improved.

As has already been described, in a preferred embodiment of the axle counter system, the axle counter system state can include a first resting frequency (i.e. an unloaded frequency) of the first resonant circuit measured in the uninfluenced state of the first sensor module and/or a second measured resting frequency (i.e. an unloaded frequency) of the second resonant circuit or included. The reliability when determining the number of axles can be further improved.

According to the application, it has been recognized that, in addition to the axle counter system status, other external influences can reduce the reliability of the axle number determination. The maximum values of the first frequency curve and the second frequency curve can fluctuate, in particular in their height and/or their distance from one another. Reasons for this include, for example, fluctuations in the installation height of the sensor module and/or the different degrees of wear on the wheels of a rail vehicle that are to be counted. This leads to different distances between the coils mentioned and the lower edges of the wheel rims of the rail vehicle.

In order to be able to reliably recognize a wheel in these cases, according to a particularly preferred embodiment of the axle counter system according to the application, a frequency curve image of the first frequency curve and the second frequency curve can be predefined. The frequency curve image can be characteristic of a wheel of the rail vehicle passing the first sensor module. In particular, tests and/or simulations can be used to determine a frequency curve image that appears while a wheel is driving past or moving past a sensor module. Preferably, the characteristic frequency curve image can be stored in a data memory of the evaluation arrangement. The evaluation module can be set up to determine the number of axles of the rail vehicle passing the sensor module, based on a comparison of the first frequency curve and the second frequency curve with the predetermined frequency curve image. This embodiment is particularly inventive independently and independently of the threshold value adjustment module or the adjustment of the frequency difference threshold value.

In particular, a wheel can be recognized or counted by the evaluation module (and in particular can only be recognized or counted) if the characteristic frequency profile image is detected in the first frequency curve and the second frequency curve. In particular, for each detected frequency curve image, a wheel or a rail vehicle axle can be determined in the frequency curves mentioned, i.e. in particular counted.

Since the counting of a wheel not only depends on whether a frequency difference threshold value is exceeded, but in particular on whether the frequency curves have a certain frequency If you take a frequency curve image, the reliability of the axle counting can be further improved.

In a preferred variant, it can be provided that in order to count a wheel, both the (adjusted) frequency difference threshold value must be exceeded and the frequency curve image must be detected in the frequency curves mentioned. In particular, in a preferred variant of the application it can be provided that only the frequency curves above the adapted frequency difference threshold value are evaluated in order to detect a wheel.

According to a preferred embodiment of the axle counter system according to the application, the predetermined frequency curve image can define at least a time interval range between a first frequency maximum of the first frequency curve and a second frequency maximum of the second frequency curve (located immediately adjacent to the first frequency maximum). In other words, the time interval between adjacent first and second frequency maxima can be defined in the frequency curve image. Only if the specified and detected frequency maxima are within the (permissible) time interval range can the frequency curve image be assessed as fulfilled, so that a wheel is detected. As will be described, the (permissible) time interval range can depend in particular on the speed of the rail vehicle.

In the present case, a frequency maximum of a frequency curve means in particular the highest frequency value within a (predefined) period of time of the frequency curve.

According to a further preferred embodiment of the axle counter system according to the application, the predetermined frequency curve image can define a first frequency maximum range, a second frequency maximum range and an intersection range. The intersection region is in particular a region in which the first frequency curve intersects with the second frequency curve after the first frequency maximum (and in particular before the second frequency maximum). In particular, a frequency maximum range can define a (permissible) frequency value range (e.g. defined by a maximum permissible frequency value and a minimum permissible frequency value) in which a detected maximum must lie in order to fulfill the specified frequency curve image. An intersection range can define a (permissible) frequency value range (e.g. defined by a maximum permissible frequency value and a minimum permissible frequency value) in which the first frequency curve and the second frequency curve must intersect between the frequency maxima mentioned in order to fulfill the specified frequency curve image.

Preferably, in addition, the (permissible and in particular speed-dependent) time interval range between the frequency maxima mentioned can be defined by the predetermined frequency curve image, as has been described. In other words, the predetermined frequency curve image can preferably define three value point ranges (namely first frequency maximum, second frequency maximum and intersection range), which must be in a certain time distance range from one another.

In particular, a wheel can only be detected if the predetermined frequency curve image is detected in the frequency curves mentioned. In other words, the predetermined frequency curve image can define a value constellation from a first frequency maximum range, a second frequency maximum range located adjacent to the first frequency maximum and an intersection range in between. In particular, tests have shown that a wheel passing by always causes a corresponding frequency curve image or a corresponding frequency pattern of the first and second frequency curves. The reliability of axle counting can be increased even further.

In a variant of the embodiment with the predetermined frequency response image, the predetermined frequency response image can define a second frequency maximum range which depends on a detected first frequency maximum of the first frequency response. In particular, the second frequency value range, which is to be fulfilled by the second frequency maximum, can depend on the actually detected frequency value of the first frequency maximum. For example, it can be provided that the second frequency value must be almost identical to the actually detected frequency value of the first frequency maximum. In other words, the first and second frequency maximums should have approximately the same height in the measured frequency curve image. Alternatively or additionally, the predetermined frequency curve image can define an intersection region dependent on a detected first frequency maximum of the first frequency curve, the intersection area being a region in which the first frequency curve intersects with the second frequency curve after the first frequency maximum. Here too, it can be provided that the frequency value range that is to be fulfilled by the intersection point can depend on the actually detected frequency value, the first frequency maximum.

According to a further preferred embodiment of the axle counter system, at least one error frequency curve image of the first frequency curve and the second frequency curve can be predefined. The error frequency curve image can be characteristic of a fault occurring in the first sensor module. In particular, tests and/or simulations can be used to determine at least one error frequency curve image that (always) occurs on a sensor module as a rail vehicle passes or moves past in the presence of a defined disruptive event. Preferably, the characteristic error frequency curve image can be stored in a data memory of the evaluation arrangement.

In particular, it has been recognized that defined disturbance events always cause essentially similar frequency changes. In order to reliably prevent such frequency changes from leading to incorrect wheel detection, it is proposed in particular to take such frequency changes into account as error frequency curve images and, in particular, to store them in a data memory of the evaluation arrangement. The evaluation module can be set up to determine the number of axles of the rail vehicle that has passed the first sensor module, based on a comparison of the first frequency curve and the second frequency curve with the predetermined error frequency curve image.

In particular, a wheel cannot be recognized or counted by the evaluation module if the characteristic error frequency curve image is detected in the first frequency curve and the second frequency curve. It may be that both frequency curves exceed the (adjusted) frequency difference threshold. However, this exceedance is not counted as a wheel if the frequency curves essentially correspond to the error frequency curve image. In particular, counting of a wheel or a rail vehicle axle can be omitted for each detected error frequency curve image in the frequency curves mentioned. The reliability of axle counting can be further improved.

According to a preferred embodiment of the axle counter system according to the application, the predetermined error frequency curve image can define at least one error time interval range between the first frequency curve and the second frequency curve. For example, the error time interval range can define a simultaneity of the frequency change of the first frequency curve and the frequency change of the second frequency curve. In other words, (despite the geometric distance between the first and second coils) the frequency change must occur in both resonant circuits at the same time.

Alternatively or preferably additionally, the predetermined error frequency curve image can define a first error curve of the first frequency curve and/or a second error curve of the second frequency curve. In particular, an error curve of a fault event can differ (significantly) from the bell-shaped curve that occurs with a wheel. Preferably, an error curve or an error frequency curve image can be defined by a characteristic height, a characteristic slope curve and/or a characteristic duration. An example of such a disruptive event is a so-called “transformer inrush”. In the event of such a disruption, the connection between the pantograph and the overhead line is interrupted for a short time. A current peak in the power supply system of an electric locomotive or railcar then occurs in particular when the pantograph makes (re)contact with the overhead line. In particular, it has been recognized that this causes a short-term current peak to be released into the tracks via the wheels of the locomotive or railcar, which influences the two oscillating circuits, in particular influencing them simultaneously (in contrast to the passage of one wheel, which influences both oscillating circuits with a time delay). Furthermore, it has been recognized that such a disturbance event essentially causes a “sawtooth” error frequency curve image in the respective frequency curve. By defining a corresponding error frequency curve image and taking it into account during the evaluation, the detection reliability can be further improved.

According to a further preferred embodiment of the axle counter system according to the application, the evaluation arrangement can comprise at least one speed determination module. The speed determination module can be set up to determine a speed of the rail vehicle passing or driving past the (respective) sensor module, based on at least the first frequency curve, the second frequency curve and a (in particular the aforementioned predefined) geometric distance between the first resonant circuit and the second resonant circuit . The evaluation module can be set up to determine the number of axles (of the rail vehicle passing or already passing the sensor module), furthermore based on the determined speed. For example, a time interval range defined in a frequency curve image can be speed-dependent. With others In words, the time interval range mentioned can be adjusted depending on the speed determined.

Here, a time interval range can be defined by a minimum permissible time interval value and a maximum permissible time interval value. Preferably, the minimum allowable time interval value and the maximum allowable time interval value can be shifted depending on the particular speed. Reliability can be further improved.

According to a further embodiment of the axle counter system according to the application, the speed determination module can be set up to determine the speed of the rail vehicle, based on the predefined geometric distance of the oscillating circuits and a determined first time interval between a first time when the first frequency curve is exceeded, at which the first frequency curve exceeds the adapted frequency difference threshold value (in particular for the first time, i.e for the first wheel), and a second exceeding time at which the second frequency curve exceeds the adapted frequency difference threshold value (in particular for the first time, i.e. for the first wheel). With registration variants, the speed of each detected wheel can be determined.

Alternatively or additionally, the speed determination module can be set up to determine the speed of the rail vehicle, based on the predefined geometric distance of the resonant circuits and a determined second time interval between a first frequency maximum of the first frequency curve and a second frequency maximum of the second (located immediately adjacent to the first frequency maximum). Frequency curve.

Alternatively or additionally, the speed determination module can be set up to determine the speed of the rail vehicle, based on the predefined geometric distance of the oscillating circuits and a determined third time distance between a first centroid (of the frequency curve image) of a first partial frequency curve and a second centroid (of the frequency curve image) of a second partial frequency curve. The first partial frequency curve runs in particular between a first starting time, at which the first frequency curve begins to rise from the resting frequency, and a first end time, at which the first frequency curve (essentially) reaches the resting frequency (after the first frequency maximum) again. The second partial frequency curve runs in particular between a second starting time, at which the second frequency curve begins to rise from the resting frequency, and a second end time, at which the second frequency curve (essentially) reaches the resting frequency (after the first frequency maximum) again. The first frequency maximum is in particular the maximum of the first partial frequency curve and the second frequency maximum is in particular the maximum of the second partial frequency curve.

The actual speed of the rail vehicle can be determined particularly precisely with the three options described above.

In addition, the threshold adjustment module can be set up to adjust the frequency difference threshold value, at least based on an axle counter system state, containing a detected event (in particular the speed of the rail vehicle and / or a detected wheel; and additionally, for example, based on a known minimum distance between two adjacent rail vehicle axles). In particular, the axle counter system state includes an event determined by a module of the evaluation arrangement, such as a detected wheel of a rail vehicle and/or a specific speed. In addition, known information can be stored in the evaluation arrangement, such as a minimum distance between two adjacent rail vehicle axles or wheelsets. Based on this data, the frequency difference threshold value can preferably be adjusted while a rail vehicle is passing by or during the evaluation of the frequency changes caused by the passing.

In particular, it has been recognized that interference can occur between two adjacent rail vehicle axles of a rail vehicle, which can lead to a change in the frequency of the resonant circuits of a sensor module. Such a frequency change in a prior art axle counter system can lead to a detection of a (actually non-existent) rail vehicle axle. In particular, a rail vehicle component, such as a magnetic rail brake, which is suspended too low on the rail vehicle due to imperfect assembly, for example, can cause a corresponding malfunction. In particular, the threshold value adjustment module can (therefore) carry out an event-based or state change-based adjustment of the frequency difference threshold value.

According to a preferred embodiment of the axle counter system according to the application, the threshold adjustment module can be set up for adjusting the frequency difference threshold after detection of a first wheel (and in particular each further wheel) of the rail vehicle by increasing the frequency difference threshold by at least one predefined increase value or by increasing the frequency difference threshold to at least one predefined increased frequency difference threshold (in each case) for an increase duration. In one variant, the increase duration can be predefined and in particular be the same for each rail vehicle passing by. Preferably, the increase duration can depend on a speed of the rail vehicle and the minimum distance between a first rail vehicle axle arranged adjacent to a second rail vehicle axle. The speed can be determined, for example, by the aforementioned speed determination module and/or provided by another source. The other source can, for example, provide as speed the maximum speed currently permitted in the monitored track section. The other source can also be the rail vehicle.

Increasing the frequency difference threshold value by at least one predefined increase value or by increasing the frequency difference threshold value to at least one predefined increased frequency difference threshold value includes in particular a discrete increase and/or an at least almost continuous increase. In other words, there can be a step-like increase, a ramp-like increase or an increase with any other course.

The predefined increase value or the predefined increased frequency difference threshold value can be selected such that the first frequency curve influenced by at least one rail vehicle component (which is not a wheel) and the second frequency curve influenced by the at least one rail vehicle component are substantially below the increased frequency difference threshold value. A maximum that is caused by another wheel driving past the first sensor module can in particular be above the increased frequency difference threshold value.

As already described, the rail vehicle component can be, for example, a magnetic rail brake. The predefined increase value or the predefined increased frequency difference threshold can be determined, for example, by tests and/or simulations. The proposed increase can further improve the reliability of the counting, since in particular the risk that an interference from a rail vehicle component other than a wheel leads to a frequency change that is assessed as being caused by a wheel can be reduced.

According to a further preferred embodiment of the axle counter system according to the application, the threshold adjustment module can be set up to adjust the frequency difference threshold value after the increase period has expired by reducing the increased frequency difference threshold value by at least a predefined reduction value or by reducing the increased frequency difference threshold value to at least one predefined reduced frequency difference threshold value, in particular up to Detection of another wheel of the rail vehicle or until the end of the rail vehicle is detected.

Reducing the increased frequency difference threshold value by at least one predefined reduction value or by reducing the increased frequency difference threshold value to at least one predefined reduced frequency difference threshold value includes in particular a discrete reduction and/or an at least almost continuous reduction. In other words, a step-like reduction, a ramp-like reduction or a reduction with any other course can take place.

The duration of the increase can in particular be selected such that it expires before an expected further wheel (or a corresponding frequency image in the frequency curves mentioned) that passes the sensor module. In particular, the increased frequency difference threshold value can be reduced immediately after the increase period has expired. This can reduce the risk that the expected wheel of the rail vehicle cannot be identified based on the first and second frequency curves (e.g. due to an unusually heavily worn wheel, which causes a smaller frequency change than expected). The detection reliability can be further improved.

Preferably, the reduction can be a ramp-shaped reduction, while the increase can preferably be a one-time step-shaped increase after the detection of a wheel.

According to a further embodiment of the axle counter system according to the application, the evaluation arrangement can comprise at least one axle distance determination module. The axle distance determination module can be set up at least to determine an axle distance between a first rail vehicle axle (or a first wheel) and a second (arranged adjacent to the first rail vehicle axle) rail vehicle axle (or second wheel) of the rail vehicle, based on a speed of the rail vehicle and a fourth time interval between the first detection time of the first rail vehicle axle and the second detection time of the second rail vehicle axle. The speed of the rail vehicle can be determined, for example, by the aforementioned speed determination module and/or provided by the other source already described.

Determining the center distance allows, in particular, a verification of the specific number of axles or the frequency curve pattern of a rail vehicle on which the number of axles is based, which is recorded in particular when a rail vehicle passes by.

According to a preferred embodiment of the axle counter system according to the application, the evaluation arrangement can comprise at least one pattern detection module. The pattern detection module can be set up to detect or determine an axle pattern of the rail vehicle passing the first sensor module, based on the first frequency curve and/or the second frequency curve. In particular, the determination of an axle pattern can be based on a (recorded) frequency curve pattern of the rail vehicle formed by the frequency curves mentioned. The determination of the axle pattern can be based in particular on the axle distances of the rail vehicle determined by the axle distance determination module.

The evaluation arrangement preferably comprises at least one counting error detection module (e.g. arranged in the signal box). The counting error detection module can be set up to detect a number of axles determined (by the evaluation module) as being incorrect by comparing the specific axle pattern with at least one reference axle pattern of a known rail vehicle type stored in a data memory of the evaluation arrangement. In particular, the specific axis pattern can be made available to the counting error detection module. Preferably, a plurality of reference axis patterns of a corresponding plurality of known rail vehicles can be stored in a (further) data memory of the evaluation arrangement. Alternatively or additionally, the reference axis pattern can come from a previous track section or from an evaluation of a further sensor module of the previous track section. For example, a further evaluation arrangement of a further axle counter system of the rail system can provide the axle pattern determined by the further evaluation arrangement as a reference axle pattern.

If it is determined during a comparison that the specific axis pattern corresponds to a stored reference axis pattern, i.e. is essentially identical, the specific number of axes can thereby be additionally verified or confirmed. In other words, the probability of a correct axle count can be increased even further. It should be noted here that a specific axle pattern is essentially identical to a stored reference axle pattern, at least if no rail vehicle axle is missing or too many and the center distances of the specific axle pattern compared to the reference axle pattern are within predetermined tolerance ranges. If it is determined during the comparison that the specific axis pattern does not correspond to a stored reference axis pattern, i.e. is not essentially identical, the specific number of axes can be assessed as incorrectly determined. This can be issued, for example, in order to initiate appropriate measures.

According to a further embodiment of the axle counter system, the evaluation arrangement can comprise at least one pre-filter module. The pre-filter module can be set up to pre-filter the received first frequency curve and/or the received second frequency curve. In particular, the pre-filter module can be set up to filter out interference pulses up to a predefined maximum width, for example 10 ms. The pre-filter module can in particular comprise or be formed by a Gaussian filter.

According to a further preferred embodiment of the axle counter system according to the application, the axle counter system can comprise at least one track section release device (e.g. arranged in the signal box) with a comparison module. The comparison module can be set up to compare the specific first number of axles and a specific second number of axles. The second number of axes can be based on an evaluation (carried out by the evaluation arrangement) of a second sensor data stream of a second sensor module arranged on the rail. As has already been described, the evaluation of the second (and each further) sensor data stream can be carried out analogously to the described evaluation of the first sensor data stream.

The track section release device preferably comprises a track release module. The track release module can be set up to release the monitored track section based on a comparison result provided by the comparison module. In particular, the monitored track section can only be released by the track release module if the first number of axles and the second number of axles are identical (or if there is a deviation between the numbers of axles, it is determined that one of the specific numbers of axles is an incorrectly determined number of axles, as will be described in particular ). This can ensure that a monitored track section can only be accessed by a rail vehicle if the track section is unoccupied.

Preferably, the counting error detection module mentioned can be executed in particular (for example only) when the first number of axes deviates from the second number of axes. In particular, a first axle pattern for the rail vehicle can be determined based on the first frequency curve and the second frequency curve of the first sensor module, as has been described, for example. Furthermore, a second axle pattern for the rail vehicle can be determined based on the first frequency curve and the second frequency curve of the second sensor module, as described, for example. Then the specific first axis pattern and the specific second axis pattern can each be compared with the at least one stored reference axis pattern.

If the first (or second) axis pattern matches a stored reference axis pattern, while the second (or first) axis pattern deviates from this stored reference axis pattern, in particular in a (single) deviation or error area, the detected deviation can be determined by an error evaluation module of the evaluation arrangement be rated. For example, if a rail vehicle axle is missing in the specific axle pattern in the deviation area or there is too much of one rail vehicle axle in the deviation area, the error assessment module can carry out a plausibility check. For example, it can be checked whether such a deviation is even possible. In particular, the plausibility check can be based on the comparison mentioned. If the error evaluation module comes to the conclusion that the apparently detected deviation is not possible, i.e. that a rail vehicle axle must actually be present in accordance with the reference axle pattern (or must not be present), the error evaluation module can control the track release module in such a way that the track section (despite the different first and second number of axes). For example, it can emerge from the reference axle pattern that a detected axle distance does not exist in real rail vehicles and rather it can be assumed that an axle is missing (i.e. the detected axle distance is actually the sum of two axle distances). In particular, it may also be necessary for the first axle pattern or the first number of axles to be verified. If the first axis pattern is also assessed as incorrect due to the axis pattern carried out (and therefore both numbers of axes are assessed as incorrect), an error correction can generally be omitted for safety reasons. In particular, the track section can be assessed as occupied (at least initially).

The evaluation arrangement according to the application can be implemented in a data processing device and in particular have a plurality of modules that can be executed by one processor or several distributed processors of the data processing device.

Another aspect of registration is a rail system. The rail system includes at least one track section to be monitored. The rail system includes at least a first sensor module arranged at a first end of the track section. The rail system includes at least a second sensor module arranged at a second end of the track section. The rail system includes at least one previously described axle counter system.

• - Empfangen, durch ein Empfangsmodul einer Auswerteanordnung, eines ersten Sensordatenstroms eines ersten an einer Schiene des Gleisabschnitts angeordneten Sensormoduls, umfassend einen ersten Schwingkreis mit einer ersten an der Schiene angeordneten Spule und einen zweiten Schwingkreis mit einer zweiten an der Schiene angeordneten Spule,
• - wobei der erste Sensordatenstrom zumindest einen ersten Frequenzverlauf des ersten Schwingkreises und einen zweiten Frequenzverlauf des zweiten Schwingkreises enthält,
• - (dynamisches) Anpassen, durch ein Schwellwertanpassungsmodul der Auswerteanordnung, eines Frequenzdifferenzschwellwerts, zumindest basierend auf einem bereitgestellten Achszählersystemzustand des Achszählersystems, und
• - Bestimmen einer Achsanzahl eines an dem Sensormodul vorbeigefahrenen Schienenfahrzeugs, zumindest basierend auf dem ersten Frequenzverlauf und dem zweiten Frequenzverlauf sowie dem angepassten Frequenzdifferenzschwellwert.

Yet another aspect of the application is a method for monitoring a section of track (in particular by operating an axle counter system, in particular a previously described axle counter system). The procedure includes:

• - Receiving, by a receiving module of an evaluation arrangement, a first sensor data stream of a first sensor module arranged on a rail of the track section, comprising a first resonant circuit with a first coil arranged on the rail and a second resonant circuit with a second coil arranged on the rail,
• - wherein the first sensor data stream contains at least a first frequency curve of the first resonant circuit and a second frequency curve of the second resonant circuit,
• - (dynamic) adjustment, by a threshold adjustment module of the evaluation arrangement, of a frequency difference threshold value, at least based on one provided Axle counter system status of the axle counter system, and
• - Determining a number of axles of a rail vehicle passing the sensor module, at least based on the first frequency curve and the second frequency curve as well as the adapted frequency difference threshold value.

The method is used in particular to control a previously described axle counter system. In particular, the method can be a computer-implemented method.

Another aspect of the application is a computer program comprising program instructions that cause a processor to execute and/or control the previously described method when the computer program is executed by the processor.

Yet another aspect is a data processing device, set up to execute and/or control the previously described method or comprising respective means for executing and/or controlling the steps of the previously described method.

The means of the disclosed data processing device can comprise hardware and/or software components. The means can comprise, for example, at least one memory with program instructions of a computer program (e.g. the computer program according to the invention) and at least one processor designed to execute program instructions from the at least one memory. Accordingly, according to the application, at least one data processing device is also to be understood as disclosed which comprises at least one processor and at least one memory with program instructions, wherein the at least one memory and the program instructions are set up, together with the at least one processor, to cause the data processing device to execute and/or control the method according to the application.

The data processing device according to the application is in particular a part of a track connection device and/or part of a signal box of a rail system.

A previously described module, arrangement, device, etc. may at least partially comprise hardware elements (e.g. processor, storage means, etc.) and/or at least partially software elements (e.g. executable code). It should also be noted that terms such as “first”; “Second”, “further” etc. do not indicate an order, but are used in particular to differentiate between two elements (e.g. frequency curve, sensor module, etc.).

The features of the axle counter systems, rail systems and processes can be freely combined with one another. In particular, features of the description and/or the dependent claims can be independently inventive, even if features of the independent claims are completely or partially circumvented, on their own or freely combined with one another.

• 1 eine schematische Ansicht eines Ausführungsbeispiels eines Achszählersystems gemäß der vorliegenden Anmeldung,
• 2a eine schematische Ansicht eines weiteren Ausführungsbeispiels eines Achszählersystems gemäß der vorliegenden Anmeldung,
• 2b eine weitere schematische Ansicht des Ausführungsbeispiels des Achszählersystems nach 2a,
• 2c eine schematische Ersatzschaltungsansicht eines Sensormoduls des Ausführungsbeispiels des Achszählersystems nach 2a,
• 3 eine schematische Ansicht eines weiteren Ausführungsbeispiels eines Achszählersystems gemäß der vorliegenden Anmeldung,
• 4 ein beispielhaftes Diagramm eines ersten Frequenzverlaufs und eines zweiten Frequenzverlaufs sowie eines angepassten Frequenzdifferenzschwellwerts,
• 5 ein beispielhaftes weiteres Diagramm eines ersten Frequenzverlaufs und eines zweiten Frequenzverlaufs sowie eines angepassten Frequenzdifferenzschwellwerts,
• 6 schematische Ansichten eines beispielhaften Schienenfahrzeugs, eines beispielhaften für das Schienenfahrzeug bestimmten Achsmusters und eines beispielhaften gespeicherten Referenzachsmusters eines bekannten Schienenfahrzeugtyps,
• 7 ein Diagramm eines Ausführungsbeispiels eines Verfahrens gemäß der vorliegenden Anmeldung.

There are now a variety of options for designing and further developing the axle counter system according to the application, the rail system according to the application and the method according to the application. On the one hand, reference is made to the patent claims subordinate to the independent patent claims, and on the other hand to the description of exemplary embodiments in conjunction with the drawing. In the drawing shows:

• 1 a schematic view of an exemplary embodiment of an axle counter system according to the present application,
• 2a a schematic view of a further embodiment of an axle counter system according to the present application,
• 2 B another schematic view of the exemplary embodiment of the axle counter system 2a ,
• 2c a schematic equivalent circuit view of a sensor module of the exemplary embodiment of the axle counter system 2a ,
• 3 a schematic view of a further embodiment of an axle counter system according to the present application,
• 4 an exemplary diagram of a first frequency curve and a second frequency curve as well as an adapted frequency difference threshold value,
• 5 an exemplary further diagram of a first frequency curve and a second frequency curve as well as an adapted frequency difference threshold value,
• 6 schematic views of an exemplary rail vehicle, an exemplary axle pattern intended for the rail vehicle and an exemplary stored reference axle pattern of a known type of rail vehicle,
• 7 a diagram of an embodiment of a method according to the present application.

Similar elements are given similar reference numbers below.

The 1 shows a schematic view of an exemplary embodiment of an axle counter system 100 according to the present application. The axle counter system 100 is used to monitor a track section (not shown) of a rail system. It is understood that several successive track sections can be monitored by several successive axle counter systems, for example (viewed in the direction of travel of a rail vehicle) the second axle counter of a first track section is identical to the first axle counter of a second track section adjoining the first track section.

The axle counter system 100 includes at least one evaluation arrangement 102 with a reception module 104. As shown, the axle counter system 100 can only be formed by the evaluation arrangement 102 in one exemplary embodiment. The evaluation arrangement 102 can include several modules 104, 106, 108 and can in particular be a data processing device. For example, the data processing device can be a data processing device of a track connection device (not shown) of the rail system or of a signal box (not shown) of the rail system. In preferred variants of the application, the data processing device can be a distributed data processing device, which can be arranged, for example, in a signal box and a track connection device or the like.

The at least one receiving module 104 is set up to receive at least a first sensor data stream from a first sensor module (not shown) arranged on the track section, comprising a first resonant circuit with a first coil arranged on a rail of the track section and a second resonant circuit with a second one arranged on the rail Kitchen sink. As already described, an analog/digital converter (not shown) can provide the sensor data stream. The first sensor data stream contains at least a first frequency curve of the first resonant circuit and a second frequency curve of the second resonant circuit. Preferably, the receiving module 104 can be integrated in a communication module, set up for the bidirectional exchange of data.

The evaluation arrangement 102 includes an evaluation module 106. The evaluation module 106 is set up to determine a number of axles of a rail vehicle that has passed the first sensor module, at least based on the first frequency curve and the second frequency curve and on a frequency difference threshold value.

In addition, the evaluation arrangement 102 comprises at least one threshold adjustment module 108. The threshold adjustment module 108 is configured to adjust the frequency difference threshold, at least based on a provided axle counter system state of the axle counter system 100. The provided axle counter system state can be provided, for example, by the first sensor data stream. In particular, the axle counter system state can contain a sensor module temperature of the first sensor module and/or a rest frequency of the first oscillating circuit measured during a rest phase of the first sensor module and/or a second rest frequency of the second oscillating circuit measured during the rest phase. As already described, an axle counter system state can contain further or other data.

Depending on the provided axle counter system state, the threshold adjustment module 108 can adjust (i.e. increase or reduce) the frequency difference threshold dynamically and in particular in a continuous manner, particularly upon detection of a change in the axle counter system state.

For example, an assignment table (or a control data set) can be stored in a data memory (not shown) of the evaluation arrangement 102, which shows which frequency difference threshold value is set in which (current) axle counter system state. For example, at least a first axle counter system state area can be assigned to a first frequency difference threshold value, and a second axle counter system state area that differs from the first axle counter system state area can be assigned to a second frequency difference threshold value that differs from the first frequency difference threshold value. If the threshold adjustment module 108 determines that the current axle counter system state is within the first axle counter system state range, adjusting the frequency difference threshold may include setting the frequency difference threshold to the first frequency difference threshold. If it is determined by the threshold adjustment module 108 that the current axle counter system state is in the second axle counter system state range, adjusting the frequency difference threshold may include setting the frequency difference threshold to the second frequency difference threshold. It is understood that three or more axle counter system status areas and a corresponding number of Frequency difference thresholds can be provided.

The 2a to 2c show schematic views of a further embodiment of an axle counter system 200 according to the present application. To avoid repetition, essentially only the differences from the previous exemplary embodiment will be explained below and otherwise refer to the previous statements 1 referred. Furthermore, it should be noted that all modules of the evaluation arrangement 202 have not been represented here solely for the sake of a better overview.

The axle counter system 200 comprises an evaluation arrangement 202, which in this case can be arranged in the track connection device 228 of the rail system 240. At least the determined number of axles can be output (for further evaluation) to, for example, another module of the evaluation arrangement 202, which can be arranged in the signal box 210 of the rail system 240.

In addition, a first sensor module 212 is shown here. In particular, the axle counter system 200 may include the first sensor module 212. The first sensor module 212 can be communicatively connected to the evaluation arrangement 202, in particular a reception module 204, via a communication network or a connecting cable 238.

As already explained, the connecting cable 238 or the connecting line 238 can be part of the respective resonant circuit. At the end of the connecting cable 238, an analog/digital converter (not shown) can be arranged, in particular set up to provide the sensor data stream.

A (wireless and/or wired) communication network 239 can be provided between the track connection device 228 and the signal box 210, for example to transmit a certain number of axles to the signal box.

As can be seen, the first sensor module 212 is arranged on the rail 214 of the track section 216 to be monitored. In particular, a sensor module 212 is arranged on the rail in such a way that a wheel 218 passing in front causes a change in the sensor parameter (in particular a frequency).

A sensor module 212 includes a first resonant circuit 230 with a first coil 222 and a second resonant circuit with a second coil 224. The first coil 222 can be formed identically to the second coil 224. Like this in particular 2 B As can be seen, the first coil 222 can be arranged offset from the second coil 224 (seen in the rail extension direction 226). A predefined distance 225, which is known in particular to the evaluation arrangement 202, can be provided between the first coil 222 and the second coil 224. On the one hand, the offset arrangement serves to (conventionally) determine the direction of travel of the rail vehicle. In addition, as explained above, the predefined distance 225 can be used to determine a speed of the rail vehicle.

From the 2c It can be seen in particular that the sensor module 212 can include a changeover circuit 234. In particular, the first coil 222 and the second coil 224 can be connected to a capacitor 236 via the alternating circuit 234. This allows the respective resonant circuit 230, 232 to be formed. The switching time of the changeover circuit 234 between the first coil 222 and the second coil 224 can be between 0.1 ms and 10 ms, for example 0.5 ms. The resonant circuit frequencies of the resonant circuits 230, 232 are, for example, between approximately 300 kHz and 350 kHz. The respective frequency of the resonant circuits 230, 232 can be recorded, for example every 1 ms, via the alternating circuit 234. In other words, a first frequency response of the first resonant circuit 230 and a second frequency response of the second resonant circuit 232 can be recorded. In particular, the frequency change Δf of the respective resonant circuit 230, 232 is recorded over time t.

In addition, a sensor module 212 can preferably include a temperature sensor 220, set up to detect or measure the temperature of the sensor module 212. The measured sensor module temperature can in particular be provided to the evaluation arrangement 202, for example included in the transmitted sensor data stream.

It is understood that the above-mentioned elements of a sensor module can be integrated in a housing of the sensor module.

The 3 shows a schematic view of an embodiment of a rail system 340 according to the present application with a particularly preferred embodiment of an axle counter system 300 according to the present application. To avoid repetition, essentially only the differences from the previous exemplary embodiments will be explained below and otherwise refer to the previous statements 1 and 2 referred. Furthermore, it should be noted that only in favor of a better Overview of a representation of the various elements of the sensor modules 312, 342 has been omitted here.

The rail system 340 includes a track section 316 to be monitored with a track formed by two parallel rails 314. The track section 316 runs from a first end 344 to a second end 346 or may be defined by the first end 344 and the second end 346. A first sensor module 312 is arranged in the area of the first end 344 and a second sensor module 342 is arranged in the area of the second end 346. The first sensor module 312 is arranged (directly) on a rail 314 and the second sensor module 342 is arranged (directly) in particular on the same rail 314. In variants of the application, two first sensor modules can be arranged opposite one another on the rails 314 at the first end 344 and two second sensor modules can be arranged opposite one another on the rails 314 at the second end 346.

The evaluation arrangement 302 is in the present case a distributed evaluation arrangement 302. For example, some of the modules of the evaluation arrangement 302 are implemented in respective track connection devices 328 and another part of the modules in a signal box 310. As shown, the same modules can be integrated in each track connection device 328. In other words, the evaluation arrangement 302 can comprise two evaluation modules 306, two threshold adjustment modules 308, etc. If more than two track connection devices and a corresponding number of sensor modules are present, a corresponding number of these modules can be present in the evaluation arrangement 302. In particular, each sensor module 312, 342 can be connected to an associated track connection device 328. It is understood that in variants of the application the modules can also be distributed in a different way. In particular, a track connection device 328 can transmit data (e.g. a specific number of axles and/or a specific axle pattern) to a communication module 370 of the signal box 310 via a communication module 368.

In this case, the sensor modules 312, 342 are each communicatively connected to a receiving module 304 of the evaluation arrangement 302 via a connecting cable 338. As has already been described, the evaluation arrangement 302 can be arranged on two or more computing devices of a data processing device.

The functionality of the evaluation arrangement 302 is explained below with the help of 4 to 6 described in more detail. The 4 and 5 show diagrams with exemplary frequency curves Δf and exemplary curves of an adapted frequency difference threshold value. The frequency curves Δf shown over time t represent the difference between the (current) oscillation frequency of the first and second oscillating circuits compared to the resting frequency of the respective oscillating circuit. The frequency curve images show the detuning of the two oscillating circuits caused by the wheel of a rail vehicle passing the sensors . The fundamental frequency of the two resonant circuits is in the order of 300 to 350 kHz, the maximum frequency difference Δf is typically in the order of 2 kHz. The 6 shows a schematic view of an exemplary rail vehicle 690 and diagrams with exemplary axle patterns 676, 678.

The evaluation arrangement 302 includes at least one evaluation module 306 and a threshold value adjustment module 308. As has already been described, the evaluation module 306 is set up to determine a (first and second) number of axles of a rail vehicle that has passed a sensor module 312, 342, at least based on the first frequency curve and the second frequency curve and on the frequency difference threshold Δf _s . Particularly preferably, the evaluation module 306 can be set up to detect or count the wheels of a rail vehicle that have passed a sensor module 312, 342. In one case, a wheel can always be detected when both the first frequency curve and the second frequency curve exceed the specific frequency difference threshold Δf _s (for example within a predefined period of time).

Preferably, a frequency curve image of the first frequency curve and the second frequency curve can be predefined. For example, the frequency curve image can be stored in a data memory 348, which the evaluation module 306 can access in particular. The frequency curve image is characteristic of a wheel of the rail vehicle that has passed or moved past a sensor module 312, 342. The evaluation module 306 can be set up to determine the number of axles of the rail vehicle that has passed the sensor module 312, 342, based on a comparison of the first frequency curve and the second frequency curve with the predetermined frequency curve image. The evaluation module 306 can be set up to detect a wheel by comparing the frequency curves mentioned with the stored frequency curve image. A wheel can be used for each frequency curve image recognized in the first frequency curve and the second frequency curve or the corresponding axis pattern or frequency curve pattern corresponding to the predetermined frequency curve image detected or counted. The counted number of wheels then results in the number of axles of the rail vehicle.

As has already been described, the predetermined frequency curve image can define at least a time interval range Δt _Ber between a first frequency maximum Δf _max,A of the first frequency curve (designated A) and a second frequency maximum Δf _max,B of the second frequency curve (designated B). Preferably, in addition, the predetermined frequency curve image can define a first frequency maximum range 470, a second frequency maximum range 472 and an intersection range 474. The intersection area 474 can be an area in which the first frequency curve after the first frequency maximum Δf _max,A (and before the second frequency maximum Δf _max,B ) intersects with the second frequency curve or in which the intersection point Δf must _lie , so that a wheel is detected.

In addition, it may be provided, as in 4 It is shown that the evaluation module 306 only evaluates the respective frequency curve that lies above the adjusted frequency difference threshold value Δf _s . In variants of the application, an adjustment of the frequency difference threshold value Δf _s can also be omitted, as explained.

Optionally, at least one error frequency curve image of the first frequency curve and the second frequency curve can be predefined. The error frequency curve image can be characteristic of a fault occurring in a sensor module 312, 342. Preferably, the characteristic error frequency waveform image may be stored in the data memory 348. The evaluation module 306 can be set up to determine the number of axles of the rail vehicle that has passed the sensor module 312, 342, based on a comparison of the first frequency curve and the second frequency curve with the predetermined error frequency curve image.

In particular, a wheel cannot be recognized or counted by the evaluation module 306 if the characteristic error frequency curve image is detected in the first frequency curve and the second frequency curve.

Preferably, the predetermined error frequency curve image can define at least one error time interval range between the first frequency curve and the second frequency curve. For example, the error time interval range can define a simultaneity of the frequency change of the first frequency curve and the frequency change of the second frequency curve. In addition, the predetermined error frequency curve image can define a first error curve of the first frequency curve and/or a second error curve of the second frequency curve. In particular, an error curve can be defined by a characteristic height Δf _char , a characteristic gradient Δf'(t) _char and/or a characteristic duration Δ t _char . An example of such a disruptive event is a so-called “transformer inrush”, which occurs in the 5 is shown. In the event of such a disruption, the connection between the pantograph and the overhead line is interrupted for a short time. A voltage peak then occurs particularly when the pantograph makes (re)contact with the overhead line. As can be seen, the resonant circuits are affected at the same time during such a disruptive event. In addition, this disruptive event essentially causes a “sawtooth” error frequency response pattern in the respective frequency response. If such frequency curves are detected, a wheel is not counted despite the adjusted frequency difference threshold value Δf _s being exceeded.

Optionally, the evaluation arrangement 302 can include a speed determination module 350. Alternatively or additionally, a speed of a rail vehicle can also be provided by another source (not shown), for example via the reception module 304.

The speed determination module 350 can be set up to determine a speed of the rail vehicle passing a sensor module 312, 342, based on at least the first frequency curve, the second frequency curve and the predefined geometric distance (cf. e.g 2a -c) between the first resonant circuit and the second resonant circuit of the sensor module. The evaluation module 306 can take the specific speed of the rail vehicle into account during the evaluation and can in particular be set up to determine the number of axles of the rail vehicle, further based on the specific speed.

The evaluation of the first and second frequency curves can be done in particular as follows: In particular, a first time interval Δts can be determined by the speed determination module 350 between a first exceeding time at which the first frequency curve exceeds the adapted frequency difference threshold value Δf _s , and a second exceeding time at which the second frequency curve exceeds the adjusted frequency difference threshold Δf _s . Based on this time interval Δts and the predefined geometric distance between Between the first resonant circuit and the second resonant circuit, the speed determination module 350 can then determine, in particular calculate, the (actual) speed of the rail vehicle.

Alternatively or additionally, the speed determination module 350 can determine a second time interval Δt _max between the first frequency maximum Δf _max,A of the first frequency curve and a second frequency maximum Δf _max,B of the second frequency curve. Based on this time interval Δt _max and the predefined geometric distance between the first resonant circuit and the second resonant circuit, the speed determination module 350 can then determine, in particular calculate, the (actual) speed of the rail vehicle.

Alternatively or additionally, a third time interval Δt _SP can be determined by the speed determination module 350 between a first centroid of a first partial frequency curve and a second centroid of a second partial frequency curve. The first partial frequency curve runs in particular between a first starting time t _s1 , at which the first frequency curve begins to rise from the resting frequency, and a first end time t _e1 , at which the first frequency curve reaches the resting frequency (after the first frequency maximum Δf _max,A ). (essentially) achieved again. The second partial frequency curve runs in particular between a second starting time t _s2 , at which the second frequency curve begins to rise from the resting frequency, and a second end time t _e2 , at which the second frequency curve reaches the resting frequency (after the second frequency maximum Δf _max,B ). (essentially) achieved again.

As already described, the threshold adjustment module 308 is at least set up to adjust the frequency difference threshold Δf _s , at least based on a provided axle counter system state (e.g. sensor module temperature, unloaded frequency curves, etc.) of the axle counter system 300. In particular, adjusting the frequency difference threshold Δf _s includes adjusting the frequency difference threshold during a rest phase of the respective sensor module 312, 342 to a frequency difference threshold value Δf _s,min , based on the axle counter system state provided.

Preferably, the threshold adjustment module 308 can be configured to adjust the frequency difference threshold Δf _s at least based on an axle counter system state including a detected event (in particular the speed of the rail vehicle and/or a detected wheel; and additionally e.g. based on a known minimum distance between two adjacent rail vehicle axles). The adjustment can be based, for example, at least on a speed of the rail vehicle and a minimum distance between two adjacent rail vehicle axles, in particular between two adjacent wheel sets of the rail vehicle. The speed can be provided, for example, by the speed determination module 350.

The threshold value adjustment module 308 can be set up to adjust the frequency difference threshold value Δf _s, in particular after a detection of a first wheel of the rail vehicle, by increasing the frequency difference threshold value Δf _s by at least a predefined increase value or to at least one predefined increased frequency difference threshold value Δf _{s, after} for an increase duration t _after ( v). This increase duration can depend on the speed of the rail vehicle and the minimum distance between a first rail vehicle axle arranged adjacent to a second rail vehicle axle. After detection of a first wheel means in particular after detection of the first frequency maximum Δf _max,A and the second frequency maximum Δf _max,B and in particular before reaching the first and/or second resting frequency.

In particular, from the 4 and 5 It can be seen that after an increase to the increased frequency difference threshold Δf _{s, after,} non-significant frequency changes, which can be caused by at least one further rail vehicle component, which, however, does not represent a wheel, lie essentially below the increased frequency difference threshold Δf _{s, after} . As has been described, the evaluation module 306 can in particular only evaluate the frequency curves that are above the frequency difference threshold Δf _s . In this way, it can be ensured in particular that the non-significant frequency changes mentioned do not lead to incorrect wheel detection or counting.

Preferably, the threshold value adjustment module 308 can be set up to adjust the frequency difference threshold value Δf _s after an expiry of the increase period t _after (v) by reducing the increased frequency difference threshold value Δf _s,after by at least one predefined reduction value or to at least one predefined reduced frequency difference threshold value Δf _s,sink ( t,v).

Preferably, the reduction can be a ramp-shaped reduction, while the increase can preferably be a one-time step-shaped increase after the detection of a wheel. How further from the 4 and 5 can be seen, after detection of another wheel, the reduced frequency difference threshold Δf _s,sink (t,v) can be increased to the increased frequency difference threshold Δf _s,after , until the frequency difference threshold Δf _s (again) reaches the frequency difference threshold when a rail vehicle end is detected Δf _s,min is set.

After a previously described determination of the first number of axles and/or the second number of axles, a verification of the specific number of axles (in particular with regard to plausibility) can optionally be carried out. Optionally, the evaluation arrangement 302 can include at least one center distance determination module 352, set up at least to determine a center distance 682, 684 (cf. 6 ) between a first rail vehicle axle (or a first wheel 618 and / or a first wheelset) and a second (arranged adjacent to the first rail vehicle axle) rail vehicle axle (or second wheel 618 and / or a first wheelset) of the rail vehicle 690, based on a Speed of the rail vehicle 690 and a fourth time interval between the first detection time of the first rail vehicle axle and the second detection time of the second rail vehicle axle. The speed of the rail vehicle 690 can be determined, for example, by the aforementioned speed determination module 350 and/or provided by the other source already described.

The rail vehicle 690 can, for example, be formed from at least one locomotive or railcar (for example two) of a specific locomotive or railcar type 692 and at least one wagon (for example three) of a specific wagon type 694.

Furthermore, the evaluation arrangement 302 can optionally include at least one pattern detection module 354. The pattern detection module 354 can be set up to detect or determine an axle pattern 676 of the rail vehicle 690 passing the first (and/or second) sensor module 312, 342, based on the first frequency curve and/or the second frequency curve. In particular, the determination of an axle pattern 676 can be based on a (recorded) frequency waveform pattern of the rail vehicle formed by the mentioned frequency waveforms. The determination of the axle pattern 676 can be based in particular on the axle distances of the rail vehicle determined by the axle distance determination module.

In the present exemplary embodiment, the specific number of axles and the specific axle patterns can be transmitted to the signal box 310 for further evaluation. In variants of the registration, the axle pattern evaluation and/or axle number evaluation described below can also be carried out in the respective track connection device 328.

The evaluation arrangement 302 preferably comprises at least one counting error detection module 356. The counting error detection module 356 can be set up to detect a specific number of axles determined to be faulty by comparing the specific axle pattern 676 with at least one reference axle pattern 678 of a known rail vehicle type stored in a further data memory (not shown) of the evaluation arrangement 302 . An axle pattern can be composed of individual axle patterns from known locomotive, railcar and/or wagon types.

Preferably, a plurality of reference axle patterns of a corresponding plurality of known rail vehicles can be stored in the further data memory of the evaluation arrangement 302. If it is determined during a comparison that the detected axis pattern 676 corresponds to a stored reference axis pattern 678, i.e. is essentially identical, the specific number of axes can thereby be additionally verified. In other words, the probability of a correct axle count can be increased even further.

If the comparison determines that the detected axis pattern 676 does not correspond to a stored reference axis pattern 678 (as in 6 indicated), i.e. is not essentially identical, the specific number of axes (for example 11) can be assessed as incorrectly determined. This can be output, for example.

An error correction can preferably be carried out based on the comparison of the axis patterns 676, 678 mentioned. If the specific axis pattern 676 deviates from the stored reference axis pattern 678, in particular in a (single) deviation range 688 or an axis distance 684 ', the deviation can be evaluated by an optional error evaluation module 358 of the evaluation arrangement 302. For example, if a rail vehicle axle is missing in the specific axle pattern 676 in the deviation area 688 (as shown) or there is too much of a rail vehicle axle in the deviation area, the error evaluation module 358 can carry out a plausibility check as to whether such a deviation can even be present in a rail vehicle. If the error evaluation module 358 comes to the conclusion that the existing deviation is not possible in a rail vehicle (which is the case here, for example, based on the comparison carried out), the error evaluation module 358 can correct the previously incorrectly determined number of axles (in the present case, for example, to the value 12 axles ).

In other words: counting errors can be detected when the rail vehicle has completely passed over a sensor module of the axle counter system. It is no longer necessary to drive over other subsequent sensor modules. For further plausibility, the captured axis pattern can be compared with the reference axis pattern. As has been described, the reference axle pattern can be a stored reference axle pattern from a known rail vehicle or a reference axle pattern that was detected and in particular recorded on a previous track section on at least one further sensor module. Compared to the prior art, the correction of counting errors can be further improved and accelerated.

In addition, the axle counter system 300 can include at least one track section release device 360 (here, for example, integrated in the evaluation arrangement 302, in particular in the signal box 310) with a comparison module 362. The comparison module 362 is in particular set up to compare the specific first number of axles and a specific second number of axles. The first number of axes is based on an evaluation of the first sensor data stream of the first sensor module 312 and the second number of axes is based on an evaluation of a second sensor data stream of the second sensor module 342.

The track section release device 360 may further include a track release module 364, set up to release the monitored track section 316, based on a comparison result provided by the comparison module 362 or on a control of the error evaluation module 358 (in particular after a previously described correction of a number of axles). For example, a release signal can be sent out (in a conventional manner) via a transmitter module 366.

The 7 shows a diagram of a preferred embodiment of a method according to the present application. The method is used to monitor a track section, in particular by operating/controlling an axle counter system (e.g. accordingly 1 , 2 and/or 3).

In a first step 701, a receiving module of an evaluation arrangement receives a first sensor data stream from a first sensor module arranged on the track section, comprising a first oscillating circuit with a first coil arranged on a rail of the track section and a second oscillating circuit with a second coil arranged on the rail, wherein the first sensor data stream contains at least a first frequency curve of the first oscillating circuit and a second frequency curve of the second oscillating circuit.

In a step 703, a frequency difference threshold value is adjusted (dynamically) by a threshold value adjustment module of the evaluation arrangement, at least based on a provided axle counter system state of the axle counter system.

In a step 705, a first number of axles of a rail vehicle that has passed the first sensor module is determined, at least based on the first frequency curve and the second frequency curve of the first sensor data stream and the adapted frequency difference threshold value.

Preferably, in a step 707, a second sensor data stream from a first second sensor module arranged on the track section can be received by a receiving module of an evaluation arrangement, comprising a first resonant circuit with a first coil arranged on the rail of the track section and a second resonant circuit with a second the coil arranged on the rail, wherein the second sensor data stream contains at least a first frequency curve of the first resonant circuit and a second frequency curve of the second resonant circuit.

In a step 709, a (dynamic) adjustment can take place by a threshold value adjustment module of the evaluation arrangement of a frequency difference threshold value, at least based on a provided axle counter system state of the axle counter system.

In a step 711, a determination of a second number of axles of a rail vehicle passing the second sensor module can take place, at least based on the first frequency curve and the second frequency curve of the second sensor data stream as well as the adapted frequency difference threshold value.

As described, the first number of axles and the second number of axles are preferably compared with each other in step 713. If it is determined that the number of axles mentioned are identical, the monitored track section can be released in step 715, as described.

In particular, if the first number of axes differs from the second number of axes (optionally also with the same number of axes), an axis pattern can be created from the respective first frequency curve and the respective second frequency curve for each specific number of axes in step 717. The first axis pattern created and the second axis pattern created can be compared in the manner described above with at least one reference axis pattern stored in a data memory or a reference axis pattern provided. If a detection error can be recognized through the comparison, so that if the detection error does not exist, the first (e.g. corrected) number of axes is equal to the second number of axes, you can continue with step 715. Otherwise, in step 719, a corresponding message can be output that an (uncorrectable) deviation between the first number of axles and the second number of axles has been detected and that the monitored track section is assessed as still occupied.

In particular, the axle counter system according to the application enables detection reliability with a maximum error rate of 1:1 million.

List of reference symbols:

100

Axle counter system

102

Evaluation arrangement

104

Receiving module

106

Evaluation module

108

Threshold adjustment module

200

Axle counter system

202

Evaluation arrangement

204

Receiving module

206

Evaluation module

208

Threshold adjustment module

210

Signal box

212

Sensor module

214

rail

216

Track section

218

wheel

220

Temperature sensor

222

first coil

224

second coil

225

predefined geometric distance

226

Rail extension direction

228

Track connection device

230

first oscillating circuit

232

second oscillating circuit

234

Switching

236

capacitor

238

Cable connection

239

Communication network

240

Rail system

300

Axle counter system

302

Evaluation arrangement

304

Receiving module

306

Evaluation module

308

Threshold adjustment module

310

Signal box

312

first sensor module

314

rail

316

Track section

328

Track connection device

338

Cable connection

339

Communication network

340

Rail system

342

second sensor module

344

first ending

346

second ending

348

Data storage

350

Speed determination module

352

Center distance determination module

354

Pattern detection module

356

Counting error detection module

358

Error evaluation module

360

Track section release device

362

Comparison module

364

Track release module

366

Transmitter module

368

Communication module

369

Communication module

470

first frequency maximum range

472

second frequency maximum range

474

Intersection area

618

wheel

676

specific axis pattern

678

Reference axis pattern

682

Axle distance

684

Axle distance

688

Deviation range

690

Rail vehicle

692

Locomotive or railcar type

694

Wagon type

Claims (18)

Axle counter system (100, 200, 300) for monitoring a track section (216, 316) of a rail system (240, 340), comprising: - at least one evaluation arrangement (102, 202, 302) with a receiving module (104, 204, 304), set up at least for receiving a first sensor data stream from a first sensor module (212, 312) arranged on the track section (216, 316), comprising a first oscillating circuit (230) with a first coil (222) arranged on a rail (214, 314) of the track section (216, 316) and a second oscillating circuit (232) with a second coil (224) arranged on the rail (214, 314), - wherein the first sensor data stream has at least a first frequency curve of the first oscillating circuit (230) and a second frequency curve of the second oscillating circuit (232), - wherein the evaluation arrangement (102, 202, 302) comprises an evaluation module (106, 206, 306), set up to determine a number of axles of a rail vehicle (690) driving past the first sensor module (212, 312), at least based on the first frequency curve and the second frequency curve and on a frequency difference threshold value, characterized in that - the evaluation arrangement (102, 202, 302) comprises at least one threshold value adjustment module (108, 208, 308), set up to adjust the frequency difference threshold value, at least based on a provided axle counter system state of the axle counter system (100, 200, 300). Axle counter system (100, 200, 300) according to Claim 1 , characterized in that - the receiving module (104, 204, 304) is configured to receive a sensor module temperature detected by at least one temperature sensor (220) of the first sensor module (212, 312), and - the axle counter system state provided contains at least the received sensor module temperature. Axle counter system (100, 200, 300). Claim 1 or 2 , characterized in that - the axle counter system state contains a first resting frequency of the first resonant circuit (230) measured in the uninfluenced state of the first sensor module (212, 312) and/or a second measured resting frequency of the second resonant circuit (232). Axle counter system (100, 200, 300) according to one of the preceding claims, characterized in that - a frequency curve image of the first frequency curve and the second frequency curve is predetermined, - the frequency curve image for a wheel (218) passing the first sensor module (212, 312). , 618) of the rail vehicle (690) is characteristic, and - wherein the evaluation module (106, 206, 306) is set up to determine the number of axles of the rail vehicle (690) that has passed the first sensor module (212, 312), based on a comparison of the first frequency curve and the second frequency curve with the specified frequency curve image. Axle counter system (100, 200, 300) according to Claim 4 , characterized in that - the predetermined frequency response image defines at least one time interval range between a first frequency maximum of the first frequency response and a second frequency maximum of the second frequency response. Axle counter system Claim 4 or 5 , characterized in that - the predetermined frequency curve image defines a first frequency maximum range, a second frequency maximum range and an intersection area, - the intersection area being a region in which the first frequency curve after the first frequency maximum intersects with the second frequency curve. Axle counter system (100, 200, 300) according to one of the preceding claims, characterized in that - at least one error frequency curve image of the first frequency curve and the second frequency curve is predetermined, - the error frequency curve image for one on the first sensor module (212, 312 ) occurring disturbance is characteristic, and - the evaluation module (106, 206, 306) is set up to determine the number of axes of the The rail vehicle (690) passing the first sensor module (212, 312), based on a comparison of the first frequency curve and the second frequency curve with the predetermined error frequency curve image. Axle counter system (100, 200, 300). Claim 7 , characterized in that - the predetermined error frequency curve image defines at least one error time interval range between the first frequency curve and the second frequency curve, and / or - the predetermined error frequency curve image defines a first error curve of the first frequency curve and a second error curve of the second frequency curve. Axle counter system (100, 200, 300) according to one of the preceding claims, characterized in that - the evaluation arrangement (102, 202, 302) comprises at least one speed determination module (350), set up to determine a speed on the first sensor module (212, 312 ) passing rail vehicle (690), based at least on the first frequency curve, the second frequency curve and a predefined geometric distance (225) between the first resonant circuit (230) and the second resonant circuit (232), - the evaluation module (106, 206, 306 ) is set up to determine the number of axles, also based on the specific speed. Axle counter system (100, 200, 300). Claim 9 , characterized in that - the speed determination module (350) is set up to determine the speed of the rail vehicle (690), based on: - a determined first time interval between a first exceedance point in time at which the first frequency curve exceeds the adapted frequency difference threshold value, and a second exceedance point in time , at which the second frequency curve exceeds the adjusted frequency difference threshold value, and/or - a determined second time interval between a first frequency maximum of the first frequency curve and a second frequency maximum of the second frequency curve, and/or - a determined third time distance between a first center of gravity of a first partial Frequency curve and a second center of gravity of a second partial frequency curve, - wherein the first partial frequency curve runs between a first starting time at which the first frequency curve begins to rise from the resting frequency, and a first end time at which the first frequency curve reaches the resting frequency again , and the second partial frequency curve runs between a second starting time, at which the second frequency curve begins to rise from the resting frequency, and a second end time, at which the second frequency curve reaches the resting frequency again. Axle counter system (100, 200, 300) according to one of the preceding claims, characterized in that - the threshold adjustment module (108, 208, 308) is set up to adjust the frequency difference threshold value at least based on an axle counter system state containing a detected event. Axle counter system (100, 200, 300). Claim 11 , characterized in that - the threshold adjustment module (108, 208, 308) is set up to adjust the frequency difference threshold value after detection of a first wheel (218, 618) of the rail vehicle (690) by increasing the frequency difference threshold value by at least a predefined increase value or to at least a predefined increased frequency difference threshold value for an increase duration, - the increase duration depending on a speed of the rail vehicle (690) and the minimum distance between a first rail vehicle axle arranged adjacent to a second rail vehicle axle. Axle counter system (100, 200, 300). Claim 12 , characterized in that - the threshold adjustment module (108, 208, 308) is set up to adjust the frequency difference threshold value after the increase period has expired by reducing the increased frequency difference threshold value by at least one predefined reduction value or to at least one predefined reduced frequency difference threshold value. Axle counter system (100, 200, 300) according to one of the preceding claims, characterized in that - the evaluation arrangement (102, 202, 302) comprises at least one axle distance determination module (352), set up at least to determine an axle distance between a first rail vehicle axle and a second rail vehicle axle of the rail vehicle (690), based on a speed of the rail vehicle (690) and a fourth time interval between the first detection time of the first rail vehicle axle and the second detection time of the second rail vehicle axle. Axle counter system (100, 200, 300) according to one of the preceding claims, characterized in that - the evaluation arrangement (102, 202, 302) comprises at least one pattern detection module (354), set up to determine an axle pattern on the first sensor module (212, 312 ) passing rail vehicle (690), based on the first frequency curve and / or the second frequency curve, and - the evaluation arrangement (102, 202, 302) comprises at least one counting error detection module (356), set up to detect a specific number of axles determined to be incorrect by comparing the certain axle pattern with at least one reference axle pattern of a known rail vehicle type or a provided reference axle pattern stored in a data memory (348) of the evaluation arrangement (102, 202, 302). Axle counter system (100, 200, 300) according to one of the preceding claims, characterized in that - the axle counter system (100, 200, 300) comprises at least one track section release device (360) with a comparison module (362), set up to compare the determined first number of axles and a specific second number of axles, - the second number of axles being based on an evaluation of a second sensor data stream from a second sensor module (342) arranged on the rail (214, 314), - wherein the track section release device (360) comprises a track release module (364), set up for release of the monitored track section (216, 316), based on a comparison result provided by the comparison module (362). Rail system (240, 340), comprising: - at least one track section (216, 316) to be monitored, - at least one first sensor module (212, 312) arranged at a first end of the track section (216, 316), - at least one second sensor module (342) arranged at a second end of the track section (216, 316), and - At least one axle counter system (100, 200, 300) according to one of the preceding claims. Method for monitoring a track section (216, 316), comprising: - Receiving, by a receiving module of an evaluation arrangement (102, 202, 302), a first sensor data stream of a first sensor module (212, 312) arranged on the track section (216, 316), comprising a first resonant circuit (230) with a first on a rail (214, 314) of the track section (216, 316) arranged coil (222) and a second resonant circuit (232) with a second coil (224) arranged on the rail (214, 314), - wherein the first sensor data stream contains at least a first frequency curve of the first resonant circuit (230) and a second frequency curve of the second resonant circuit (232), - Adjusting, by a threshold value adjustment module of the evaluation arrangement (102, 202, 302), a frequency difference threshold value, at least based on a provided axle counter system state of the axle counter system (100, 200, 300), and - Determining a number of axles of a rail vehicle (690) passing the first sensor module (212, 312), at least based on the first frequency curve and the second frequency curve as well as the adapted frequency difference threshold value.

Images