EP3351452B1 - Verfahren und anlage zur automatischen analyse der entwicklung der gleisgeometrie - Google Patents
Verfahren und anlage zur automatischen analyse der entwicklung der gleisgeometrie Download PDFInfo
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- EP3351452B1 EP3351452B1 EP18152813.4A EP18152813A EP3351452B1 EP 3351452 B1 EP3351452 B1 EP 3351452B1 EP 18152813 A EP18152813 A EP 18152813A EP 3351452 B1 EP3351452 B1 EP 3351452B1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
- B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
- B61K9/08—Measuring installations for surveying permanent way
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- B61L15/0094—
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning, or like safety means along the route or between vehicles or vehicle trains
- B61L23/04—Control, warning, or like safety means along the route or between vehicles or vehicle trains for monitoring the mechanical state of the route
- B61L23/042—Track changes detection
- B61L23/047—Track or rail movements
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
- B61L25/021—Measuring and recording of train speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
- B61L25/026—Relative localisation, e.g. using odometer
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
- B61L27/53—Trackside diagnosis or maintenance, e.g. software upgrades for trackside elements or systems, e.g. trackside supervision of trackside control system conditions
Definitions
- the present invention relates to railway traffic lanes, and more specifically to monitoring the evolution of the geometry of such lanes.
- the railway traffic lanes can be subject to local damage mainly resulting from the trains' traffic density and the dynamic behavior of the trains in their interaction with the track and / or the climate and / or the type the ground on which they lie and / or the maintenance operations they have undergone.
- Some of these degradations result in a local modification of the geometry of the track, characterized for its vertical part mainly by a vertical defect and / or a left defect or cant deviation, and for its horizontal part by a defect of transversal leveling and / or a gap defect.
- the railways are tracked either by means of machines measuring an arrow, for example of the Mauzin type, or by means of so-called inertial systems, for example a an inertial unit and cameras acquiring video images, such as the GEOV / GEOV2 system from MERMEC (installed on the IRIS train dedicated to the surveillance of high-speed lines in France).
- inertial systems for example a an inertial unit and cameras acquiring video images, such as the GEOV / GEOV2 system from MERMEC (installed on the IRIS train dedicated to the surveillance of high-speed lines in France).
- the detection of damage requires the use of specific equipment whose circulation is expensive and usually requires dedicated traffic paths (especially in the case of IRIS), or even the interruption of train traffic.
- a detected degradation exceeds a predefined threshold at a specific location, an alert is issued.
- a predefined threshold There are several degrees / warning thresholds. If the last warning threshold (or slowdown value) is reached, a maintenance operation is immediately decided. This operation requires the temporary closure of the track concerned and the use of machinery maintenance and personnel. However, if these maintenance machines and / or personnel are not available, or if it is not possible to temporarily prohibit traffic on the track concerned, a slowdown in traffic is imposed.
- the document FR 2,602,479 discloses a method and a device for measuring the reactions of railway vehicles during their rolling to evaluate the condition of railway tracks.
- the invention relates to a method of analyzing the geometry of at least one traffic lane of a network including rail, to overcome the aforementioned drawbacks.
- this installation may also include accelerometers installed in a rolling stock box.
- the rolling stock can be selected from a group comprising at least one locomotive, a motor vehicle, a railway car, and a wagon.
- the object of the invention is in particular to propose a method, and an associated facility 1, for enabling the automatic analysis of the geometry of traffic lanes 2 belonging to a rail network and each comprising two rail queues.
- FIG. 1 We schematically and functionally illustrated on the figure 1 an exemplary non-limiting embodiment of an analysis facility 1 according to the invention.
- an analysis facility 1 comprises at least rolling stock 3 equipped with sensors, at least acceleration, and suitable for driving on railway traffic lanes 2 each comprising two rows of rails, processing means 4, and analysis means 5.
- the rolling stock 3 can be of any type as long as they can ride on a railroad lane, including a high-speed line. Therefore, it may be for example a locomotive, a self-propelled vehicle, a railway car, or a wagon.
- the rolling stock 3 is a locomotive forming part of a passenger or freight train 6.
- the rolling stock 3 comprises at least two vertical acceleration sensors 7 installed on two opposite lateral sides and at the same altitude level as longitudinally. They can for example be installed respectively in or on the right and left axle boxes. Alternatively, they could be installed respectively in or on two lateral sides of a bogie frame or at the box.
- These vertical acceleration sensors 7 are adapted to acquire, at selected times, for example when the rolling stock 3, on which they are installed, circulates on a traffic lane 2, two vertical accelerations respectively right and left.
- the rolling stock 3 may include a geolocation device 8 for determining its geographical position as a function of information transmitted by a geolocation system 9 and received by an on-board communication module 10.
- this geolocation system 9 may be satellite.
- this geolocation system 9 may, for example, be a system type GPS ("Global Positioning System"). But the geolocation information could be transmitted by terrestrial antennas.
- geolocation device 8 and the communication module 10 are not necessarily part of the rolling stock 3, although this is preferable for a question of precision. Indeed, they could be installed in another rolling stock of his train 6, such as in the driver's cabin, possibly on the dashboard, or behind the windshield, when the rolling stock 3 is not the same. locomotive or the self-propelled vehicle.
- the analysis method is intended to be implemented by the analysis facility 1 presented partially above. It includes first and second steps.
- the two vertical accelerations av k (tj) are determined by the two right and left vertical acceleration sensors 7 of the rolling stock 3 and the geographical position pg (tj) is determined by the geolocation device 8 of the rolling stock 3 or other rolling stock of train 6.
- the time difference between two successive instants tj and tj + 1 is equal to one period.
- the latter may, for example, be between 1 ms and 5 ms.
- processing means 4 of the analysis facility 1 which carry out for each instant tj the spatial filtering, by means of the transfer function of a reference inspection car which is used on the rail network, of each vertical acceleration av k (tj) associated with the instant tj considered. It is also the processing means 4 of the analysis facility 1 which determine the two vertical arrows (or levelings) pvc k (tj) and associate these latter (pvc k (tj)) at this instant tj and at the position geographic pg (tj) associated.
- processing means 4 may, for example, be arranged in the form of software or computer modules or "software”. But in an alternative embodiment they could be made in the form of a combination of software modules and electronic circuits or "hardware".
- the processing means 4 are part of a computer 11 which is installed in a server 12.
- the two vertical accelerations av k (tj) are transmitted by waves to the server 12. and the geographical position pg (tj) associated with each instant tj.
- This transmission is performed by means of the communication module 10 which is embedded in the train 6, here in the rolling stock 3, and which is connected to at least one non-wired communication network 13 which can transmit data directly to the server 12 or indirect.
- This non-wired communication network 13 may be of terrestrial and / or satellite type, as illustrated in FIG. figure 1 .
- the reception of the transmitted data is carried out by means of a communication module 14 which is installed in the server 12, connected to at least one wired or non-wired communication network and which is coupled to the computer 11.
- the data transmissions can be possibly encrypted.
- the processing means 4 can be part of a computer installed in the hardware. rolling 3.
- each spatial filtering by convolving each vertical acceleration av k (tj) to a spatial pulse filter which is specific to the rolling stock 3.
- This convolution by a spatial (and not a frequency) filter is also used here to stabilize the accelerations, that is to say to remove in particular the high frequency contributions that pollute the integration step.
- the two vertical arrows pvc k (tj), determined for rolling stock 3 are compared to a selected geographical position pg (tj) of traffic lane 2, to at least two other vertical arrows pvc k. (tp), determined at a geographical position pg (tp) substantially equal to this geographical position pg (tj) chosen at least a previous instant tp.
- These comparisons are intended to obtain information relating to an evolution of the geometry of the traffic lane 2 at this selected geographical position pg (tj).
- Knowing the vertical arrow is used to decide if maintenance operations should be triggered. For example, when this arrow is greater than a predefined threshold, it may be decided to trigger maintenance operations. But it is also possible to take into account the temporal evolution of this arrow and / or the meteorological and / or topographical and / or geological context, in order to decide on the relevance of the triggering of maintenance operations, possibly preventively when the arrow is slightly below the predefined threshold but is growing rapidly. On the other hand, when the arrow is slightly below the predefined threshold but does not change significantly, we can decide to do nothing and therefore not to trigger preventive maintenance operations. We will return later to this mode of decision-making. The analysis of the forms of faults, their evolution, the environmental context and circulation will also guide the type of maintenance to be performed.
- Regular measurements can also be used to predict the evolution of the geometry of a channel, for example by using an unsteady ARMA type model.
- the analysis means 5 of the analysis facility 1 which compare the two vertical arrows pvc k (tj), determined at a selected geographical position pg (tj) of the track 2, with at least two other vertical arrows. pvc k (tp), determined at the geographical position pg (tp) at at least one previous instant tp. It is also the analysis means 5 of the analysis facility 1 which determine the information relating to the evolution of the geometry of the channel 2 at this selected geographical position pg (tp).
- This synchronization can, for example, be done by means of an inter-correlation function applied to the curve constructed from the last vertical arrows pvc k (tj) determined with the rolling stock 3 and at least one other constructed curve. from old vertical arrows pvc k (tp).
- analysis means 5 may, for example, be arranged in the form of software or computer modules. But in an alternative embodiment they could be made in the form of a combination of software modules and electronic circuits.
- the analysis means 5 can be part of the computer 11 of the server 12. This allows for quick exchanges with the processing means MT. But they could be part of another computer, possibly remote from the server 12 and dedicated to analysis.
- the processing means 4 are part of a computer installed in the rolling stock 3, it is transmitted by waves to the server 12, by means of of the communication module 10 and in the first step, the two vertical arrows pvc k (tj) and the times tj and geographical position pg (tj) associated, so that they are used by the analysis means 5.
- the server 12 includes, preferably and as illustrated on the figure 1 storage means 15 in which it stores the history of the received data and the traffic lane analyzes, and in particular each multiplet of data comprising an instant tj associated with two vertical arrows pvc k (tj) and a geographical position pg (tj).
- These storage means 15 may, for example, be in the form of a memory, possibly of software type. Storage may optionally be in the form of a geometry information database.
- the bytes may for example comprise information defining the climatic or meteorological conditions at the instant tj concerned or in moments or days preceding the instant tj concerned.
- Images of the circulation lane 2 are thus available very regularly with all the climatic and especially hygrometric changes, which is particularly useful in fast-moving areas such as muddy areas.
- the multiplets may for example, to include information defining maintenance operations carried out because of the values taken by their vertical arrows pvc k (tj) for the geographical position pg (tj) compared with the previous values taken for the same geographical position.
- a speed v (tj) of the rolling stock 3 from a first speed measurement delivered substantially for this instant tj by a tachometer embedded in the equipment. 3 or a motor vehicle moving the rolling stock 3, and a second speed measurement deduced information transmitted substantially for this moment by the geolocation system 9. This determination is performed by the processing means 4.
- the processing means can determine, for example by the processing means, the geographical position pg (tj) associated with each instant tj as a function of either the speed v (tj) determined for this instant tj, or a geographical position pg (tj-1 ) determined for the moment tj-1 immediately preceding this last instant tj, or a combination of the determined speed v (tj) and the determined geographical position pg (tj-1).
- the determination of the speed v (tj) can, for example, be done by linear interpolation.
- this option makes it possible to have at each instant tj a current position pg (tj) of the rolling stock 3, in particular when the temporal information transmitted by the geolocation system 9 is not available. Geographical pg (tj) thus determined from the velocities, then replaces the one initially associated with the vertical accelerations av k (tj), and is used by the processing means 4 to determine the vertical arrows pvc k (tj).
- the processing means 4 can determine for each instant tj the speed v (tj) of the rolling stock 3 by means of a constrained Gaussian process modeling method.
- This method can, for example, be that of Kriegeage.
- the processing means 4 can use either the first two vertical accelerations av1 k (tj) when the speed v (tj) is greater than a predefined threshold, or the two second vertical accelerations av2 k (tj) when the speed v (tj) is below this predefined threshold.
- this predefined threshold can be between 20 km / h and 60 km / h. It can for example be equal to 40 km / h.
- the two second vertical acceleration sensors 16 may, for example, be respectively installed in or on the right and left axle boxes, as the first vertical acceleration sensors 7. Alternatively, they could be installed respectively in or on two lateral sides of a bogie frame.
- the first two vertical acceleration sensors 7 may be of piezoelectric type, for example those marketed by the company PCB PIEZOTRONICS under the reference PCB 3741B12 or PCB 3711-B12, and the two second sensors of FIG. vertical acceleration 16 may be gyroscopic inclinometers, for example those marketed by Columbia under the reference SI-701 FND No. 1738.
- each instant tj at least a transverse acceleration in case atc (tj) and a vertical acceleration crate avc (tj) rolling stock 3 to determine a possible local superelevation and / or a possible local radius of curvature and / or a possible local slope of the traffic lane 2.
- each possible local overburden, each possible local radius of curvature, or each local slope is determined from the vertical accelerations avc ( tj) and transverse atc (tj) in cash determined for the moment tj.
- Estimates can be made at any time using mechanical modeling (Kalman filtering), or by using rigid body modeling.
- transverse accelerations atc (tj) and vertical avc (tj) in the case, determined for the moment tj, are preferably transmitted with the two or four vertical accelerations av k (tj), when the processing means 4 are installed in the server 12.
- transverse accelerations atc (tj) and vertical avc (tj) at the box may, for example, be stored in the storage means 15 within the multiplet associated with the instant tj.
- transverse accelerations atc (tj) and vertical avc (tj) at the body are acquired respectively by a lateral acceleration sensor and a vertical acceleration sensor 17 which is installed in the rolling stock 3, for example in a position front center of his body (here the driver's cabin (where there is the least passage)).
- a local superelevation and / or a local radius of curvature and / or a local gradient determined from the lateral and vertical accelerations measured by acceleration 17 at the time of a given moment tj differs (s) significantly from at least one local superelevation and / or a local radius of curvature and / or a previous local slope (e) (s), determined ( s) for at least one time tp preceding this given instant tj, and of at least one local superelevation and / or local radius of curvature and / or local slope following (e) (s), determined (s) ) for at least one moment ts following this given instant tj, we can replace this superelevation local and / or local radius of curvature and / or local slope determined (s) for that given instant tj by an average value of these local superelevation and / or local radius of curvature and / or a previous local slope ( e)
- a vertical arrow, determined for a given moment differs significantly from at least one preceding vertical arrow, determined for at least one instant preceding this given instant, and at least one vertical arrow following, determined for at least one moment following this given moment does not take into account this vertical arrow. It is considered that it is not representative of the evolution of the vertical arrow at the geographical position considered. For more robustness, the analysis of the evolution of the vertical arrow for a given geographic position can then be done, for example, from the calculated medians of the different vertical arrows at a given geographical position for several moments.
- the analysis means 5 can determine if a similar evolution has been determined in the past. For example, a similar evolution could be determined in the presence of meteorological conditions similar to those present during this sudden and important evolution and / or of a disorder similar to that present during this sudden and important evolution (as for example a slip ground or rail surface defect).
- the objective here is to determine the factors / causes influencing the evolution of a track, or in other words to define the disorder / defect of the component of the track which is at the origin of the defect of the geometry of the track.
- the means of analysis 5 can determine, in the history stored in the storage means 15, what decision had been taken in response to this similar evolution and what was the consequence of this decision on this similar development, in order to determine a decision adapted to this important and sudden evolution.
- the figure 2 schematically illustrates an example of an algorithm implementing an analysis method according to the invention.
- the algorithm begins in a substep 100 during which one acquires, at a time tj, two vertical accelerations av k (tj) sustained on two opposite sides of a rolling stock 3 circulating on a lane 2 and a geographical position pg (tj) of this rolling stock 3.
- a sub-step 110 is associated at this instant tj these two vertical accelerations av k (tj) and a current geographic position pg (tj) rolling stock 3. This association can be achieved using a current speed of the rolling stock 3. It will be noted that it is also possible and possibly associated at this instant tj a transverse acceleration at (tj).
- these two vertical accelerations av k (tj) and the current geographic position pg (tj), as well as possibly the current speed, can be transmitted to the server 12 via the communication network 13. and the transverse acceleration at (tj) associated with the instant tj.
- the processing means 4 perform a spatial filtering, specific to the rail network, of each vertical acceleration av k (tj) associated with the instant tj. It is also possible to determine precisely the speed v (tj), and in particular to deduce from the latter the precise geographical position pg (tj) of rolling stock 3 at time tj. It then replaces the one transmitted by wave. Then, (the processing means 4) determine a vertical deflection (or leveling) pvc k (tj) from each vertical acceleration av k (tj) filtered and associated with the instant tj.
- a sub-step 140 the processing means 4 associate at time tj the two vertical arrows pvc k (tj) and the geographical position pg (tj) possibly replaced.
- Sub-steps 100 to 140 constitute here the first step of a exemplary embodiment of the analysis method according to the invention.
- a sub-step 150 the two vertical arrows pvc k (tj) for the geographical position pg (tj) and at least two other vertical arrows pvc k (tp) are compared, for example via the analysis means 5. determined for a geographical position substantially equal to this geographical position pg (tj) at at least one previous instant tp, in order to obtain information relating to an evolution of the geometry of the traffic lane 2 at this geographical position pg (tj) .
- a substep 160 it is decided whether it is expedient to trigger maintenance operations in the zone comprising the geographical position pg (tj), notably as a function of the geometry evolution information obtained during the sub-step 160. step 150.
- Substeps 150 and 160 constitute here the second step of the exemplary embodiment of the analysis method according to the invention.
Claims (12)
- Verfahren zur Analyse der Geometrie mindestens eines Gleises (2) eines Netzes, umfassend zwei Schienenstränge, die geeignet sind, die Fahrt von Schienenfahrzeugen (3) zu gestatten, welches umfasst:i) einen ersten Schritt, in dem, in ausgewählten Momenten, zwei vertikale Beschleunigungen, denen auf zwei gegenüberliegenden Seiten und auf derselben Ebene ein auf dem Gleis (2) fahrendes Schienenfahrzeug (3) ausgesetzt wird, und eine geografische Position des Schienenfahrzeugs (3) erfasst werden, und mit jedem Moment die entsprechenden zwei vertikalen Beschleunigungen und die geografische Position assoziiert werden,dadurch gekennzeichnet, dass ein räumliches Filtern, für das Netz, jeder vertikalen Beschleunigung, die mit einem gegebenen Moment assoziiert ist, durchgeführt wird, und ein vertikaler Pfeil aus jeder vertikalen Beschleunigung, die gefiltert ist und mit einem gegebenen Moment assoziiert ist, bestimmt wird,
und diese beiden vertikalen Pfeile mit diesem gegebenen Moment und mit der assoziierten geografischen Position assoziiert werden, und dadurch, dass das Verfahren umfasst:
ii) einen zweiten Schritt, in dem die beiden vertikalen Pfeile, die für das Schienenfahrzeug (3) in einer gewählten geografischen Position des Gleises (2) bestimmten werden, mit mindestens zwei anderen vertikalen Pfeilen verglichen werden, welche in einer geografischen Position bestimmt werden, die im Wesentlichen gleich ist dieser gewählten geografischen Position in mindestens einem vorausgehenden Moment, um Informationen in Bezug auf eine Entwicklung der Geometrie des Gleises (2) in dieser gewählten geografischen Position zu erhalten. - Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass in dem ersten Schritt das räumliche Filtern durchgeführt wird, indem jede vertikale Beschleunigung mit einem räumlichen Impulsfilter gefaltet wird.
- Verfahren nach einem der Ansprüche 1 und 2, dadurch gekennzeichnet, dass in dem ersten Schritt für jeden Moment eine Geschwindigkeit des Schienenfahrzeugs (3) bestimmt wird aus einer ersten Geschwindigkeitsmessung, welche im Wesentlichen für diesen Moment durch einen Tachometer abgegeben wird, der sich an Bord des Schienenfahrzeugs (3) oder in einem das Schienenfahrzeug (3) bewegenden Kraftfahrzeug befindet, und/oder aus einer zweiten Geschwindigkeitsmessung, welche von Informationen abgeleitet wird, die im Wesentlichen für diesen Moment von einem Geolokalisationssystem übertragen werden, und/oder aus einer Schätzung der Geschwindigkeit, die zum Vergleich der Messungen der vertikalen Beschleunigungen an zwei verschiedenen Achsen berechnet wird, anschließend die geografische Position bestimmt wird, die mit jedem Moment assoziiert ist, als Funktion entweder der für diesen Moment bestimmten Geschwindigkeit oder einer geografischen Position, die für den Moment bestimmt wird, der diesem letzten Moment unmittelbar vorausgeht, oder aus einer Geschwindigkeit, die von zwei Akzelerometersensoren an zwei verschiedenen Achsen geschätzt wird, oder aus einer Kombination der bestimmten Geschwindigkeit und der bestimmten geografischen Position.
- Verfahren nach Anspruch 3, dadurch gekennzeichnet, dass in dem ersten Schritt in jedem gewählten Moment zwei erste empfindliche vertikale Beschleunigungen mit zwei ersten vertikalen Beschleunigungssensoren (7) und zwei zweite sehr empfindliche vertikale Beschleunigungen mit zwei zweiten vertikalen Beschleunigungssensoren (16) erfasst werden, und entweder die zwei ersten vertikalen Beschleunigungen, wenn die Geschwindigkeit über einer vordefinierten Schwelle liegt, oder die zwei zweiten vertikalen Beschleunigungen, wenn die Geschwindigkeit unter der vordefinierten Schwelle liegt, verwendet werden.
- Verfahren nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass in dem zweiten Schritt, wenn sich ein vertikaler Pfeil, der für einen gegebenen Moment bestimmt wird, erheblich unterscheidet von mindestens einem vorausgehenden vertikalen Pfeil, der für mindestens einen diesem gegebenen Moment vorausgehenden Moment bestimmt wird, und mindestens einem folgenden vertikalen Pfeil, der für mindestens einen diesem gegebenen Moment folgenden Moment bestimmt wird, dieser vertikale Pfeil nicht berücksichtigt wird.
- Verfahren nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass in dem ersten Schritt auch in jedem Moment mindestens eine transversale Beschleunigung und eine vertikale Beschleunigung an der Karosserie des Schienenfahrzeugs (3) bestimmt werden, um eine gegebenenfalls vorliegende lokale Gleisüberhöhung und/oder einen gegebenenfalls vorliegenden lokalen Krümmungsradius und/oder eine gegebenenfalls vorliegende lokale Neigung des Gleises (2) zu bestimmen.
- Verfahren nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, dass in dem zweiten Schritt, wenn die Informationen für eine bedeutende und plötzliche Entwicklung der Geometrie des Gleises (2) repräsentativ sind, bestimmt wird, ob eine ähnliche Entwicklung in der Vergangenheit bestimmt wurde, und, wenn ja, bestimmt wird, welche Entscheidung als Reaktion auf diese ähnliche Entwicklung getroffen wurde, und was die Konsequenz dieser Entscheidung auf diese ähnliche Entwicklung war, um eine Entscheidung zu bestimmen, die für diese bedeutende und plötzliche Entwicklung geeignet ist.
- Verfahren nach Anspruch 7, dadurch gekennzeichnet, dass in dem zweiten Schritt bestimmt wird, ob eine Entwicklung ähnlich der bedeutenden und plötzlichen Entwicklung in der Vergangenheit zu einem Abrutschen von Erde geführt hat, und, wenn ja, ein Alarm erzeugt wird, der ein Risiko eines Abrutschens von Erde signalisiert.
- Verfahren nach einem der Ansprüche 1 bis 8, dadurch gekennzeichnet, dass in dem ersten Schritt durch eine Wellenverbindung an einen Server (12) die beiden vertikalen Beschleunigungen und die geografische Position, die mit jedem Moment assoziiert sind, und/oder jeder vertikale Pfeil und der Moment und die geografische Position, die assoziiert sind, übertragen werden.
- Anlage zur Analyse der Geometrie mindestens eines Gleises (2) eines Netzes, umfassend zwei Schienenstränge, die geeignet sind, die Fahrt von Schienenfahrzeugen (3) zu gestatten, welche umfasst:i) Schienenfahrzeuge (3), die jeweils dazu geeignet sind, in ausgewählten Momenten, wenn sie das Gleis (2) befahren, zwei vertikale Beschleunigungen, denen sie auf zwei gegenüberliegenden Seiten und auf derselben Ebene ausgesetzt werden, und eine geografische Position zu erhalten, dann mit jedem Moment die entsprechenden zwei vertikalen Beschleunigungen und die geografische Position zu assoziieren,wobei die Anlage dadurch gekennzeichnet ist, dass diese umfasst:ii) Verarbeitungsmittel (4), die geeignet sind, ein räumliches Filtern, für das Netz, jeder vertikalen Beschleunigung, die mit einem gegebenen Moment assoziiert ist, durchzuführen, und einen vertikalen Pfeil aus jeder vertikalen Beschleunigung, die gefiltert ist und mit einem gegebenen Moment assoziiert ist, zu bestimmen, und diese beiden vertikalen Pfeile mit diesem gegebenen Moment und mit der assoziierten geografischen Position zu assoziieren, undiii) Analysemittel (5), die geeignet sind, die beiden vertikalen Pfeile, die in einer gewählten geografischen Position des Gleises (2) bestimmt werden, mit mindestens zwei anderen vertikalen Pfeilen zu vergleichen, welche in einer geografischen Position bestimmt werden, die im Wesentlichen gleich ist dieser gewählten geografischen Position in mindestens einem vorausgehenden Moment, um Informationen in Bezug auf eine Entwicklung der Geometrie des Gleises (2) in dieser gewählten geografischen Position zu erhalten.
- Anlage nach Anspruch 10, dadurch gekennzeichnet, dass diese Akzelerometer umfasst, die in einer Karosserie des Schienenfahrzeugs (3) installiert sind.
- Anlage nach einem der Ansprüche 10 und 11, dadurch gekennzeichnet, dass das Schienenfahrzeug (3) aus einer Gruppe ausgewählt ist, umfassend eine Lokomotive, ein Kraftfahrzeug, einen Eisenbahnwaggon und einen Waggon.
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