FR3078938A1 - DEVICE AND METHOD FOR DETECTING RAILWAY VEHICLES ON A RAILWAY, AND RAILWAY EQUIPPED WITH SUCH A DEVICE - Google Patents

Abstract

The invention relates to a device (200) for detecting vehicles on a railway track (100) comprising: at least one current sensor (204,206) measuring the current flowing in at least one rail line (104,106) of said railroad track and an analysis module (202) configured to detect the presence or absence of a vehicle (102) on said railway as a function of said measured current.

Description

"Device and method for detecting railway vehicles on a railroad track, and railroad track equipped with such a device"

The present invention relates to a device and a method for detecting railway vehicles on a railway track. It also relates to a railway track equipped with such a detection device.

The field of the invention is the rail field, and more particularly the field of rail vehicle traffic detection devices on a railroad track.

State of the art

The detection of the positions of railway vehicles on a railway track is essential to ensure the safe movement of vehicles on said railway.

Currently, the detection of a vehicle on a railway track can be carried out by various devices.

Axle counters are known, for example, which detect the presence of a railway vehicle by axle counting. However, the axle counter does not guarantee the integrity of the railway track, nor does it make it possible to ensure a significant timing for a railway track. This is why the axle counter is generally used on railways with little traffic.

Track circuits are also known which detect the presence of a railway vehicle by short-circuiting an electrical loop using the two rail lines. The two rail lines are isolated from each other, and the rail vehicle present at the track circuit forms a short circuit between the two rail lines. However, the use of track circuits requires electrically segmenting a railroad to isolate a track circuit from adjacent track circuits, for example by insulating joints or by tuned impedances. In addition, any deposit on the rail lines, or any reduction in the impedance of the ballast, degrades the proper functioning of the track circuit. Finally, the need to isolate a circuit

- 2 track of the adjacent track circuits requires the use, in the railway, of inductive connections and earthing, which complicates the electrical architecture of the railway.

An object of the present invention is to remedy at least one of these drawbacks.

Another object of the invention is to propose a device for detecting railway vehicles on a more robust railway track, and simpler to install and to use.

Another object of the invention is to propose a device for detecting railway vehicles on a railway track simplifying the mechanical and electrical architecture of the railway track.

It is also another object of the invention to provide a device for detecting railway vehicles on a railway track providing more information compared to current devices.

Statement of the invention

The invention provides a device for detecting vehicles on a railway track.

The device according to the invention has two versions which can be implemented independently or in combination.

According to a first version, the detection device according to the invention can comprise:

- at least one current sensor measuring the current flowing in at least one rail line of a railroad track, and

- an analysis module configured to detect the presence or not of a vehicle on said railway as a function of said measured current.

Thus, the invention proposes to use a current sensor to measure the current flowing in a line of the railway, and interpret the

- 3 current measured to deduce the presence or absence of a vehicle on said railway.

The device comprising one or more current sensors, it is possible to detect the presence of a vehicle in a safe manner. In addition, the operation of the device is independent of the presence of deposit on the rail wires, or of the impedance of the ballast. Consequently, the device according to the invention is more robust than the track circuits against surrounding and meteorological events.

Furthermore, the detection device according to the invention is not based on a use of the track circuits. This simplifies the electrical and mechanical architecture of the railway, but also the installation and use of the device according to the invention. In addition, the device according to the invention does not disturb the electrical signals already present in the railway, for example the return of the traction current.

In addition, as detailed below, the characteristics of the measured current, namely the amplitude and / or the phase, make it possible to know the direction of circulation of the rail vehicle and its speed, which is not possible with the devices. detection systems.

In fact, on an electrified railroad track, it has been noticed that when approaching a railway vehicle, the current flowing in a line of rail increases until it reaches a maximum, then decreases. Thus, at a measurement point along the railway, the value of the current, as well as its evolution over time, makes it possible to determine on the one hand the presence of the vehicle at said point, but also the direction of circulation of said vehicle.

In addition, the value of the current makes it possible to determine the operating mode of the vehicle, namely whether the vehicle is:

- in an acceleration phase corresponding to a current consumption phase: in this case the maximum value of the current measured is at least 10% higher than the nominal current measured on the track;

- in a braking phase, or in a "walk on the wander", that is to say advancement of the vehicle without propulsion, the latter moving only by its kinetic energy: in this case the maximum value of the current measured is equivalent to or less than 10% of the nominal current measured on the channel.

Furthermore, in the case where the rail vehicle is equipped with a regenerative braking system, the value of the current also makes it possible to discriminate a braking phase from a “walk on the wander” phase, as a function of the value, and / or polarity, of the measured current. In this case, the current value makes it possible to determine if the vehicle is in a phase:

- acceleration; or

- braking; or

- walking on the wander.

Thus, the analysis module can be configured to determine:

- a direction of movement of a vehicle, and / or

- a rolling phase of said vehicle;

depending on the current measured.

According to an advantageous embodiment, the device according to the invention can comprise two current sensors, one for a rail line of the railroad track and the other for the other rail line of said railroad track, when said railroad includes two lines of rail.

In fact, when the railway comprises two rail lines, a current sensor can be provided for each rail line. Thus, the passage of the rail vehicle can be detected on each rail file, independently.

The two sensors can be arranged opposite one another, that is to say at the same position along the railway, or at least comprise an overlap zone in the direction defined by the railway.

Alternatively, the two current sensors can be offset in the direction defined by the railway, in particular so that there is no overlap zone between the two current sensors.

- 5 The two current sensors can be associated with a single analysis module.

Alternatively, an analysis module dedicated to each current sensor can be provided.

According to another embodiment, the device according to the invention may comprise a current sensor common to the two rail lines of the railroad track.

At least one, in particular each, current sensor can be chosen from the following list:

- amperometric clamps,

- an inductive loop.

The analysis module can be configured to analyze the amplitude of the measured current, and / or the phase of the measured current, and optionally the evolution of the value for at least one of these quantities:

- over time, and / or

- for several measurement points distributed along the railway track.

According to a particularly advantageous characteristic, the device according to the invention can also comprise at least one tension sensor measuring the tension flowing in at least one rail line of the railroad track.

In particular, the device according to the invention can comprise, for each rail file, a sensor measuring the tension of said rail file.

The analysis module can be configured to check, depending on the measured voltage and current:

- the integrity of the, or each, rail file; and or

- the integrity of the vehicle detected on the railway.

Verification of the integrity of one or each rail file can be carried out in different ways.

- 6 According to an exemplary embodiment, it is possible to detect the break of a rail file as a function of the current and the voltage of each rail file. To do this, the analysis module can be configured to determine the impedance of each rail line as a function of the current and the voltage measured for said rail line. If the impedances measured for each of the rail lines are identical to +/- 10%, then it can be assumed that there is no break in one of the rail lines. Otherwise, it can be assumed that one of the rail lines is broken.

According to another exemplary embodiment, it is possible to detect the break of a rail line as a function of the phase shift between the current and the voltage measured for said rail line. Indeed, when a rail file is broken, it will have a priori capacitive behavior, which will generate a phase shift between the current and the voltage measured for this rail file.

According to yet another example using a single current sensor, measuring the asymmetrical current of the rail lines:

- a rail file which is not broken will result in a measured current zero, or almost zero with an identical voltage for each rail file;

- a broken rail file will result in an asymmetric of the voltages, making it possible to detect and identify a broken rail file.

Verification of the integrity of the detected vehicle can be carried out in different ways.

According to an exemplary embodiment, it is possible to detect the integrity of the rail vehicle as a function of the phase shift between the current and the voltage measured for a rail line. Indeed, a railway vehicle behaves:

- inductive if it only includes a motor;

- inductive and resistive if it includes both a motor and cars or wagons; and

- resistive if it only includes cars or wagons.

In addition, the impedance of the rail line is more or less reduced as a function of the number of cars making up the rail vehicle, and in particular the number of axles. Therefore, it is possible to check the integrity of a vehicle from the value of the impedance of a rail line.

According to a second version, which can be used alone or in combination with the first version, the detection device according to the invention can comprise:

at least one row, called a detection row, comprising several presence sensors aligned in the direction of said railway track, and each carrying out a detection of the presence of a railway vehicle; and

- a module for analyzing the signals emitted by said presence sensors.

Thus, in this second version, the invention proposes to use a row of presence sensors aligned in the direction defined by the railway.

Since the detection row includes several independent presence sensors, it is possible to safely detect the presence of a vehicle, even when one of the sensors fails. In addition, the operation of the device is independent of the presence of deposit on the rail wires, or of the impedance of the ballast. Consequently, the device according to the invention is more robust than the track circuits against surrounding and meteorological events.

Furthermore, the detection device according to the invention is not based on the use of track circuits. This simplifies the electrical and mechanical architecture of the railway, but also the installation and use of the device according to the invention. In addition, the device according to the invention does not disturb the electrical signals already present in the railway, for example the return of the traction current.

In addition, knowing the position of the sensors, and / or the distance between the sensors, it is possible to know the direction of movement of the vehicle.

- 8 rail and its speed, which is not possible with current detection devices.

The presence sensors forming a detection row can be identical or different.

Using different presence sensors, or different technologies, allows for more robust detection.

Advantageously, the analysis module can be configured to detect a direction of movement of a vehicle, and / or a speed of movement of a vehicle, as a function of the signals returned by the presence sensors.

Indeed, by knowing the position of each sensor, it is possible to determine the direction of circulation, by determining the order in which the presence sensors have detected a railway vehicle.

In addition, by determining the time elapsed between the detections carried out by the presence sensors of a row, and by knowing the distance between these sensors, it is possible to calculate the speed of the rail vehicle.

The device according to the invention can advantageously comprise two detection rows, one of said rows being provided for a rail file of the railroad track and the other of said rows being provided for the other rail queue of said railroad track.

In fact, when the railway comprises two rail lines, a detection row can be provided for each rail line. Thus, the passage of the rail vehicle can be detected on each line of rail, independently.

The two detection rows can be arranged opposite one another, that is to say at the same position along the railway track, or at least comprise an overlap zone in the direction defined by the track railway.

- 9 Alternatively, the two detection rows can be offset in the direction defined by the railway, in particular so that there is no overlap zone between the two rows.

The two detection rows can be associated with a single analysis module.

Alternatively, an analysis module can be provided dedicated to each detection row.

Preferably, at least one, in particular each, detection row can comprise at least three, in particular three, presence sensors.

Thus, even in the event of a malfunction of one of the sensors, it is still possible to detect the presence of a railway vehicle, but also the direction of movement of said vehicle and its speed.

At least one, in particular each, presence sensor can be provided to be placed under a cross member of the railway, or between a cross member and a rail file arranged on said cross member, or even integrated in a cross member.

To do this, the device according to the invention may comprise a means for fixing said presence sensor to the cross member or to the rail file.

According to a particularly advantageous and preferred characteristic, at least one, in particular each, presence sensor can be a force sensor intended to detect a force applied by the rail vehicle on a rail line.

Indeed, the passage of a railway vehicle applies a force with a very large vertical component. This vertical component can be detected by a force sensor suitably positioned, for example under a cross member supporting the rail file, or between a cross member and said rail file.

- 10 According to nonlimiting exemplary embodiments, at least one, in particular each, presence sensor can be chosen from the following list:

- an optical sensor,

- a resistive sensor,

- a piezoelectric sensor,

- a mechanical sensor,

- a capacitive sensor.

The capacitive sensor has the advantage of being inexpensive, easy to install and very robust.

In the case where the two versions of the device according to the invention are combined, the device according to the invention may comprise, for each rail queue, an analysis module dedicated to a row for detecting said rail queue and a module dedicated to a current sensor associated with this rail file.

Alternatively, the device according to the invention may include an analysis module common to a detection row and to a current sensor associated with the same rail file.

According to yet another alternative, the device according to the invention may comprise an analysis module common to the detection rows and to the current sensors associated with the two rail lines of a railroad track.

The or each analysis module can be an electronic card, or a microcontroller, or an electrical / computer device.

According to another aspect of the same invention, there is provided a railroad track equipped with at least one device for detecting railway vehicles according to the invention.

According to yet another aspect of the same invention, a method of detecting vehicles on a railway track is proposed.

The method according to the invention has two versions which can be implemented independently or in combination

According to a first version, in particular implemented by the first version of the detection device according to the invention, the method according to the invention can comprise at least one iteration of the following steps:

measurement of a current flowing in at least one rail line of said rail track by at least one current sensor, and

-detection of the presence or absence of a vehicle as a function of said measured current.

The detection step may include an analysis of the amplitude or of the phase of the measured current, and optionally an analysis of the evolution of the value of at least one of these quantities:

- over time, and / or

- for several measurement points distributed along the railway track.

More generally, in this first version, the method according to the invention can include all the functional operations implemented by the first version of the device according to the invention, described above, and which are not repeated here for the sake of brevity.

According to a second version, which can be implemented alone or in combination with the first version, in particular by the second version of the detection device according to the invention, the method according to the invention can comprise a step of detecting presence at level of several successive detection points aligned in the direction of said railway, by presence sensors each arranged at one of said detection points.

The method according to the invention can also include an analysis step to determine the direction and speed of movement of the vehicle, as described above with reference to the device, as a function of the position.

- 12 of at least two of the detection points and of the moment at which the vehicle is detected at said at least two detection points.

More generally, in this second version, the method according to the invention can include all the functional operations implemented by the second version of the device according to the invention, described above, and which are not repeated here for the sake of brevity.

Each of the versions of the detection device according to the invention can be used separately or in combination.

The device according to the invention can also be combined with any of the existing detection devices fitted to a railway track, such as a track circuit, an axle counter, etc.

Description of the figures and embodiments

Other advantages and characteristics will appear on examining the detailed description of an embodiment which is in no way limitative, and the appended drawings in which

- FIGURE 1 is a schematic representation of an example of a railway;

- FIGURES 2-4 each give a schematic representation of a non-limiting exemplary embodiment of a detection device according to the invention according to its first version of said device;

- FIGURES 5a and 5b are schematic representations of a first non-limiting embodiment of a detection device according to the invention according to its second version;

- FIGURE 6 is a schematic representation of another nonlimiting exemplary embodiment of a detection device according to the invention combining the examples of FIGURES 2 and 5a5b;

- FIGURE 7 is a schematic representation of a first non-limiting example of signals measured by a detection device according to the invention; and

- FIGURE 8 is a schematic representation of a second non-limiting example of current signals measured by a detection device according to the invention.

It is understood that the embodiments which will be described below are in no way limiting. It is possible in particular to imagine variants of the invention comprising only a selection of characteristics described hereinafter isolated from the other characteristics described, if this selection of characteristics is sufficient to confer a technical advantage or to differentiate the invention from the prior art. This selection comprises at least one preferably functional characteristic without structural details, or with only a part of the structural details if this part is only sufficient to confer a technical advantage or to differentiate the invention from the state of the prior art.

In the figures, the elements common to several figures keep the same reference.

FIGURE 1 is a schematic representation of a non-limiting example of a railroad which can be equipped with a detection device according to the invention.

The track 100, shown in FIGURE 1, is traversed by one or more rail vehicle (s) 102.

The railroad 100 has two lines of rail 104 and 106, arranged on sleepers 108.

FIGURE 2 is a schematic representation of a first non-limiting embodiment of a detection device according to the invention in its first version.

In FIGURE 2, the railroad 100 is shown seen from above.

- 14 The device 200, shown in FIGURE 2, comprises an analysis module 202 and, for each rail file 104 and 106, a current sensor, respectively 204 and 206, for measuring the current flowing in said rail file . Each current sensor 204 and 206 associated with a rail file 104 and 106 therefore supplies a signal which is a function of the amplitude, and / or of the phase, of the current flowing in said rail file 104 and 106.

In the example shown in FIGURE 2, each current sensor 204 and 206 is an inductive loop in inductive coupling with the rail line 104 and 106. Each loop has a longitudinal architecture in the longitudinal direction of the railway 100.

Each inductive loop 204 and 206 is connected to the analysis module 202 which analyzes the signal supplied by said inductive loop 204 and 206, and deduces therefrom if the detected railway vehicle is in the acceleration phase, or in another phase which may be a phase deceleration or "walk on the wander", depending on the value of the amplitude of the measured current and the value of the phase of the measured current.

The analysis module 202 is in the form of an electric card or a microprocessor, and connected to the current sensors 204 and 206.

FIGURE 3 is a schematic representation of a second non-limiting embodiment of a detection device according to the invention in its first version.

The device 300, shown in FIGURE 3, comprises for the two rail lines 104 and 106, a common current sensor 304, for measuring the current flowing in said rail lines. The current sensor 304 therefore supplies a signal which is a function of the amplitude, and / or of the phase, of the current flowing in each of the rail lines 104 and 106.

In the example shown in FIGURE 3, the current sensor 304 is an inductive loop in inductive coupling with the two rail lines 104 and 106.

The inductive loop 304 is connected to the analysis module 202 which analyzes the signal supplied by said inductive loop 304 and deduces therefrom if the

- 15 rail vehicle detected is in the acceleration phase, or in another phase which may be a deceleration or "wander" phase, depending on the value of the amplitude of the measured current and the value of the phase of the current measured.

In the example shown in FIGURE 3, the inductive loop 304 extends from the detection module 202 towards the rail line 104, runs along said rail line 104 in its longitudinal direction, then crosses the rail track 100 to the another rail file 106, then then runs along said other rail file 106 in its longitudinal direction but in the opposite direction to that of the rail file 104, and finally returns to the analysis module 202.

FIGURE 4 is a schematic representation of a third non-limiting embodiment of a detection device according to the invention in its first version.

The device 400, shown in FIGURE 4, comprises, for the two rail lines 104 and 106, two current sensors 404 and 406, for measuring the current flowing in said rail lines. Each current sensor 404 and 406 associated with a rail line 104 and 106 therefore supplies a signal which is a function of the amplitude, and / or of the phase, of the current flowing in said rail line.

In the example shown in FIGURE 4, each current sensor 404 and 406 is an inductive loop in inductive coupling with the two rail lines 104 and 106.

The inductive loops 404 and 406 are connected to the analysis module 202.

In the example shown in FIGURE 4, the inductive loop 404 extends from the detection module 202 towards the rail queue 104, travels said rail queue 104 in the direction of its height returns to the analysis module 202. So similar, the inductive loop 406 extends from the detection module 202 towards the rail queue 106, travels said rail queue 106 in the direction of its height returns to the analysis module 202

Thus, each inductive loop 404 and 406 has a longitudinal shape perpendicular to the railway track and to the rail lines 104 and 106.

Of course, the embodiments described in FIGURES 2-4 can be combined with one another.

FIGURES 5a and 5b are schematic representations of a nonlimiting exemplary embodiment of a detection device according to the invention in its second version.

The track 100 is shown seen from the side in FIGURE 5a and in section in FIGURE 5b

The device 500, shown in FIGURE 5, comprises an analysis module 502 and, for each rail file 104 and 106, a row, respectively 504 and 506, of force sensors.

Row 504, associated with rail queue 104, includes three force sensors 504i-504 ₃ and row 506, associated with rail queue 106, also includes three force sensors 506i-506 ₃ , of which, only the sensor of force 506i is visible in the FIGURES.

The two rows 504 and 506 are identical. Consequently, only row 504 will be described below. The description given can be applied identically to row 506.

Each force sensor 504i-504 ₃ is placed under a cross member 108, in a known location, and is arranged to measure, independently of the other force sensors, a signal relating to the force applied by the rail vehicle 102, when it passes above said force sensor. The positions of the force sensors 504i-504 ₃ and the distances separating the force sensors 504i-504 ₃ are also known.

The analysis module 502 is in the form of an electric card or a microprocessor, and connected to the force sensors 504i504 ₃ . The analysis module 502 is configured to analyze and interpret the signals measured by the force sensors 504i-504 ₃ to detect the passage of the rail vehicle 102, but also the direction of passage and the speed of passage of the rail vehicle 102.

To do this, for each force sensor 504i-504 ₃ , the analysis module 502 determines the moment at which the signal measured by said

- 17 force sensor 504i-504 ₃ reaches a maximum value: this maximum value corresponds to the passage of the rail vehicle 102 over the force sensor 504. Depending on this moment, the position of the force sensors 504i-504 ₃ and the distances between the force sensors 504i-504 ₃ , the analysis module 502 determines:

- the direction of travel of the rail vehicle 102; and

- the running speed of the rail vehicle 102.

Of course, alternatively, the device 500 may comprise only a single row, and / or a different number of sensors.

In addition, the embodiment described in FIGURE 5 can be combined with any embodiment described above, in particular those described with reference to FIGURES 2-4.

FIGURE 6 is a schematic representation of a nonlimiting exemplary embodiment of a detection device obtained by combining the embodiment of FIGURE 2 and with that of FIGURES 5a-5b.

The railway 100 is shown in FIGURE 6 in a sectional view.

In FIGURE 6, the railroad 100 is equipped with a detection device 600 comprising:

- like the device 200 of FIGURE 1, two current sensors 204 and 206;

- like the device of FIGURES 5a and 5b two rows 504506 of force sensors.

The device 600 comprises a single analysis module 602 to which the current sensors 204 and 206 are connected on the one hand, and the force sensors of the rows 504 and 506 on the other hand.

The single module 602 is configured to perform the functions of modules 202 and 502 described above. In other words, the modules 202 and 502 are integrated into a single module 602.

- 18 FIGURE 7 is a schematic representation of an example of signals provided by the force sensors of a row, such as for example the force sensors 504i-504 ₃ of row 504.

The signal 702i is the signal supplied by the force sensor 504i, the signal 702 ₂ is the signal supplied by the force sensor 504 ₂ and the signal 702 ₃ is the signal supplied by the force sensor 504 ₃ .

It is noted that the amplitude of each signal 702 increases to reach a maximum when passing an axle and then decreases to reach a minimum and increases again to reach a maximum when passing the next axle, etc.

We also note that the signal 702i, supplied by the force sensor 504i is the first to reach a maximum, then it is the turn of the signal 702 ₂ supplied by the sensor 504 ₂ and finally the signal 702 ₃ supplied by the sensor 504 ₃ .

By knowing the position of the force sensors 504i-504 ₃ along the track, it is possible to determine the direction of movement of the rail vehicle.

In addition, by determining the duration ΔΤι separating the signals 702i and 702 ₂ , and the duration ΔΤ ₂ separating the signals 702 ₂ and 702 ₃ , it is possible to calculate the speed of movement of the rail vehicle as a function of the distance separating the sensors force 504i and 504 ₂ on the one hand, and the distance separating the sensors 504 ₂ and 504 ₃ , on the other hand.

FIGURE 8 is a schematic representation of an example signal representing the current measured by a current sensor of a detection device according to the invention.

More particularly, the signal 802 corresponds to the value, as a function of time t, of the alternating current measured, i _me s, by a current sensor, such as for example the current sensor 204 or 206.

It is noted that the value of the current measured i _me s varies as a function of time. When the measured value of the alternating current i _me s is low, and in particular within a range of predetermined threshold values

- 19 such as -I _seU ii <imes <Iseuii, then the vehicle does not consume current: which corresponds to a phase of deceleration or walking on the run. This corresponds to the hatched area 804 in FIGURE 8.

When the measured value of the alternating current i _me s is not low, and in particular when imes <-Iseuîi or I _S euii <imes, then the vehicle consumes current: which corresponds to an acceleration phase.

Of course, the invention is not limited to the examples detailed above and numerous modifications can be made without departing from the scope of the invention.

For example, the number of sensors in a detection row may be different from that indicated in the examples.

Furthermore, at least one sensor of a detection row can, in other alternatives, be integrated in the cross-member or between the cross-member and the rail file.

In addition, the type of presence sensor and the type of current sensor may be different from those described with reference to the FIGURES.

Claims (16)

1. Device (200; 300; 400; 600) for detecting vehicles (102) on a railway track (100) comprising: at least one current sensor (204,206; 302; 404,406) measuring the current flowing in at least one rail file (104,106) of said railway track (100), and - an analysis module (202; 602) configured to detect the presence or not of a vehicle (102) on said railway as a function of said measured current. 2. Device (200; 400; 600) according to the preceding claim, characterized in that it comprises two current sensors (204,206; 404,406), one for a rail file (104) of the railway track (100) and the other for the other rail file (106) of said railway track (100). 3. Device (300) according to any one of the preceding claims, characterized in that it comprises a current sensor (302) common to the two rail lines (104,106) of the railway track (100). 4. Device (200; 300; 400; 600) according to any one of the preceding claims, characterized in that at least one, in particular each, current sensor (204,206; 302; 404,406) is chosen from the following list : - amperometric clamps, - an inductive loop. 5. Device (200; 300; 400; 600) according to any one of the preceding claims, characterized in that the analysis module (202; 602) is configured to analyze the amplitude of the measured current, and / or the phase of the measured current. 6. Device (200; 300; 400; 600) according to any one of the preceding claims, characterized in that the analysis module (202; 602) is configured to determine: - a direction of movement of a vehicle (102), and / or - a speed of movement of said vehicle (102), and / or - a rolling phase of said vehicle (102); depending on the current measured. 7. Device (500; 600) according to any one of the preceding claims, characterized in that it further comprises: at least one row (504,506), called the detection row, comprising several presence sensors (504i-504 ₃ , 506i-506 ₃ ) aligned in the direction of the railway track (100), and each performing a presence detection of a rail vehicle (102); and an analysis module (502; 602) of the signals emitted by said presence sensors (504i-504 ₃ , 506i-506 ₃ ). 8. Device (500; 600) according to the preceding claim, characterized in that the analysis module (502; 602) is configured to detect a direction of movement of a vehicle (102), and / or a speed of movement , depending on the signals returned by the presence sensors (504i-504 ₃ , 506i-506 ₃ ). 9. Device (500; 600) according to any one of claims 7 or 8, characterized in that it comprises two detection rows (504,506), one of said rows being provided for a rail file (104) of the track (100) and the other of said rows being provided for the other rail file (106) of said track (100). 10. Device (500; 600) according to any one of claims 7 to 9, characterized in that at least one, in particular each, detection row (504,506) comprises at least three presence sensors (504i504 ₃ , 506i -506 ₃ ). 11. Device (500; 600) according to any one of claims 7 to 10, characterized in that at least one, in particular each, presence sensor (504i-504 ₃ , 506i-506 ₃ ) is designed to be arranged under a crosspiece (108) of the railway track (100), or between a crosspiece (108) and the rail file (104,106) disposed on said crosspiece (108), or even integrated in a crosspiece (108). 12. Device (500; 600) according to any one of claims 7 to 11, characterized in that at least one, in particular each, presence sensor (504i-504 ₃ , 506i-506 ₃ ) is a sensor for force for detecting a force applied by the rail vehicle (102) to a rail queue (104,106). 13. Device (500; 600) according to any one of claims 7 to 12, characterized in that at least one, in particular each, presence sensor (504i-504 ₃ , 506i-506 ₃ ) is chosen from the following list: - an optical sensor, - a resistive sensor, - a piezoelectric sensor, - a mechanical sensor, - a capacitive sensor. 14. Method for detecting vehicles (102) on a railway track (100), comprising at least one iteration of the following steps: - measurement of a current flowing in at least one rail file (104,106) of said rail track (100) by at least one current sensor (204,206; 302; 404,406), and -detection of the presence or absence of a vehicle (102) as a function of said measured current. 15. Method according to the preceding claim, characterized in that it further comprises at least one iteration of a presence detection step at the level of several successive detection points aligned in the direction of said railroad (100), by presence sensors (504i504 ₃ , 506i-506 ₃ ) each disposed at one of said detection points. 16. Railway track (100) equipped with at least one device (200; 300; 400; 500; 600) for detecting vehicles according to any one of claims 1 to 13.