US20100127133A1 - Method and system for detecting impacts on areas to be monitored on a running vehicle - Google Patents

Method and system for detecting impacts on areas to be monitored on a running vehicle Download PDF

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Publication number
US20100127133A1
US20100127133A1 US12/622,301 US62230109A US2010127133A1 US 20100127133 A1 US20100127133 A1 US 20100127133A1 US 62230109 A US62230109 A US 62230109A US 2010127133 A1 US2010127133 A1 US 2010127133A1
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Prior art keywords
impact
monitored
area
vibration
running vehicle
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Thomas Schrevere
Patrick Marion
Jérôme Moreau
Christophe Gerault
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SNCF Mobilites
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SNCF Mobilites
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Assigned to SOCIETE NATIONALE DES CHEMINS DE FER FRANCAIS-SNCF reassignment SOCIETE NATIONALE DES CHEMINS DE FER FRANCAIS-SNCF ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: GERAULT, CHRISTOPHE, MARION, PATRICK, MOREAU, JEROME, SCHREVERE, THOMAS
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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F19/00—Wheel guards; Bumpers; Obstruction removers or the like
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
    • G01B11/00—Measuring arrangements characterised by the use of optical techniques
    • G01B11/24—Measuring arrangements characterised by the use of optical techniques for measuring contours or curvatures
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01H—MEASUREMENT OF MECHANICAL VIBRATIONS OR ULTRASONIC, SONIC OR INFRASONIC WAVES
    • G01H1/00—Measuring characteristics of vibrations in solids by using direct conduction to the detector
    • G01H1/12—Measuring characteristics of vibrations in solids by using direct conduction to the detector of longitudinal or not specified vibrations
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/08—Railway vehicles
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M7/00—Vibration-testing of structures; Shock-testing of structures
    • G01M7/08—Shock-testing

Definitions

  • the invention relates to the field of monitoring impacts on a running vehicle, and in particular ballast impacts on a railway vehicle circulating at high velocity.
  • a running vehicle, of the railway vehicle type, is by nature exposed to the external environment when moving on traffic ways, such as railway tracks lying on ballast.
  • Ballast is the stone or gravel layer onto which the rails lie. Its function is to transmit the stresses generated by railway vehicles circulating on the ground, without the latter becoming distorted through packing.
  • the ballast has also a function to embed rails so as to provide some resistance to longitudinal distortions.
  • ballast flight When a railway vehicle is circulating, a drawing force, depending on the velocity of the railway vehicle, is created between the vehicle and the track it is circulating on. Because of such a drawing force, the ballast lifts off the ground, onto which it lies, and is propelled at high velocity on the vehicle or in the vicinity of the tracks. The ballast collides with the floor and the axles of the railway vehicle. Such impacts are detrimental and decrease the life of railway equipment. Moreover, such projections are likely to wound maintenance technical personnel located in the vicinity of the traffic tracks. Such a phenomenon is traditionally referred to as a “ballast flight”.
  • the memory storing capacity of the fast camera is limited and it is not possible to continuously film the ballast impacts for the duration of the test.
  • a solution comprises continuously taking pictures, but only capturing video recordings when an impact occurs, i.e. when an impact noise is being detected by the microphone.
  • the camera is associated with a pre-triggering system allowing to, upon reception of a control message, obtain a video recording prior to the impact.
  • the pre-triggering system comprises, to this end, a buffer or volatile memory comprising data as filmed by the camera during the last recording seconds.
  • the buffer memory of the camera comprises data being recorded during the last 5 to 10 seconds.
  • the contents of the buffer memory is stored in a storing memory (non volatile memory also referred to as read-only memory), the storing memory comprising the impact pictures.
  • Such impact detecting and visualizing method requires an operator able to trigger the video recording at each impact detection. Because of the background noise and the subjectivity of the operator, detecting impacts is very random, numerous impacts being not detected while false alerts are emitted.
  • the Applicant provides a method for detecting impacts on areas to be monitored of a running vehicle, created by objects being projected as a result of the velocity thereof, wherein vibration sensors are provided in direct contact with the areas to be monitored on the running vehicle, and signals from the vibration sensors are analyzed for detecting impacts.
  • Such a detection system advantageously allows for detecting with accuracy the impacts while directly measuring the vibration resulting from the impact on an area to be monitored on the running vehicle.
  • an impact detected by a vibration sensor is able to be located on the running vehicle, enabling to model the ballast flight phenomenon.
  • This invention is the result of the discovery of damage caused by ballast impacts on a railway vehicle but it is understood that this invention applies to any circulating vehicle (car, plane, either taking off/landing, etc.), being able to project objects (ballast, small stones, etc.) because of the velocity thereof.
  • an impact coefficient is measured for each vibration signal provided by a vibration sensor, each impact coefficient is compared to a predetermined threshold value and an impact detection message is emitted when said impact coefficient exceeds said predetermined threshold value.
  • Measuring an impact coefficient on a vibration signal allows overcoming vibrations on the running vehicle detected by vibration sensors when the vehicle is running.
  • a neural network could have been used for determining whether a vibration signal, measured by a sensor, represents an impact signal, but such a neural network is sensitive to noises and vibrations of the vehicle and does not provide satisfactory results.
  • an impact coefficient of said vibration signal is measured on a time window with a predetermined time duration.
  • Measuring the impact on a time window allows, on the one hand, to limit the number of data from the vibration signal to be considered for calculating the impact coefficient and thereby, allows detecting in real time the impact. On the other hand, this allows to very finely detect the impacts on a time window with a predetermined size and thus, to accurately determine the instant of the impact.
  • the window size is determined as a function of the duration of the vibration of an area to be monitored after the impact.
  • the impact detection is locked, as long as the impact coefficient of said vibration signal is not lower than said threshold value.
  • the impact coefficient corresponds to the peak to peak measurement of the vibration signal provided by the vibration sensor.
  • a conventional solution would have been to compare the effective value of the signal to a threshold value.
  • a measurement is noise sensitive.
  • a peak to peak measurement allows characterizing an impact in a vibration signal faster and more reliably.
  • an impact signal corresponds to a pulse noise, the average level of which is low and the peak to peak level is high. Moreover, such a measurement is easy to calculate and could be carried out rapidly. By means of such a measurement, it is possible to detect an impact in real time.
  • the threshold value is function of the area to be monitored on the running vehicle.
  • an adaptive threshold value for implementing the impact detecting method according to the invention allows adapting the detection as a function of, for example, the nature of the area to be monitored (material, density, surface), as well as of its response in vibration. Thus, areas to be monitored in cast iron and aluminium do not exhibit the same threshold value, an impact being detected under conditions being specific to the area wherein the vibration sensors are arranged.
  • the impact detection message comprises the reference of the area to be monitored having received the impact.
  • each area to be monitored is associated with at least one video recording camera able to film said area. From the impact detection message, the reference to the area to be monitored having received the impact is extracted and only the video recording camera associated with the reference of said area to be monitored is activated.
  • This invention also relates to a system for detecting impacts on areas to be monitored of a running vehicle, created by objects projected because of the velocity thereof.
  • the system comprises vibration sensors in direct contact with areas to be monitored on said running vehicle and a data processing unit, connected to the plurality of vibration sensor, arranged as to receive vibration signals provided by the plurality of vibration sensors and detect impact signals from said vibration signals for each of the areas to be monitored on the running vehicle.
  • the processing unit comprises a discrimination module arranged for:
  • the processing unit comprises a matching table, connected to the discrimination module, associating for each vibration sensor the area to be monitored in which it is arranged.
  • the matching table thus allows putting in relation the reference of the sensors with the location thereof.
  • the processing unit comprises a video management module, the input of which is connected to the discrimination module and the output of which is connected to a plurality of video recording cameras, the video management module being arranged to control the plurality of video recording cameras according to the impact detection messages transmitted by the discrimination module.
  • the video management module is connected to a location table wherein each area to be monitored on the running vehicle is associated with at least one video recording camera able to film said area, the video management module being arranged for receiving an impact detection message from the discrimination module; extracting from the impact detection message the reference of the area to be monitored which received the impact; transmitting said reference of the area to be monitored to the location table, said location table returning in response the reference of the recording camera associated with said area to be monitored and controlling only the actuation of the recording camera corresponding to the reference of the camera being provided.
  • FIG. 1 shows a sectional view of a railway vehicle provided with a monitoring system according to this invention wherein the vibration sensors of said monitoring system are fixed on the floor of said railway vehicle;
  • FIG. 2 shows a schematic side view of FIG. 2 ;
  • FIG. 3 shows a schematic diagram of the monitoring system of FIGS. 1 and 2 ;
  • FIG. 4 shows a signal measured by a vibration sensor of the monitoring system according to this invention, the signal being displayed on a graph with its abscissa indicating the time in seconds and the coordinate, the value of vibrations as measured in the vertical direction (m/s 2 ); and
  • FIG. 5 shows another signal measured by a vibration sensor of the monitoring system according to this invention, the threshold value being represented.
  • the system is arranged so as to detect and monitor ballast projections on the railway vehicle and in particular on the external surface of the floor thereof as well as on the axles thereof.
  • This invention applies to any objects projected onto the vehicle as a result of its velocity (ballast, small stones, etc.).
  • a system 1 for detecting and monitoring the ballast projection is arranged on a railway vehicle 2 , running on longitudinal rails embedded in ballast 3 .
  • the ballast 3 is in the form of pebbles, having a diameter ranging from 5 to 10 cm.
  • ballast 3 is the stone or gravel layer onto which the rails lie. Its function comprises transmitting the stresses generated by railway vehicles circulating on the ground, without the latter becoming distorted through packing.
  • the ballast has also a function of embedding rails so as to provide some resistance to longitudinal distortions.
  • a railway vehicle 2 is considered, with its floor 21 comprising axles onto which there are mounted wheels lying on the rails.
  • the floor 21 comprises an internal surface, facing the interior of the railway vehicle 2 , and an external surface facing the ground and the ballast 3 .
  • the monitoring system 1 comprises a plurality of vibration sensors 11 a - 11 d arranged directly on the internal surface of the floor 21 of the railway vehicle 2 and a data processing unit 12 mounted on the railway vehicle 2 .
  • the data processing unit 12 connected to a plurality of vibration sensors 11 a - 11 d , is arranged for receiving vibration signals provided by the vibration sensors 11 A- 11 d .
  • the vibration sensors 11 a - 11 d are here wire-connected to the processing unit 12 , but it is to be understood that a radio link could be appropriate as well.
  • the vibration sensors 11 a - 11 d are mounted in the railway vehicle 2 for sensing vibrations from the floor 21 of the railway vehicle 2 in the vertical direction, i.e. in the direction orthogonal to the plane wherein the floor 21 of the railway vehicle 2 extends.
  • the vibration measurement direction by the vibration sensors 11 a - 11 d is referred to as Z on FIG. 2 .
  • the floor 21 of the railway vehicle 2 comprises a plurality of supporting structural plates 21 a - 21 c , or supporting metal sheets, forming the floor 21 .
  • Each plate 21 a - 21 c forms a vibration unit because a ballast impact 3 on part of a plate 21 a - 21 c makes said plate vibrate as a whole. Otherwise stated, vibrations resulting from a ballast impact 3 on a given plate 21 a - 21 c are not transmitted to the adjacent plates 21 a - 21 c of said plate 21 a - 21 c having received the impact.
  • the vibration sensors 11 a - 11 d have here the form of accelerometers.
  • the vibration sensors 11 a - 11 d are here chosen so as to be able to measure the vibrations resulting from an impact on a plate 21 a - 21 c of the floor 21 in order to avoid the vibration sensor 11 from becoming saturated.
  • the frequency range of the sensors here varies from 5 Hz to 1 kHz.
  • the vibration sensors 11 a - 11 d are here distributed on areas to be monitored of the floor 21 of the railway vehicle 2 , the areas to be monitored corresponding to the supporting structural plates 21 a - 21 c of the floor 21 .
  • measuring vibrations using one or more vibration sensors 11 a - 11 d directly arranged on a supporting structural plate 21 a - 21 c allows to associate for each impact detected by the processing unit 12 the plate 21 a - 21 c being hit by a ballast projection 3 .
  • detecting an impact by a vibration sensor 11 makes possible to infer which plate 21 a - 21 c has received the impact.
  • the detection and monitoring system 1 of this invention not only allows counting ballast impacts but it also allows defining in real time the impact location. This system is then referred to as an impact located detection system.
  • the processing unit 12 of the monitoring system 1 is mounted preferably in the railway vehicle 2 and is connected to the vibration sensors 11 a - 11 d distributed on the different supporting plates 21 a - 21 c of the floor 21 on the railway vehicle 2 .
  • the processing unit 12 is mounted on a vertical wall of the railway vehicle 2 but also lie on the internal surface of the floor 21 in the railway vehicle 2 .
  • the processing unit 12 here is in the form of a set of calculators, such as computers and servers, but it is to be understood that one single calculator could be appropriate as well.
  • the processing unit 12 comprises a discrimination module 121 having as a main function to gather the different vibration signals provided by the vibration sensors 11 a - 11 d and to detect, among such signals, a ballast impact 3 .
  • the role of the discrimination module 121 is to extract from an overall vibration signal from a vibration sensor a vibration signal characteristic of a ballast impact 3 .
  • the discrimination module 121 is arranged so as to receive a vibration signal 110 and to analyse the latter in real time on a time window with a predetermined size T. Otherwise stated still, each vibration signal 110 is cut sequentially into signal portions with a predetermined duration T. Each portion of vibration signal 110 is then analyzed by the discrimination module 121 so as to distinguish a signal characteristic of a ballast impact.
  • an impact index Ci is measured corresponding, in the present case, to the peak to peak value Vcc of the vibration signal 110 upon the predetermined duration. Then the impact index Ci is compared to a predetermined threshold value Vs, also referred to as threshold Vs.
  • Vs a predetermined threshold value
  • the threshold Vs previously calculated, depends on several parameters of the area to be monitored 21 a - 21 c , such as its material, its density, its response in vibration or its vibration surface.
  • the position of the different vibration sensors 11 a - 11 d on the different areas to be monitored 21 a - 21 c of the floor 21 on the railway vehicle 2 are referenced in a matching table 123 stored in the processing unit 12 , as shown on FIG. 3 .
  • the different thresholds Vs are also associated with the different areas to be monitored 21 a - 21 c of the floor 21 in said matching table 123 (see table hereinbelow).
  • the railway vehicle ( 2 ) comprises three areas to be monitored ( 21 a - 21 c ), a threshold value Vs having been previously determined for each one.
  • a vibration threshold Vs is empirically defined for each family of areas to be monitored (steel structural plates, cast iron structural plates).
  • the area to be monitored 21 c has a threshold value Vs 2 being different from that of areas to be monitored 21 a - 21 b .
  • the supporting structural plate, corresponding to the area to be monitored 21 c is formed in a different way from that of the supporting structural plates corresponding to the areas to be monitored 21 a - 21 b.
  • the threshold value Vs 1 for the vibration signal 110 of said area to be monitored 21 b is equal to 300 m/s 2 .
  • the discrimination module 121 For each vibration signal 110 received by the discrimination module 121 , this latter determines the vibration sensor 11 a - 11 d from which is coming the vibration signal 110 . By interrogating the matching table 123 to which the discrimination module 121 is connected, the discrimination module 121 determines the area to be monitored 21 a - 21 c on which is placed the vibration sensor 11 a - 11 d , the vibration signal 110 of which is analyzed. Thus, in case of detection of a ballast impact 3 , the discrimination module 121 immediately provides the area to be monitored 21 a - 21 c hit by the ballast 3 .
  • the impact index Ci is higher than the threshold value Vs 1 of the zone to be monitored 21 b .
  • An impact is detected by the discrimination module 121 that send back to the processing unit 12 a detection message Mi wherein it is indicated that an impact has occurred, mentioning the area to be monitored having received the impact and the sensing time for the ballast impact 3 .
  • the detection message Mi indicates that an impact has occurred at the time t 1 on the area to be monitored 21 b.
  • the impact index Ci is lower that the threshold value Vs 1 , no impact is detected by the discrimination module 121 and no detection message Mi is sent.
  • the discrimination module 121 parameterized by the threshold values Vs adapted to each one of the areas to be monitored 21 a - 21 d , allows detecting precisely a ballast impact on the floor 21 of the rail vehicle 2 .
  • the adaptive threshold values Vs make possible to overcome the background noise made by the running vehicle 2 vibrations while running on rails, such a monitoring and detection system 1 being advantageously able to limit the number of false alarms.
  • the discrimination module 121 is arranged in order to distinguish two successive impacts.
  • the discrimination module 121 is parameterized to count an impact when the impact index Ci is higher than the threshold value Vs for a first time window. No other impact can be counted until the impact index Ci is not lower than the threshold value Vs for a second time window, posterior to the first one.
  • This locking mechanism allows avoiding a same impact to be counted several times by the monitoring and detection system 1 .
  • the impact index Ci corresponding to the peak to peak measurement Vcc, is higher than the threshold value Vs for the time windows T′ 1 , T′ 2 and T′ 3 . Further to the impact detection in the time window T′ 1 , a locking signal is activated, so preventing to count a new impact for the time windows T′ 2 and T′ 3 .
  • the locking signal is deactivated for the time window T′4 wherein the peak-to-peak measurement Vcc is lower than the threshold value Vs. It advantageously allows detecting a new impact in the time window T′ 12 .
  • the detection and monitoring impact system 1 can be associated with a geolocation system and a mapping. During the rail vehicle path, the detection system transmits the number of impacts detected and the locus of the impact on the vehicle. This information is transmitted to the geolocation system which reproduces on a map of the traveled area the number of impacts being received. Thus, one can detect on which travel part the number of impacts is the most important.
  • the coloured map is then transmitted to the track maintenance agent who can thus arrange the traffic ways to reduce the ballast flight phenomenon.
  • the detecting and monitoring system 1 comprises a plurality of video recording cameras 17 a - 17 d which are mounted on the rail vehicle 2 in order to visualize one or several areas to be monitored 21 a - 21 c in the rail vehicle 2 .
  • Each video recording camera 17 a - 17 d is here mounted on the outer surface of the floor 21 of the rail vehicle 2 so that at least one area to be monitored 21 a - 21 c on the rail vehicle 2 is comprised in the view angle of one of the video recording cameras 17 a - 17 d.
  • the video recording cameras 17 a - 17 d used are so-called “fast” cameras due to the high number of pictures they can register per second (from 100 to 250 pictures per second).
  • Each video recording camera 17 a - 17 d is associated with a pre-triggering system allowing, upon reception of a detection message Mi, to obtain a video recording being anterior and posterior to the impact.
  • the pre-triggering system comprises to this end a buffer or volatile memory which comprises data captured by the camera during the last second recordings.
  • the buffer memory of the camera comprises data registered during the last 5 to 10 seconds.
  • the content of the buffer memory is stored in a storage memory (non-volatile memory), the storage memory comprising the pictures of the impact.
  • the pre-triggering system is arranged for storing in memory the data filmed 5 seconds before and 5 seconds after the effective impact of ballast 3 on the floor 21 .
  • the video recording cameras 17 a , 17 b are mounted in different positions on the floor 21 of the rail vehicle 2 and are connected to the processing unit 12 , the video recording cameras 17 c , 17 d being not visible on these figures.
  • the cameras 17 a - 17 d are here wire-connected but it is evident that they could also be connected by a radio link.
  • a location table 124 associates for each area to be monitored 21 a - 21 c on the running vehicle 2 at least one video recording camera 17 a - 17 d being able to film said area 21 a - 21 c , that is the areas to be monitored 21 a - 21 c that are visible by said video recording camera 17 a - 17 d .
  • the video recording camera 17 a illustrated on FIG. 1 films the supporting structural plates 21 a and 21 b while the video recording camera 17 b only films the supporting structural plate 21 b.
  • the processing unit 12 of the monitoring system 1 further comprises a management module 122 arranged for controlling the different video recording cameras 17 a - 17 d according to the detection messages Mi transmitted by the discrimination module 121 .
  • the management module 121 is connected at the input to the output of the discrimination module 121 and at the output to the video recording cameras 122 also communicating with the location table 124 .
  • the discrimination module 121 transmits a detection message Mi in which it is indicated that an impact has occurred on the area to be monitored 21 a - 21 c at a determined time.
  • Said detection message Mi is transmitted to the management module 122 of the processing unit 12 which extracts from the detection message Mi the impact time as well as the area to be monitored 21 a - 21 c having received the impact.
  • the reference of the area 21 a - 21 c is then introduced into the location table 124 which returns back in response the references of the video recording cameras 17 a - 17 d which are oriented toward said referenced zone 21 a - 21 c.
  • the discrimination module 121 of the processing unit 12 transmits a detection message Mi, stating that the supporting structural plate 122 receives the detecting message Mi and looks up the location table 124 to determine which video recording cameras have to be activated.
  • the video recording cameras 17 a and 17 b are activated (see table 2).
  • the management module 122 of the processing unit also comprises a video recording database, not shown, wherein the different video recordings registered by the video recording cameras 17 a - 17 d are stored.
  • vibration sensors under the form of accelerometers, but it is to understood that strain gauges could also be appropriate.
  • vibration sensors mounted on the lower surface of the floor but it is evident that they could also be mounted on the outer surface. In this case, it is necessary to protect the sensors from outdoor conditions (rain, frost, etc.) but also from impacts due to the ballast.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Measurement Of Mechanical Vibrations Or Ultrasonic Waves (AREA)
  • Closed-Circuit Television Systems (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
US12/622,301 2008-11-20 2009-11-19 Method and system for detecting impacts on areas to be monitored on a running vehicle Abandoned US20100127133A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0806507A FR2938490B1 (fr) 2008-11-20 2008-11-20 Procede et systeme de detection d'impacts sur des zones a surveiller d'un vehicule roulant
FR0806507 2008-11-20

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US (1) US20100127133A1 (fr)
EP (1) EP2189353A3 (fr)
JP (1) JP2010120635A (fr)
KR (1) KR20100056992A (fr)
CN (1) CN101898565A (fr)
AR (1) AR074200A1 (fr)
AU (1) AU2009238357A1 (fr)
BR (1) BRPI0908204A2 (fr)
CA (1) CA2685989A1 (fr)
FR (1) FR2938490B1 (fr)
MA (1) MA31421B1 (fr)
RU (1) RU2009142728A (fr)

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JP7147671B2 (ja) * 2019-04-11 2022-10-05 トヨタ自動車株式会社 情報処理システム及び情報処理プログラム
DE102019218951A1 (de) * 2019-12-05 2021-06-10 Robert Bosch Gmbh Verfahren und Steuergerät zum Erkennen eines Schadens an einem Fahrzeug
CN112816053A (zh) * 2020-12-30 2021-05-18 武汉第二船舶设计研究所(中国船舶重工集团公司第七一九研究所) 一种船舶设备的非接触式振动信息检测方法及系统
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BRPI0908204A2 (pt) 2013-12-10

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