WO2017207830A1 - Procédé et système de détection et d'identification de véhicules ferroviaires sur des voies ferroviaires et système d'alerte - Google Patents

Procédé et système de détection et d'identification de véhicules ferroviaires sur des voies ferroviaires et système d'alerte Download PDF

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Publication number
WO2017207830A1
WO2017207830A1 PCT/ES2016/070420 ES2016070420W WO2017207830A1 WO 2017207830 A1 WO2017207830 A1 WO 2017207830A1 ES 2016070420 W ES2016070420 W ES 2016070420W WO 2017207830 A1 WO2017207830 A1 WO 2017207830A1
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Prior art keywords
railway
type
railway vehicle
signal
track
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PCT/ES2016/070420
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English (en)
Spanish (es)
Inventor
Enrique VALVERDE AGUILAR
Eduardo BERTRÁN ALBERTI
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Agrupación Guinovart Obras Y Servicios Hispania, S.A.
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Application filed by Agrupación Guinovart Obras Y Servicios Hispania, S.A. filed Critical Agrupación Guinovart Obras Y Servicios Hispania, S.A.
Priority to ES201890074A priority Critical patent/ES2712661B1/es
Priority to PCT/ES2016/070420 priority patent/WO2017207830A1/fr
Publication of WO2017207830A1 publication Critical patent/WO2017207830A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L29/00—Safety means for rail/road crossing traffic
    • B61L29/24—Means for warning road traffic that a gate is closed or closing, or that rail traffic is approaching, e.g. for visible or audible warning
    • B61L29/28—Means for warning road traffic that a gate is closed or closing, or that rail traffic is approaching, e.g. for visible or audible warning electrically operated

Definitions

  • the object of the present invention relates to a method and a system for detecting and identifying railway vehicles on railway tracks and a warning system.
  • the method in addition to identifying the type of railway vehicle (ave train, alvia train, freight train, commuter train, construction machine, locomotive, etc.) that is circulating on the tracks, also informs whether the route by which This railway vehicle is circulating is the main road (in which the triaxial sensors that capture the vibratory signal at the passage of the rail vehicle are placed) or the adjacent tracks. This helps prevent situations that may pose a risk to people when maintenance work or works are being carried out on the roads through which the rail vehicle is traveling.
  • Patent document US 20150251674 A1 presents a method of detection by an acoustic generator placed in a mobile device (train), which can be adjusted with respect to its frequency spectrum for the identification of the mobile device by detecting the backscattered light between A small and finite group of frequencies. It is an active identification method, since it is the train itself that transmits a "signature" (discrete set of frequencies), which are detected as the vehicle passes, recognizing and identifying it.
  • a spectral analysis is not properly done in a frequency range as in the present invention, but is only detected if the discrete set of frequencies received is one or the other to recognize the type of vehicle. Obviously this requires good coordination between the infrastructure manager (tracks) and the rail operator.
  • the method of detecting and identifying railway vehicles on railway tracks of the present invention employs at least one triaxial sensor (accelerometric or microphonic type) that continuously captures the generated vibration signal by a railway vehicle circulating on any type of railway track, to detect the approach of railway vehicles on the way to work areas, and identify both the type of railway vehicle that is circulating, and the route through which it is traveling, with option to generate different actions (types of reports, warnings or alarms) in accordance with the type of railway vehicle detected.
  • a triaxial sensor acceleration or microphonic type
  • the method takes advantage of a redundancy between two different technologies, an analog subsystem and another digital subsystem to increase security in the detection of the rail vehicle.
  • a first object of the invention relates to a method of detecting and identifying railway vehicles on railway tracks, a railway vehicle being understood as any type of rolling stock (vehicle equipped with wheels capable of driving on a railway track).
  • This method in a first scenario, where there is only one main road and there are no adjacent roads, comprises the following steps: generating an experimental database comprising a plurality of discrete spectra A corresponding to vibratory signals generated by a type of railway vehicle circulating on any type of railway track when the type of railway vehicle circulates on the main track on which at least one sensor (of triaxial or microphone accelerometric type) configured to pick up a vibratory signal from the passage of a railway vehicle is placed; continuously capture the signal corresponding to the vibration generated by the railway vehicle circulating on any type of railway track by means of the sensor disposed in said track, where the railway tracks can be formed by at least two rails, a set of fixings, and a type of support or a combination of a type of support and a type of sleeper; digitize the captured vibr
  • the method is also able to analyze a second scenario, in which in addition to the main road, adjacent roads are also taken into account.
  • it is necessary to add additional steps to the previous stages, so that it comprises expanding the experimental database with a plurality of discrete spectra B (B1, B2, ...) corresponding to a vibration generated by a type of railway vehicle traveling on any type of railway track when the type of railway vehicle is traveling on an adjacent track; make a second correlation of the discrete spectrum of the signal with each of the discrete spectra B (B1, B2, ...) of the database and obtain a correlation index for each correlation made; and select from the database the discrete spectrum B that has a higher correlation index from those correlation rates that are greater than a predefined threshold, when at least one of the correlation indexes exceeds the predefined threshold, where said discrete spectrum B indicates the type of railway vehicle and the route on which it is traveling.
  • the method activates different alarm levels that indicate the type of railway vehicle detected and whether the route on which it is traveling is the main road or an adjacent road.
  • first digital detection a basic first level of digital detection
  • second digital detection a second level of digital detection
  • a second digital detection of the railway vehicle is also performed, by means of an analysis of a set of pre-established frequency subbands of the digitized signal, so that if all the samples of the set of frequency subbands exceed a threshold u2 predefined for a preset time t2 then a second digital alarm level is activated indicating that said second detection has been performed.
  • the following steps have to be carried out: experimentally measure the vibratory signal generated by each type of railway vehicle circulating on any type of railway track when the railway vehicle circulates on the main road in which it has been placed the sensor and when the railway vehicle circulates on at least one adjacent track; digitize the vibratory signal; and calculate a discrete Fourier transform of the digitized vibratory signal, generating the discrete spectrum for each type of railway vehicle circulating on any type of railway track.
  • an analog detection is also carried out, which seeks the speed and safety in the detection (only the presence or absence of the railway vehicle is reported), so that if the analog signal has a longer duration or equal to a preset time t3 and an amplitude greater than or equal to a predefined threshold u3 then an analog alarm level is activated indicating that said analog detection has been performed and the signal is monitored again; otherwise the signal is also monitored again.
  • the method additionally transmits pilot tones to a receiving unit to report the status of the sensor, connections and links.
  • the method stores the data corresponding to said unknown railway vehicle for further learning and recognition of new railway vehicles.
  • a second object of the invention relates to a system for detecting and identifying railway vehicles on railway tracks such that it comprises: at least one sensor arranged in the track configured to continuously capture a signal corresponding to a vibration generated by a railway vehicle circulating on any type of railway track; computational means configured to: store an experimental database comprising a plurality of signals and their corresponding discrete spectra, where each signal corresponds to a vibration generated by a railway vehicle circulating on any type of railway track; digitize the captured vibratory signal; calculate a discrete Fourier transform of said signal to obtain a discrete signal spectrum; correlate the discrete spectrum of the signal with each of the discrete spectra of the database that correspond to the same type of route through which the railway vehicle circulates, and obtain a correlation index for each correlation made; and select the discrete spectrum of the database that has a higher correlation index from those correlation indexes that are greater than a predefined threshold, when at least one of the correlation indexes exceeds the predefined threshold.
  • the railway vehicle detection and identification system on railway tracks comprises an alarm level activation system when the railway vehicle is detected and / or identified.
  • a third object of the invention relates to a warning system comprising the detection and identification system of railway vehicles on railway tracks.
  • the method of the present invention has the following advantages over current detection methods:
  • the rail vehicle does not actively participate in its own identification as ID, RFID codes, or the transmission of other identifiers from the train are not used. Nor does it require installing generators in rail vehicles, this is a passive detection method. This achieves greater operational autonomy between infrastructure management, vehicle operation and supervision or maintenance tasks.
  • Figure 1 Shows a flow chart of the method of the present invention for the case in which only the main road exists (there are no adjacent roads). It is observed how the digital subsystem comprises the first correlation of the third level of digital detection.
  • Figure 2. Shows a flow chart of the method of the present invention for the case in which in addition to the existence of the main route, there are also adjacent routes. It is observed how the digital subsystem then comprises the first and the second correlation of the third level of digital detection.
  • Figures 3a and 3b.- show a flow chart of the method of the present invention for the most complete case, in which in addition to the main road, there are also adjacent roads. It is observed how the digital subsystem comprises the three levels of digital detection, first level, second level and third level of digital detection (first and second correlation).
  • Figure 3b is the continuation of Figure 3a.
  • Figure 4. Shows an example of an experimental database, which contains parameters such as the type of railway vehicle, type of support and type of sleeper and pre-memorized patterns (discrete spectra) corresponding to different types of railway vehicles circulating through different ways.
  • Figure 5. Shows the system devices that allow this method and the warning system to be carried out.
  • a first object of the present invention describes a method of detecting and identifying railway vehicles on railway tracks comprising the following steps:
  • a signal (continuous measurements on the x, y, z axes) corresponding to a vibration generated by a railway vehicle traveling on any type of railway via sensors arranged at one or more points of interest at along the way.
  • the sensors can be accelerometric or microphone type, preferably triaxial accelerometric sensors.
  • Amplify (with operational amplifiers or low frequency transistors) and filter the vibratory signal captured by the sensor to eliminate noise caused by other sources outside the approach of a railway vehicle on the track.
  • This first filtering is carried out with low-pass filters of cut-off frequency of the order of a few kHz (not more than 5 kHz, and typically of the order of kHz or 500 Hz, according to the accelerometric sensor used), preserving in the frequency band of interest, the information in amplitude and frequency.
  • the vibrating signal captured is sent, in parallel, to two subsystems, an analog subsystem, which seeks the speed and safety in the detection of the rail vehicle (only the presence or absence of the rail vehicle is reported) and another digital subsystem, which, in addition to confirming said detection at different levels, identifies the type of railway vehicle and informs of the route through which said railway vehicle is traveling.
  • an analog subsystem which seeks the speed and safety in the detection of the rail vehicle (only the presence or absence of the rail vehicle is reported)
  • another digital subsystem which, in addition to confirming said detection at different levels, identifies the type of railway vehicle and informs of the route through which said railway vehicle is traveling.
  • the analog subsystem is responsible for checking whether the vibrating signal has a duration greater than or equal to a preset time t3 and an amplitude greater than or equal to a predefined threshold u3, thus preventing short pulses and other noise (interference, non-ideal mechanical contacts, discontinuities, road bumps, work / maintenance machinery ...) can generate false alarms for the detection of a railway vehicle. If the analog vibrating signal has a duration greater than or equal to t3 and an amplitude greater than or equal to the threshold u3, then a first analog alarm level is activated, indicative of the presence of a railway vehicle. Subsequently, whether or not the rail vehicle has been detected, the signal is monitored again.
  • the processing is totally analog, so it does not depend on digital aspects, such as program counters, which in the face of strong electromagnetic interference (for example, construction machinery) could deceive the iterative execution of the algorithms (erroneous program counter jumps, partial erasure or destruction of memories, etc).
  • This analog subsystem comprises the following elements:
  • a low pass filter (can be RC type, and does not necessarily have to be active), with low thermal variation and environmental robustness, with low cutoff frequency, of the order of a few Hz (at most hundreds of Hz, although usually tens of Hz ).
  • This filter acts as an integrator, since it needs a minimum of continuity in the vibrations. It is important to adjust the time constant of this filter: a slow adjustment may not fire on short vehicles or, simply, locomotives without wagons, while a quick adjustment may trigger for the mentioned false alarms. As indicative, they are considered time constants of the order of 2 to 15 seconds.
  • An envelope detector (preferably formed with a circuit consisting of diodes, resistors and capacitors) whose output will be to detect the envelope (amplitude) of the vibratory signals.
  • a level detector (comparator circuit type) connected to the output of the envelope detector, which activates the detection when its output exceeds a predefined trigger threshold.
  • the detector is implemented as an analog comparator, whether based on transistors or operational amplifiers.
  • the level detector In the most basic case, the level detector only warns of the presence or absence of a railway vehicle. While in a more complete case, the level detector (with a window comparator) reports said detection with three levels of reliability (confidence): safe presence of railway vehicle, safe absence and uncertainty. To adjust the sensitivity of this level detector depending on the type of track, a precalibration is made between selectable values with a resistive divider and a switch (which can be mechanical or a resistance network adjustable by keyboard using CMOS technology switches).
  • the digital subsystem acts independently of the analog subsystem, complementing it, since in addition to corroborating the presence of the railway vehicle, it also identifies the type of railway vehicle that is circulating and informs whether the route through which said railway vehicle is traveling is the main route (in which the sensor (s) are placed) or adjacent tracks.
  • the digital subsystem comprises an analog / digital (A / D) converter of not less than 8 bits, for the digitalization of the captured vibratory signal and which follows a previous level conditioner (amplification to condition the output level of the sensors to the dynamic range of the A / D converters, to take advantage of their benefits, and pre-filtered to prevent the inevitable environmental noise or causes beyond the passage of a railway vehicle could mask future decisions), all with or without a sampling and maintenance device (S&H sample-and-hold subsystem, responsible for maintaining constant the signal of the sensors while the process of translating the analog domain into a digital word intelligible by the subsequent microprocessors), depending on the A / D converter technology used .
  • a / D converter of not less than 8 bits
  • the sampling rate must be a theoretical minimum of 10 kHz, preferably a minimum of 50 kHz, although this value is susceptible to a wide range of variation between Hz and kHz, depending on the accelerometric sensor used, of the resolution ( in "g", a unit that takes as a reference the acceleration of the desired gravity) and sensitivity, as some sensors offer different benefits by varying the sampling frequency (speed at which the processor acquires the samples (digital words) of the accelerometers).
  • This digital subsystem comprises three levels of detection of railway vehicles: a first level of basic and very fast digital detection, a second level of digital detection of a higher and more reliable level than the first level of detection and a third level of digital detection which is the one that in addition to detecting the railway vehicle, identifies the type of a railway vehicle and provides information on whether the passage of said railway vehicle is produced by the main road (in which the triaxial sensors are placed) or by the adjacent tracks. Knowing whether the rail vehicle is passing through the main road or adjacent roads is decisive, since in this way, in the case that the rail vehicle is passing through the adjacent tracks and not the main track, It is not necessary that people who are carrying out maintenance work on this road withdraw work equipment (machinery), beyond respecting the gauge, and can continue with their work.
  • machineinery work equipment
  • a first level of digital detection which comprises performing a first digital detection of the railway vehicle, so that if the digitized signal has a duration greater than or equal to a predetermined time t1 and an amplitude greater than or equal to a predefined threshold u1 then it is activated a first digital alarm level indicating that said first detection (presence of railway vehicle) has been performed. Subsequently, whether the first digital alarm level has been activated or not, a second level of digital detection would be evaluated.
  • this first level of detection is activated by recording activity maintained in the sensor for a period of time. If there is an output of amplitude greater than a predefined threshold of "g" in the sensor during a whole temporary window of long enough length (about 10 seconds) so that the passage of a railway vehicle is not confused with a vibration for other reasons , like tapping on the track.
  • This level also informs the direction of the approach of the railway vehicle (due to relative amplitudes between different temporary bursts of sampling, since the amplitude of vibration increases when the railway vehicle approaches the sensor, and decreases when moving away; of the degree of proximity of the railway vehicle and of the passing speed of the railway vehicle.
  • a second level of digital detection which comprises performing a second digital detection of the railway vehicle, by means of an analysis of the presence of energy (of vibrations) at the exit of a bank of digital filters each adjusted to a different frequency band within a set of preset frequency subbands of the digitized signal, so that if all frequency subbands exceed a predefined threshold u2 for a preset time t2 then a second digital alarm level is activated indicating that said second detection has been made (presence of railway vehicle). Subsequently, whether the second digital alarm level has been activated or not, a third level of digital detection would be evaluated.
  • this second level of detection detects vibrations around a minimum and predefined set of between 2 and 5 frequency subbands, allowing a certain degree of tolerances, to identify the vibrations corresponding to the approximation of railway vehicles of other types of vibrations. For this, it is monitored whether the outputs of digital filters type FIR (finite impulse response, more stable) or MR (infinite impulse response, shorter calculation time), pass-band type and adjusted to the frequencies that contain higher Information (of the order of 1 to 10 Hz) exceeds a predefined threshold u2 for a preset time t2 (approximately of the order of 2 to 15 seconds). If all the outputs of the digital filters exceed said predefined threshold u2 during the preset time t2, the corresponding alarm is activated.
  • FIR finite impulse response, more stable
  • MR infinite impulse response, shorter calculation time
  • the approaching railway vehicle alarm is activated.
  • vibratory energy is detected in the 5 bands but does not exceed the threshold u2 during time t2 or vibrational energy is detected that exceeds the threshold u2 during time t2 in one, two, three or four of the bands (se understand that if there is no vibratory energy in any of the 5 frequency bands, no railway vehicle is approached), then the filtering is repeated for a new frame of acceleration measurements.
  • the database has been generated experimentally and comprises a plurality of discrete spectral patterns, where each discrete spectrum corresponds to a vibration generated by a particular type of railway vehicle circulating on any type of railway track, where the railway tracks are formed by a type of support (as is the case of the plate track) or a combination of a type of support and a type of crossbeam (as is the case of ballast with wooden or concrete sleepers).
  • the following steps have been carried out: on the one hand, experimentally measure the vibratory signal generated by each type of railway vehicle traveling on any type of track when the railway vehicle travels on the same track (main track ) on which the sensors have been placed, and on the other hand, experimentally measure the vibratory signal generated by each type of railway vehicle circulating on any type of track when the railway vehicle circulates along adjacent tracks (usually there will only be one adjacent track, however, there may be more than one adjacent track); digitize the vibratory signals; and calculate the discrete Fourier transform of said digitized vibratory signals, generating, on the one hand, the discrete spectra for each type of railway vehicle circulating on any type of track when the railway vehicle circulates on the same track in which they have been placed the sensors (discrete spectra A) and on the other hand, the discrete spectra for each type of railway vehicle circulating on any type of track when the railway vehicle is traveling on an adjacent track (discrete spectra B1 (adjacent track), B2 (adjacent track
  • the discrete spectra B (B1, B2, 7) differ from the discrete spectra A mainly in two aspects: its lower amplitude (the sensor measures the vibratory signal that comes from the adjacent paths and not from the main path in which the sensor is placed) and a greater attenuation of the high frequencies with respect to the low frequencies, given the low-pass behavior of the propagation of mechanical vibration waves on the ground.
  • This third level of digital detection calculates a discrete Fourier transform of the vibratory signal captured by the sensor (s) to obtain the discrete spectrum of said signal.
  • the discrete spectrum A that has a higher correlation index is selected from the database from those correlation indexes that are greater than a predefined threshold (for example, correlation index threshold> 0.7), in this case, if this correlation index is found, an alarm level is activated which, in addition to identifying the type of railway vehicle being circulated, also identifies that the route through the one that circulates is the main route (where the sensors are installed) and the signal would be captured and monitored again.
  • a predefined threshold for example, correlation index threshold> 0.7
  • the discrete spectrum B (B1, B2, 7) that has a higher correlation index is selected from the database among those correlation rates that are greater than a predefined threshold (for example, index threshold of correlation> 0.7), in this case, if said correlation index is found, an alarm level is activated which, in addition to identifying the type of railway vehicle that is traveling, also identifies the adjacent route through which it circulates, of such so it is not necessary for people who are carrying out maintenance work on the main road (in which the sensors are placed) to remove the work equipment placed on said main road, and the signal would be captured and monitored again.
  • a predefined threshold for example, index threshold of correlation> 0.7
  • the signal would be re-monitored and a presence information of the unidentified railway vehicle type would be stored (if there is a railway vehicle ), for the management of a database that can be used, for example, for the subsequent learning and recognition of new railway vehicles.
  • the stored information may contain data such as the hour and minute and / or the discrete spectrum of vibrations produced, or only its main parameters to reduce storage requirements.
  • the correlation operation involves comparing the sequences of samples corresponding to a vibratory burst with other sequences corresponding to type bursts that identify different situations, depending on whether the identification of the type of railway vehicle or the identification of the type of passageway is sought.
  • the term correlate is emphasized because mathematically it allows comparison to be made regardless of the start time of each sequence, only by its form.
  • the term correlate refers to the correlation of spectral samples: this means making a fast Fourier transform (FFT type), which generates a sequence of discrete samples, each corresponding to a certain frequency (hence the name of spectral samples), and this is the sequence that is correlated with discrete spectrum patterns.
  • FFT type fast Fourier transform
  • Figure 4 shows a database (table) containing the discrete spectra of pre-memorized patterns in which there are 3 tracks (the main track and two adjacent tracks) where X, Y, Z, ... they represent different types of railway vehicles (for example Alvia, AVE, locomotive, goods, commuter trains, ). Each railway vehicle generates a spectrum of vibrations depending on the type of track on which it is traveling, so there are several spectrum patterns (frequencies that are activated and amplitudes at the most significant frequencies) for each type of railway vehicle.
  • Table 4 shows a database (table) containing the discrete spectra of pre-memorized patterns in which there are 3 tracks (the main track and two adjacent tracks) where X, Y, Z, ... they represent different types of railway vehicles (for example Alvia, AVE, locomotive, goods, commuter trains, ).
  • Each railway vehicle generates a spectrum of vibrations depending on the type of track on which it is traveling, so there are several spectrum patterns (frequencies that are activated and amplitude
  • the column relating to the discrete spectra A refers to the pre-memorized patterns corresponding to the discrete spectrum of different types of railway vehicles traveling on one type of track, when the passageway is the main track, on which the / the sensors
  • Columns related to discrete spectra B (column B1 and B2) refer to the pre-memorized patterns corresponding to the discrete spectrum of the different types of railway vehicles circulating along the adjacent tracks, where the discrete spectra B1 correspond to the adjacent track and the discrete spectra B2 correspond to the adjacent track2.
  • the data that is obtained as each stage of the method is executed (presence of railway vehicles on track, types of railway vehicles, etc.) are stored locally (on a measurement basis) and transmitted by cable or radio to a receiving unit ( alarm center, centralized control rooms, maintenance brigades that are working on the affected roads, etc) that manages them.
  • a receiving unit alarm center, centralized control rooms, maintenance brigades that are working on the affected roads, etc.
  • the different connections and links between the system elements can be made by cable or by wireless technology.
  • the method comprises transmitting, continuously or discontinuously, pilot tones (fixed frequencies) or digital codes, to a receiving unit to inform (in fault tolerant applications) of the state of attention of the sensors and the reliability of the connections and of the links (radio or wired).
  • Figure 1 shows the method of the present invention represented by a flow chart for the case in which only the main road exists (there are no adjacent roads).
  • the analog subsystem is observed, and on the other hand, and running in parallel, the digital subsystem comprising the first correlation of the third level of digital detection, where said first correlation allows to identify the type of railway vehicle and provides information on if the passage of said railway vehicle occurs through the main road (in which the triaxial sensors are placed) or not. Therefore, in this figure 1 neither the first level of digital detection nor the second level of digital detection is shown.
  • step 100 the method continuously captures and monitors the vibratory signal.
  • step 101 the method performs noise filtering and level conditioning.
  • step 102 analog subsystem
  • step 1 10 digital subsystem
  • step 104 the method determines if a predefined threshold has been exceeded for a while. If this threshold is exceeded an alarm is activated indicative of the presence of a vehicle, step 105, and the method continues in step 100. If the predefined threshold is not exceeded for a period of time no railway vehicle presence detection alarm is activated and the method continues in step 100.
  • step 1 10 the method digitizes the captured vibratory signal (step 1 11) and then, in step 112, the discrete Fourier transform of said signal is calculated to obtain a discrete spectrum of the signal.
  • step 113 a first correlation of the discrete spectrum of the signal is made with each of the discrete spectra A of the database obtaining a correlation index for each correlation made, and it is verified (step 1 14) if the discrete spectrum of the signal coincides with some discrete spectrum A. If it coincides, the method activates an alarm (step 1 15) informing of the type of railway vehicle and that the route through which it circulates is the main route and returns to the stage 100; otherwise (if none match) it also returns to stage 100.
  • Figure 2 shows the method of the present invention represented by a flow chart for the case in which in addition to the main path, there are also adjacent paths.
  • the digital subsystem comprises the first correlation and a second correlation of the third level of digital detection. Therefore, this figure 2 comprises the flowchart of figure 1, where in the event that no discrete spectrum A coincides with the discrete spectrum of the signal, instead of returning to step 100, a second one would be carried out correlation of the discrete spectrum of the signal with each of the discrete spectra B (B1, B2, ...) of the database (step 1 16) obtaining a correlation index for each correlation made, and is verified (step 1 17) if the discrete spectrum of the signal coincides with some discrete spectrum B (B1, B2, ).
  • step 1 18 the method activates an alarm (step 1 18) informing of the type of railway vehicle and the route through which it circulates and returns to stage 100; otherwise (if none match), the data corresponding to the unknown railway vehicle (if any) is saved (stage 1 19) and returns to stage 100.
  • Figure 3 shows the method of the present invention represented by another flow chart, where you can see, on the one hand, the analog subsystem (which is the same as in Figure 1 and 2) and on the other hand, and operating in parallel, the digital subsystem which in this case comprises the first level of digital detection, the second level of digital detection and the third level of digital detection, where the third level of detection comprises the first and the second correlation.
  • the stages of the digital subsystem 210 of this figure 3 are listed below.
  • the method digitizes the captured vibratory signal and then, in step 212 is performed the first level of digital detection, where it is evaluated whether or not there is a railway vehicle detection (step 213).
  • step 214 the method activates a first digital alarm level (step 214) and goes to step 215, while if there has been no rail vehicle detection, it would go directly to step 215.
  • step 215 the second level of digital detection is performed, where it is also evaluated whether there is a detection or not of a railway vehicle (step 216). If there has been a railway vehicle detection, the method activates a second digital alarm level (step 217) and goes to step 218, while if there has been no railway vehicle detection it would go directly to step 218.
  • the method would execute the third level of digital detection (first and second correlation) and therefore, the same steps as the method of Figure 2, that is, in step 218, the discrete Fourier transform of said signal is calculated for Obtain a discrete signal spectrum.
  • step 219 a first correlation of the discrete spectrum of the signal is made with each of the discrete spectra A of the database obtaining a correlation index for each correlation made, and it is verified (step 220) if the discrete spectrum of the signal coincides with some discrete spectrum A.
  • the method activates an alarm (step 221) informing of the type of railway vehicle and that the route through which it circulates is the main route and returns to stage 100 ; otherwise (if none match) a second correlation of the discrete spectrum of the signal is made with each of the discrete spectra B (B1, B2, ...) of the database (step 222) obtaining an index of correlation for each correlation made, and it is verified (step 223) if the discrete spectrum of the signal coincides with some discrete spectrum B (B1, B2, ).
  • the method activates an alarm (step 224) informing of the type of railway vehicle and the route through which it circulates and returns to stage 100; otherwise (if none match), the data corresponding to the unknown railway vehicle (if any) is saved (step 225) and returns to step 100.
  • a second object of the invention describes a system comprising the sensors and computational means (computer with processor) configured to carry out the above method.
  • said system therefore comprises at least one sensor (3) arranged in the path configured to continuously capture and monitor a signal corresponding to a vibration generated by a railway vehicle traveling on any type of track; computational means (4) configured to: store an experimental database comprising a plurality of signals and their corresponding discrete spectra, where each signal corresponds to a vibration generated by a railway vehicle circulating in any way, digitize the captured vibratory signal , calculate a discrete Fourier transform of said signal to obtain a discrete spectrum of the signal, correlate the discrete spectrum of the signal with each of the discrete spectra of the database that correspond to the same type of path through which it circulates the railway vehicle, and obtain a correlation index for each correlation made, and select the discrete spectrum of the database that has a higher correlation index from those correlation indexes that are greater than a predefined threshold, when at least one of the correlation indexes exceeds the predefined threshold.
  • the system additionally comprises an alarm level activation system when the railway vehicle is detected and identified.
  • a third object of the invention describes a warning system (6), represented in Figure 5, which comprises the system for detecting and identifying railway vehicles on railway tracks.

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Abstract

Le procédé fait appel à au moins un capteur triaxial disposé sur la voie, qui capture en continu le signal correspondant à une vibration générée par un véhicule ferroviaire circulant sur un quelconque type de voie ferroviaire. Ultérieurement, la transformée discrète de Fourier du signal capturé et mise en oeuvre et le spectre discret est obtenu. Ensuite, ledit spectre discret est corrélé avec une base de données qui permet d'identifier le type de véhicule ferroviaire qui circule sur les voies et d'indiquer également la voie sur laquelle il circule, avec option de générer des actions distinctes (types de rapports, génération d'alertes et alarmes) en fonction du type de véhicule ferroviaire détecté. En outre, le procédé bénéficie d'une redondance entre deux technologies différentes, un sous-système analogique et un autre sous-système numérique qui augmente la sécurité dans la détection du véhicule ferroviaire.
PCT/ES2016/070420 2016-06-03 2016-06-03 Procédé et système de détection et d'identification de véhicules ferroviaires sur des voies ferroviaires et système d'alerte WO2017207830A1 (fr)

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ES201890074A ES2712661B1 (es) 2016-06-03 2016-06-03 Metodo y sistema de deteccion e identificacion de vehiculos ferroviarios en vias ferroviarias y sistema de aviso
PCT/ES2016/070420 WO2017207830A1 (fr) 2016-06-03 2016-06-03 Procédé et système de détection et d'identification de véhicules ferroviaires sur des voies ferroviaires et système d'alerte

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EP3643580A1 (fr) * 2018-10-23 2020-04-29 Greatcom AG Système de surveillance et procédé de détection des participants de la circulation dans une zone de détection
WO2023208744A1 (fr) * 2022-04-25 2023-11-02 Konux Gmbh Système et procédé d'analyse de données ferroviaires

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US20020027831A1 (en) * 1996-08-20 2002-03-07 Nippon Signal Co., Ltd. Information generating apparatus using elastic waves
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* Cited by examiner, † Cited by third party
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EP3643580A1 (fr) * 2018-10-23 2020-04-29 Greatcom AG Système de surveillance et procédé de détection des participants de la circulation dans une zone de détection
CH715491A1 (de) * 2018-10-23 2020-04-30 Greatcom Ag Überwachungssystem und Verfahren zum Erfassen von Verkehrsteilnehmern in einem Erfassungsbereich.
WO2023208744A1 (fr) * 2022-04-25 2023-11-02 Konux Gmbh Système et procédé d'analyse de données ferroviaires

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