WO2020173646A1 - Dispositif et procédé de détermination d'événements acoustiques au moyen de capteurs de sons sur les rails - Google Patents

Dispositif et procédé de détermination d'événements acoustiques au moyen de capteurs de sons sur les rails Download PDF

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Publication number
WO2020173646A1
WO2020173646A1 PCT/EP2020/052102 EP2020052102W WO2020173646A1 WO 2020173646 A1 WO2020173646 A1 WO 2020173646A1 EP 2020052102 W EP2020052102 W EP 2020052102W WO 2020173646 A1 WO2020173646 A1 WO 2020173646A1
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WO
WIPO (PCT)
Prior art keywords
track
measuring point
sensor
sen
acoustic event
Prior art date
Application number
PCT/EP2020/052102
Other languages
German (de)
English (en)
Inventor
Dietmar SCHÜTZ
Boris CELAN
Original Assignee
Siemens Mobility GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Publication of WO2020173646A1 publication Critical patent/WO2020173646A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/042—Track changes detection
    • B61L23/044—Broken rails
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/042—Track changes detection
    • B61L23/045—Rail wear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/042—Track changes detection
    • B61L23/047—Track or rail movements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/042—Track changes detection
    • B61L23/048—Road bed changes, e.g. road bed erosion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
    • B61L27/57—Trackside diagnosis or maintenance, e.g. software upgrades for vehicles or trains, e.g. trackside supervision of train conditions
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N29/00—Investigating or analysing materials by the use of ultrasonic, sonic or infrasonic waves; Visualisation of the interior of objects by transmitting ultrasonic or sonic waves through the object
    • G01N29/04—Analysing solids
    • G01N29/07—Analysing solids by measuring propagation velocity or propagation time of acoustic waves
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N29/00—Investigating or analysing materials by the use of ultrasonic, sonic or infrasonic waves; Visualisation of the interior of objects by transmitting ultrasonic or sonic waves through the object
    • G01N29/14—Investigating or analysing materials by the use of ultrasonic, sonic or infrasonic waves; Visualisation of the interior of objects by transmitting ultrasonic or sonic waves through the object using acoustic emission techniques
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N29/00—Investigating or analysing materials by the use of ultrasonic, sonic or infrasonic waves; Visualisation of the interior of objects by transmitting ultrasonic or sonic waves through the object
    • G01N29/22—Details, e.g. general constructional or apparatus details
    • G01N29/223—Supports, positioning or alignment in fixed situation
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N29/00—Investigating or analysing materials by the use of ultrasonic, sonic or infrasonic waves; Visualisation of the interior of objects by transmitting ultrasonic or sonic waves through the object
    • G01N29/44—Processing the detected response signal, e.g. electronic circuits specially adapted therefor
    • G01N29/4409—Processing the detected response signal, e.g. electronic circuits specially adapted therefor by comparison
    • G01N29/4427—Processing the detected response signal, e.g. electronic circuits specially adapted therefor by comparison with stored values, e.g. threshold values
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N29/00—Investigating or analysing materials by the use of ultrasonic, sonic or infrasonic waves; Visualisation of the interior of objects by transmitting ultrasonic or sonic waves through the object
    • G01N29/44—Processing the detected response signal, e.g. electronic circuits specially adapted therefor
    • G01N29/4454—Signal recognition, e.g. specific values or portions, signal events, signatures
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N2291/00—Indexing codes associated with group G01N29/00
    • G01N2291/01—Indexing codes associated with the measuring variable
    • G01N2291/011—Velocity or travel time
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N2291/00—Indexing codes associated with group G01N29/00
    • G01N2291/04—Wave modes and trajectories
    • G01N2291/042—Wave modes
    • G01N2291/0421—Longitudinal waves
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N2291/00—Indexing codes associated with group G01N29/00
    • G01N2291/04—Wave modes and trajectories
    • G01N2291/042—Wave modes
    • G01N2291/0422—Shear waves, transverse waves, horizontally polarised waves
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N2291/00—Indexing codes associated with group G01N29/00
    • G01N2291/26—Scanned objects
    • G01N2291/262—Linear objects
    • G01N2291/2623—Rails; Railroads

Definitions

  • the invention relates to a method for localizing an acoustic event in a track, in which at a measuring point located on the track with at least one sound-sensitive sensor the acoustic sound conducted through the track
  • the invention also relates to a measuring point for mounting on a track, for localizing an acoustic event in the track,
  • vibration detectors can be provided for broken rails on the track, which detect the vibrations generated in the track by moving trains. Rail breaks can be detected with this method, since the transmission of vibrations beyond a broken rail is only reduced or not possible at all. A broken rail can therefore be determined by suitable evaluation of the sensor signals, with a large number of Sensors must be attached to the tracks of the track.
  • the sensor signals are processed by a central processor
  • the challenge lies in the timely detection and localization of damage in order to avoid accidents and operational restrictions by means of preventive maintenance
  • the object of the invention is therefore to provide a method for localizing an acoustic event in a track by means of sound-sensitive sensors, with which the localization can take place reliably and inexpensively. It is also an object of the invention to specify a measuring point with which such a method can be carried out.
  • the at least one sensor detects both longitudinal waves and transverse waves of the sound conducted through the track
  • a distance of the acoustic event from the measuring point can be calculated.
  • the invention makes use of the fact that
  • Transverse waves Since these are emitted at the same time from the location of the acoustic event, the difference in time between the two wave fronts increases with increasing distance from the acoustic event due to the different speeds of sound. The distance of the acoustic event can therefore be deduced from the difference in transit time of the measurement signal at the measurement point.
  • the acoustic events are primarily triggered by trains traveling on the track. There is therefore no need for a sound generator to generate a signal. This means that the acoustic event must be examined to see whether it has anomalies that indicate damage. The damage is thus as
  • the acoustic events can be through different
  • Sources of error are influenced. These consist, for example, of wear and tear or damage to the running surface of the track
  • the acoustic event can also be influenced by the moving train itself.
  • sources of error can also be detected that are generated, for example, by defective train wheels. If these are recognized, it is thus also possible to determine the wear and tear on the rolling stock and, if necessary, from this
  • the sensor can also be used to implement an axle counting function.
  • the analysis of the sound signals also allows the detection of typical operating scenarios which, in contrast to normal travel, represent a particular burden on the rail, e.g. B. sanding when braking on slippery surfaces, or particularly strong Braking with possibly locking wheels.
  • Conclusions about the axle loads can also be drawn by evaluating the frequency components. With this information, a cumulative determination of the load on the rail track is possible. Such events are revealed by means of thorough signal analysis.
  • Sound events that are not related to a train crossing, i.e. have an external cause, can also be evaluated. Examples are:
  • the evaluation of the sensor signals is advantageously carried out with the aid of a computer.
  • This is connected to an interface of the sensor so that it can receive the sensor signals. It is also advantageous if the computer can access a database or can feed this database with data (more on this below).
  • the database is implemented by a storage unit.
  • Computer is to be interpreted broadly to include all electronic devices with computing capabilities. Computers can thus, for example, be personal computers, servers,
  • Handheld computer systems pocket PC devices, mobile radio devices and other communication devices that can process data with the aid of computers, processors and other electronic devices for
  • Be data processing which can preferably also be connected to a network.
  • “computer-aided” can be understood to mean, for example, an implementation of the method in which one or more computers executes or executes at least one method step of the method.
  • a “processor” can be understood to mean, for example, a machine or an electronic circuit.
  • a processor can in particular be a central processing unit (CPU), a microprocessor or a microcontroller, for example an application-specific integrated circuit or a digital signal processor, possibly in combination with a
  • a processor can also be, for example, an IC (integrated circuit), in particular an FPGA (field programmable gate array) or an ASIC (application-specific integrated circuit).
  • IC integrated circuit
  • FPGA field programmable gate array
  • ASIC application-specific integrated circuit
  • a processor can also be understood to be a virtualized processor or a soft CPU.
  • it can also be a programmable processor that is equipped with a configuration for carrying out the aforementioned method according to the invention.
  • a “memory unit” can for example be a computer-readable memory in the form of a
  • RAM Random-Access Memory
  • hard disk a hard disk
  • the signal characteristic (preferably computer-aided) are compared with entries in a database, the entries being a
  • the signal characteristic also changes depending on the duration of the acoustic signal. These changes can be evaluated with a view to the distance covered by the acoustic signal and thus result in additional distance information.
  • the longitudinal waves and / or the transverse waves can be used here.
  • the distance information that can be derived according to this embodiment of the method according to the invention can be compared with the information that is based on
  • the signal characteristic can be given, for example, by the frequency response of the acoustic signals generated by the acoustic event. These can, for example, be a
  • Longitudinal waves and the transverse waves can be done separately.
  • the fact that higher-frequency signal components send ahead faster with increasing distance than low-frequency signal components can be used. This fact can easily be determined by means of a Fourier transformation of the signal.
  • Transverse waves are compared with entries in a database, the entries allowing a conclusion about the type of acoustic event.
  • the acoustic event is initially the cause of certain signal characteristics that can also be typified based on different groups of acoustic events. For the detection of certain events it is therefore helpful that the
  • Runtime comparison also evaluates the characteristics of the signal. In this way, events can also be recognized qualitatively, which should not occur on the monitored track per se (a rockfall is different from a broken track, for example). Even if previously unknown events are detected, security measures can be taken if a malfunction is suspected.
  • the computer program has access to a database with typed signal characteristics, which consist of typical acoustic signals
  • the signals are preferably determined and analyzed
  • Measurement drives are carried out in a manner known per se
  • Rail vehicles carried out that drive on the tracks and can take measurements. These measurements can be used in particular to generate database entries and typed
  • the sensors according to the invention can of course also be used to generate this data. This better guarantees comparability with later measurements.
  • the resulting database then serves as a basis for comparison to identify anomalies or long-term ones
  • the route-specific signal characteristics obtained can also advantageously be stored as standardized signal characteristics if these are recognized as typical cases or typical developments. For this purpose, however, as will be explained in more detail below, additional data must be used.
  • the sensor signals are compared with data from the current ferry operation and / or data from the route plan.
  • the current ferry service results from the timetable and any deviations from this timetable. Knowing the current ferry operation allows, for example, to assign the acoustic events to specific trains. This facilitates the comparison with typified signal characteristics of certain acoustic signals
  • knowing the timetable makes it possible to determine in a simple manner the direction from which the acoustic event is coming if one has knowledge of where the moving train is and, consequently, where the acoustic signal is generated.
  • a comparison with the route map is also an advantage.
  • the propagation of acoustic signals is controlled by the Course of the route influenced. This also facilitates the comparison with standardized signal characteristics, for example
  • Routes such as curves or certain track beds can be assigned.
  • the signal characteristics of passenger trains already recorded by those who generate freight trains can also be stored as standardized signal characteristics.
  • the database is expanded, and algorithms of the computer program that ensure its artificial intelligence can expand the database in a self-learning manner.
  • the measuring point has two sensors, which with respect to the
  • Track course are arranged one behind the other, due to the time difference between the sensors generated by these
  • Sensor signals the direction is determined from which the longitudinal waves and / or the transverse waves have come.
  • the direction in which the acoustic event is located is also determined using a transit time comparison.
  • this requires the two sensors, which are arranged one behind the other when viewed in the direction of the track (track course). These detect the relevant acoustic signal (which was triggered by the acoustic event) in quick succession, so that the acoustic signal comes from the direction in which the sensor is located that was the first to detect the acoustic signal.
  • a distance of the two sensors of, for example, 30 cm, there are already differences in transit time in the microsecond range, which can be recorded with modern measurement technology.
  • a network of measuring points is used, whereby due to the
  • Time difference between the two measuring points generated sensor signals the (preferably computer-aided) direction is determined from which the longitudinal waves and / or the transverse waves came.
  • the fact is advantageously used that, given the presence of sensor networks, two preferably neighboring measuring points can be used to determine the direction from which the sound triggered by the acoustic event comes. If, for example, the measuring points are 5 km apart, location-related differences in transit time of the signal belonging to the acoustic event result in the range of seconds.
  • the measuring point has sensors on both sections of the track, whereby the generated sensor signals of both tracks are output in parallel.
  • This embodiment improves the possibility of detecting external influences on the track, which are not caused by trains
  • the at least one sensor can detect both longitudinal waves and transverse waves of the sound conducted through the track
  • the measuring point is therefore advantageously suitable for carrying out the method explained in more detail above.
  • the advantages associated with performing the method are therefore also achieved by the measuring point according to the invention.
  • sensors are attached to each of the two sections of the track.
  • both tracks can be monitored at one and the same measuring point if, for example, wear in curves does not occur symmetrically on both tracks.
  • the measuring point is provided on a switch, each of the
  • Switch ends of the switch is equipped with at least one sensor to monitor the tracks leading away from the switch. At the same time, it is also possible to monitor the track bordering the start of the turnout, as this is connected to one end of the turnout or the other end of the turnout in an acoustically conductive manner depending on the position of the turnout.
  • the measuring point is connected to a computer for processing the sensor signals via the interface.
  • the computer is provided in the measuring point. This allows the sensor signals to be processed in real-time.
  • the sensor signals can be reliably transmitted via the interface to the computer, which can preferably be wired.
  • a connection for example a radio link, can also be provided between the computer and another central computer.
  • measuring point network a plurality of measuring points of the type described above are connected to a network, at least one computer for processing the measured data being integrated into the network.
  • the computer can be a central computer to which all measuring points are connected. This advantageously enables the use of cost-effective measuring points, since these do not have to be equipped with a computer. Alternatively, it is also possible for the measuring points to already pre-process the data with a computer and to carry out the measuring point network
  • the described components of the embodiments each represent individual features of the invention that are to be considered independently of one another, which also develop the invention independently of one another and are thus also to be regarded as part of the invention individually or in a combination other than the one shown. Furthermore, the described embodiments can also be supplemented by further features of the invention already described.
  • FIG 1 shows an embodiment of the measuring point according to the invention, with which an embodiment of the method according to the invention can be carried out, schematically in section,
  • FIG. 2 shows a switch with further embodiments of the
  • FIG. 3 shows another embodiment of the invention
  • FIG. 1 a track 11 with two track strings 12 is shown in section, the rail strings being mounted on a rail sleeper 13.
  • a sensor SEN which is shown schematically in each case, is attached to each of the tracks 12. Both sensors SEN result in a measuring point 14 for acoustic vibrations in the two track sections 12. Not shown, but just as possible, it is that the measuring point extends over only one track section and the other track section is designed without a sensor SEN.
  • Part of the measuring point 14 is also a computer C, which is connected to the sensors SEN via signal lines 16.
  • the computer C also forms part of the measuring point 14, which is indicated by the dash-dotted line. This enables a decentralized evaluation of the sensor signals in each measuring point by the computer C provided there.
  • the computer C is connected to a central computer CZ via a connecting line 17.
  • This central computer is provided for collecting data from different computers C, CI, C2, these computers C, CI, C2 also forming further measuring points with sensors not shown in detail. In this way, the recorded data from different measuring points can be compared.
  • the central computer CZ is connected to a database DAT.
  • this database DAT are typed
  • Signal characteristics are stored, which can be compared with the measured signal characteristics on the track for comparison.
  • the comparison can take place both in the central computer CZ and in the local computers CI, C2, in which case these are supplied with the data from the database DAT via the central computer CZ.
  • Signal characteristics can, on the one hand, be events that have not yet been recorded, e.g. B. a falling rock or the like rolling over the track body. It is also possible, however, to record new, standardized signal characteristics for progressive track wear, so that the track wear can be determined by a corresponding comparison with standardized signal characteristics. A certain operating time of a certain track is necessary for this, since the signs of wear only appear after a certain operating time. These changes in the signal characteristics are also called time-specific changes in the route-specific ones
  • a switch is shown schematically. This has two switch ends 19 and a switch beginning 20.
  • the turnout ends 19 are the branched part of the turnout, while the turnout start 20 represents the single-track part of the turnout, regardless of the direction in which the turnout will travel.
  • the switch tongues 21, which enable the switch to be set in a manner known per se, can also be seen.
  • the position of the switch shown in FIG. 2 is "straight ahead".
  • a measuring point 14 is provided at each of the two switch ends 19. At these measuring points, only the SEN sensors attached to both tracks are shown schematically by circles.
  • the computer C which processes the sensor signals according to FIG. 1, is not shown in more detail in FIG.
  • Switch start 20 provided a further measuring point 14, which is also equipped with two sensors SEN.
  • two sensors SEN of the switch start 20 can always form a pair with the sensors SEN of the switch end 19, so that the distance between these sensors SEN is used to measure the transit time difference of the signal from one sensor SEN to the other Sensor SEN can be measured. This difference in transit time can be used to determine the direction from which the measured acoustic signal came.
  • the equipment of both turnout ends 19 makes it possible to monitor both the one continuing track section and the other away track section.
  • FIG. 14 Another exemplary embodiment of the measuring point 14 is shown in FIG.
  • this measuring point has two sensors SEN1 and SEN2 on one and the same rail track 12, which can, for example, be 30 cm apart. The distance is measured in the longitudinal extent of the track 12.
  • sensors can also be attached in the manner just described to the track behind the track shown. These cannot be seen, however, since FIG. 3 is a side view of the track 11.
  • the computer C is also equipped with an antenna A which communicates with a corresponding antenna A of the central computer CZ with a connected database DAT via a radio interface 22.
  • the arrangement of the sensors SEN1 and SEN2 advantageously enable the direction of the received signal to be determined in one and the same measuring point.
  • the distance between the two sensors SEN1 and SEN2 already leads to a measurable difference in transit time of the measured signal. Because of the low Distance of the two sensors SEN1 and SEN2 also ensures that the measured signal does not change significantly on the way between the two sensors SEN1 and SEN2. Because of this, it is particularly easy to recognize the identity of the measured signal in this case.
  • various imperfections that could generate acoustic events are shown on track 11.
  • This can be, for example, a welded connection 23, a defect 24 (for example corrugation) on the running surface of the rail track or a boulder 25. While the boulder 25 independently generates an acoustic event when it rolls onto the track 11, the connection 23 and the flaw 24 can only be recognized in a standardized signal characteristic when a rail vehicle 26 rolls over the track.
  • the rolling noise of the wheels 27 of the rail vehicle 26 can be recorded by the sensors SEN1 and SEN2 and is changed by the connection 23 or the defect 24 as soon as this becomes apparent
  • Rail vehicle 26 is located beyond these anomalies.
  • the acoustic event that is measured is therefore the change in the noises that are generated by the rolling wheels 27.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Health & Medical Sciences (AREA)
  • General Health & Medical Sciences (AREA)
  • Chemical & Material Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Biochemistry (AREA)
  • General Physics & Mathematics (AREA)
  • Immunology (AREA)
  • Pathology (AREA)
  • Signal Processing (AREA)
  • Acoustics & Sound (AREA)
  • Biomedical Technology (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

L'invention concerne un procédé de localisation d'un événement acoustique sur les rails (11). Ledit procédé consiste à utiliser un point de mesure (14) sur les rails pour enregistrer par l'intermédiaire de capteurs (SEN) les sons acheminés par les voies ferrées (12). Il est possible de déterminer à l'aide de la caractéristique des sons par exemple des défauts sur les rails (11). Pour les identifier, l'invention prévoit un ordinateur (C), lequel peut être connecté également à un ordinateur central (GZ). L'invention prévoit que le capteur permet de détecter à la fois des ondes longitudinales et des ondes transversales des sons acheminés par les rails. Ainsi, un seul capteur rend possible avantageusement la mesure d'un éloignement de l'événement acoustique dans la mesure où il résulte lors de la propagation d'ondes longitudinales et d'ondes transversales une différence du temps de propagation, qui continue à augmenter au fur et à mesure que l'éloignement par rapport à l'événement acoustique augmente. L'invention concerne également un point de mesure, qui permet de mettre en œuvre le procédé selon l'invention.
PCT/EP2020/052102 2019-02-28 2020-01-29 Dispositif et procédé de détermination d'événements acoustiques au moyen de capteurs de sons sur les rails WO2020173646A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019202738.5 2019-02-28
DE102019202738.5A DE102019202738A1 (de) 2019-02-28 2019-02-28 Vorrichtung und Verfahren zur Ermittlung akustischer Ereignisse mittels Schallsensoren im Gleis

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CN116039698B (zh) * 2023-03-31 2023-07-07 成都盛锴科技有限公司 一种利用声音特征进行轨道线路健康检测的方法

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