WO2023129052A2 - Acoustic method for detecting flood, landslide and under-rail washout problems resulting from natural disasters in railways - Google Patents

Acoustic method for detecting flood, landslide and under-rail washout problems resulting from natural disasters in railways Download PDF

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Publication number
WO2023129052A2
WO2023129052A2 PCT/TR2022/051604 TR2022051604W WO2023129052A2 WO 2023129052 A2 WO2023129052 A2 WO 2023129052A2 TR 2022051604 W TR2022051604 W TR 2022051604W WO 2023129052 A2 WO2023129052 A2 WO 2023129052A2
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Prior art keywords
rail
acoustic signal
acoustic
under
detection
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PCT/TR2022/051604
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French (fr)
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WO2023129052A3 (en
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Sabri Haluk GOKMEN
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Gokmen Sabri Haluk
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Priority claimed from TR2021/021656 external-priority patent/TR2021021656A1/en
Application filed by Gokmen Sabri Haluk filed Critical Gokmen Sabri Haluk
Publication of WO2023129052A2 publication Critical patent/WO2023129052A2/en
Publication of WO2023129052A3 publication Critical patent/WO2023129052A3/en

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    • 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
    • G01N29/043—Analysing solids in the interior, e.g. by shear waves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning, or like safety means along the route or between vehicles or vehicle trains
    • B61L23/04—Control, warning, or like safety means along the route or between vehicles or vehicle trains for monitoring the mechanical state of the route
    • B61L23/042—Track changes detection
    • B61L23/044—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 vehicle trains
    • B61L23/04—Control, warning, or like safety means along the route or between vehicles or vehicle trains for monitoring the mechanical state of the route
    • B61L23/042—Track changes detection
    • B61L23/048—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
    • B61L27/53—Trackside diagnosis or maintenance, e.g. software upgrades for trackside elements or systems, e.g. trackside supervision of trackside control system 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
    • G01N29/11—Analysing solids by measuring attenuation 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
    • G01N29/44—Processing the detected response signal, e.g. electronic circuits specially adapted therefor
    • G01N29/46—Processing the detected response signal, e.g. electronic circuits specially adapted therefor by spectral analysis, e.g. Fourier analysis or wavelet analysis
    • 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
    • G01N2291/02—Indexing codes associated with the analysed material
    • G01N2291/028—Material parameters
    • G01N2291/02881—Temperature
    • 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
    • G01N2291/044—Internal reflections (echoes), e.g. on walls or defects
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather

Definitions

  • the invention relates to an acoustic method that can detect heavy rainfalls, floods, landslides and under rail washouts , in real time and before the train arrives, on the line that may threaten the safety of railway traffic, by using acoustic signal generator and acoustic signal sensor modules connected to the rails, of the rail fracture or crack detection system, which can be used in the detection of railway rail failures.
  • the invention in particular, relates to an acoustic method that enables the receiver and transmitter to exchange data between them after they are fixed at certain points, not by moving them on the line, but by sending a certain acoustic signal from a fixed point and starting the detection process. It provides the detection and evaluation of the original acoustic signal coming from both the same point and other points with a certain change and/or the acoustic signal caused by heavy rainfall, flood, landslide, and under-rail washouts.
  • Rail systems in the world are becoming significant day by day since they are fast, economical, environmentally friendly, safe and modern systems.
  • One of the most significant features of rail systems is that they are highly safe public transport vehicles. The continuation of this feature can undoubtedly be ensured by carrying out regular maintenance.
  • One of the factors affecting the safety of the rails is the conditions of the geographical region where the rails are located. As a result of natural disasters such as flood and erosion, etc., deterioration, collapses and under rail washouts may occur on the ground where the rails are positioned. Thus, the detection of these problems that threaten the safety of railways becomes more important.
  • the invention in the most general sense, is a rail fracture or crack detection method that includes command cards, where the control is provided from a control center and commands are sent over a fiber optic line, which can convert these commands into action on the rail blocks to apply vibration signals to the rail by vibration generators, and sensors that detect vibrations on the rail.
  • the invention is a rail fracture or crack detection method that allows the receiver and transmitter to exchange data at a fixed point, not by moving them on the line, that is, sending signals from the same fixed point and performing the operation and collecting signals at the same point and allowing the signal wave to reflect from the relevant deformation and transmit this reflected signal wave to the receiver when the transmitted signal encounters a deformity such as fractures or cracks and even microcracks, and confirming this signal over the amount of signal amplitude reduction detected with the aid of sensors located at other fixed points.”
  • this detection method which is the subject of this patent, the fracture or crack on the rail is detected from the reflected signal.
  • flood/landslide and under rail washouts cannot be detected within the scope of this patent.
  • the reflected signal that only occurs in case of a fracture or crack in the rail is detected, and the fracture and crack in the rail is detected instantly with the method followed in this patent.
  • the relevant invention is an acoustic method, in the field of rail systems technology, that uses the acoustic signal generator and acoustic signal sensor modules connected to the rails in the acoustic rail fracture or crack detection system, for achieving real-time detection of heavy rains, floods, landslides and under rail washouts on the line that may threaten the safety of railway traffic and before the train arrives.
  • the aim of the invention is to detect heavy rain, flood, landslide and under rail washouts that occur due to natural disasters etc. on the railway line immediately after the occurrence of the problem.
  • the line is divided into certain zones according to the method and continuous signal measurement can be made, the location of heavy rain, flood, landslide and under rail washouts can be easily detected. Besides this, no railway vehicle is needed while performing this process, and thus, it will be possible to prevent major railway accidents by providing the pre-detection of rubble pile and under rail washouts on the railway line.
  • Another aim of the invention is to measure several parameters using artificial intelligence and according to the results obtained from these parameters to determine the presence of heavy rain, flood, landslide and under rail washouts in that line segment.
  • Another aim of the invention is to detect the problems such as heavy rain, flood, landslide and under rail washouts on all lines, especially high-speed railways, while they have just occurred, and to warn the center before the train reaches this problematic area, with the aid of this method used.
  • the definition of the acoustic method that will enable the detection of heavy rain, flood, landslide and under rail washouts on the line, which may threaten the safety of railway traffic, in real time and before the train arrives, by using the acoustic signal generator and acoustic signal sensor modules connected to the rails of the rail fracture and crack detection system installed in the field is as follows:
  • Rail temperature sensors placed inside the acoustic signal sensors connected to the rails approximately every 2 Km measure the temperature of the rail body in real time, and detect a faster-than-normal change in these measurement values, as demonstrated in Chart-1, and reveal that there is heavy precipitation in this line section. Due to the very high thermal capacity of the rails, which are constantly welded to each other, this sudden temperature change beyond normal sends the first warning signal to the system.
  • the generated signal and the detected signal are shown schematically.
  • Schematic Diagram-1 Shows the transmitted signal and the received signal at the same levels when there are no fractures, cracks, floods, landslides, or under rail washouts.
  • the acoustic signal sensor that continuously monitors the acoustic signal on the rails in real time, normally does not see fast peak values as in Chart-2 if there is no train movement or similar normal and abnormal activity on the line and continues to receive acoustic signal data close to 'O' level.
  • high acoustic peaks seen in this graph indicate rapid rain with large drops on the tracks, or more likely a hail.
  • This second alarm signal is perceived by the evaluation unit as the occurrence of a flood followed by the onset of the precondition for landslide or washouts under rail. Following this stage, application of dynamic acoustic signals of the system to the rails and evaluate the acoustic response from the rails are important for monitoring the status of the rails and the line.
  • the most basic operation and detection method of the rail fracture and crack sensory system is to examine the change of amplitude on the received acoustic signal depending on the rail temperature, after the application of an acoustic signal to the rails from a single point, from the acoustic signal sensors located on the right and left sides up to 2 km, and to detect the physical damages that may occur on the rails in the line section in between, and to evaluate the result of this detection process an acoustic signal reflected from the broken or defective rail point to the sensor is examined at the application point in order to understand clearly whether the decrease in the signal level is due to rail fractures or defects.
  • Schematic Diagram- 2 shows the detection of the signal reflected from the fracture.
  • Schematic Diagram-2 Indicates that the signal sent is reflected in case of fracture and crack.
  • an acoustic signal is applied to the rails from the signal application point in the line segment where flood, landslide or under-rail washout occurs.
  • a determination is made regarding the existence of an event such as under-rail washout by observing the decrease in the signal level, and the presence of these signals in the frequency band is also clearly revealed.
  • the peak value of the signal created by the rail fracture and crack detection system on the rails is around 1200 Hz, but in case of flood, landslide, or under-rail washout, two peak values are observed around 1200 and 1800 Hz, as well as many secondary level peaks between 0 and 1200 Hz.
  • Schematic Diagram-3 Shows that the peak level of the transmitted signal drops and reaches the opposite signal receiver in case of flood landslide or under-rail washout.

Abstract

In the field of rail systems technology, the invention relates to an acoustic method that can detect heavy rainfalls, floods, landslides and under rail washouts in real time and before the train arrives, on the line that may threaten the safety of railway traffic, by employing acoustic signal generator and acoustic signal sensor modules connected to the rails in the rail fracture or crack detection system, which can be used in the detection of railway rail failures. The invention, in particular, relates to an acoustic method that allows the receiver and transmitter to exchange data between them after they are fixed at certain points, not by moving them on the line, but by sending a certain acoustic signal from a fixed point and starting the detection process. It provides the detection and evaluation of the original acoustic signal coming from both the same point and other points with a certain change and/or the acoustic signal caused by heavy rainfall, flood, landslide and under-rail washouts.

Description

ACOUSTIC METHOD FOR DETECTING FLOOD, LANDSLIDE AND UNDER-RAIL WASHOUT PROBLEMS RESULTING FROM NATURAL DISASTERS IN RAILWAYS
TECHNICAL FIELD
In the field of rail systems technology, the invention relates to an acoustic method that can detect heavy rainfalls, floods, landslides and under rail washouts , in real time and before the train arrives, on the line that may threaten the safety of railway traffic, by using acoustic signal generator and acoustic signal sensor modules connected to the rails, of the rail fracture or crack detection system, which can be used in the detection of railway rail failures.
The invention, in particular, relates to an acoustic method that enables the receiver and transmitter to exchange data between them after they are fixed at certain points, not by moving them on the line, but by sending a certain acoustic signal from a fixed point and starting the detection process. It provides the detection and evaluation of the original acoustic signal coming from both the same point and other points with a certain change and/or the acoustic signal caused by heavy rainfall, flood, landslide, and under-rail washouts.
PRIOR TECHNIQUE
Rail systems in the world are becoming significant day by day since they are fast, economical, environmentally friendly, safe and modern systems. One of the most significant features of rail systems is that they are highly safe public transport vehicles. The continuation of this feature can undoubtedly be ensured by carrying out regular maintenance. One of the factors affecting the safety of the rails is the conditions of the geographical region where the rails are located. As a result of natural disasters such as flood and erosion, etc., deterioration, collapses and under rail washouts may occur on the ground where the rails are positioned. Thus, the detection of these problems that threaten the safety of railways becomes more important.
In the current technique, mostly the railway line is divided into zones of certain length and sensors are positioned around the rails within these zones, and the displacement of the rails on the ground is detected with these sensors. As soon as an event such as under rail washout occurs in the disaster area, the position of the rails' changes, and in this way the problem is detected. However, high cost of the technology used in these systems, and the electronic devices in the system being constantly in contact with the external environment cause damage on the devices and prevent the system from making accurate measurements.
In the current technique, railway road control officers are often benefited from, in the detection of events such as under rail washouts, etc. Following the disaster, these officials monitor and control miles of rails step by step. Considering the railway lines are millions of kilometers long all over the world, and this process is done with human power, it proves that this method is very impractical. Again, considering the possible existence of under rail washouts, due to the difficult detection of such situations and the inability to detect them immediately, very big railway accidents occur, and many people lose their lives because of this.
In the current technique, cameras, etc. are positioned around the railway at certain intervals in order to detect events such as under rail washouts, etc. With the help of these devices, it is tried to monitor the destruction caused by natural disasters. However, limited monitoring area of these devices, their ineffectiveness in case of fog and their inability to perform monitoring at night cause this technique to become dysfunctional.
In the current technique, the detection method using the reflection signal is again our TR201405723 Patent. The Patent summary is as follows: "The invention, in the most general sense, is a rail fracture or crack detection method that includes command cards, where the control is provided from a control center and commands are sent over a fiber optic line, which can convert these commands into action on the rail blocks to apply vibration signals to the rail by vibration generators, and sensors that detect vibrations on the rail. The invention is a rail fracture or crack detection method that allows the receiver and transmitter to exchange data at a fixed point, not by moving them on the line, that is, sending signals from the same fixed point and performing the operation and collecting signals at the same point and allowing the signal wave to reflect from the relevant deformation and transmit this reflected signal wave to the receiver when the transmitted signal encounters a deformity such as fractures or cracks and even microcracks, and confirming this signal over the amount of signal amplitude reduction detected with the aid of sensors located at other fixed points." In this detection method, which is the subject of this patent, the fracture or crack on the rail is detected from the reflected signal. However, flood/landslide and under rail washouts cannot be detected within the scope of this patent. The reflected signal that only occurs in case of a fracture or crack in the rail is detected, and the fracture and crack in the rail is detected instantly with the method followed in this patent.
Consequently, in order to eliminate the disadvantages described above, the need for a multifunctional under rail washouts detection method, which is much safer and has various advantages compared to its counterparts, and the inadequacy of existing solutions necessitated an improvement in the relevant technical field.
AIM OF THE INVENTION
In the most general sense, the relevant invention is an acoustic method, in the field of rail systems technology, that uses the acoustic signal generator and acoustic signal sensor modules connected to the rails in the acoustic rail fracture or crack detection system, for achieving real-time detection of heavy rains, floods, landslides and under rail washouts on the line that may threaten the safety of railway traffic and before the train arrives.
The aim of the invention is to detect heavy rain, flood, landslide and under rail washouts that occur due to natural disasters etc. on the railway line immediately after the occurrence of the problem. As the line is divided into certain zones according to the method and continuous signal measurement can be made, the location of heavy rain, flood, landslide and under rail washouts can be easily detected. Besides this, no railway vehicle is needed while performing this process, and thus, it will be possible to prevent major railway accidents by providing the pre-detection of rubble pile and under rail washouts on the railway line.
Another aim of the invention is to measure several parameters using artificial intelligence and according to the results obtained from these parameters to determine the presence of heavy rain, flood, landslide and under rail washouts in that line segment.
Again, another aim of the invention is to detect the problems such as heavy rain, flood, landslide and under rail washouts on all lines, especially high-speed railways, while they have just occurred, and to warn the center before the train reaches this problematic area, with the aid of this method used.
DETAILED DESCRIPTION OF THE INVENTION
The definition of the acoustic method that will enable the detection of heavy rain, flood, landslide and under rail washouts on the line, which may threaten the safety of railway traffic, in real time and before the train arrives, by using the acoustic signal generator and acoustic signal sensor modules connected to the rails of the rail fracture and crack detection system installed in the field is as follows:
Extreme Rainfall Detection
Figure imgf000005_0001
Graphic-1: Rail temperature variation according to time in case of rain
Rail temperature sensors placed inside the acoustic signal sensors connected to the rails approximately every 2 Km measure the temperature of the rail body in real time, and detect a faster-than-normal change in these measurement values, as demonstrated in Chart-1, and reveal that there is heavy precipitation in this line section. Due to the very high thermal capacity of the rails, which are constantly welded to each other, this sudden temperature change beyond normal sends the first warning signal to the system. In the Schematic Diagram- 1, the generated signal and the detected signal are shown schematically.
Figure imgf000006_0001
Schematic Diagram-1: Shows the transmitted signal and the received signal at the same levels when there are no fractures, cracks, floods, landslides, or under rail washouts.
After this stage, the acoustic signal sensor that continuously monitors the acoustic signal on the rails in real time, normally does not see fast peak values as in Chart-2 if there is no train movement or similar normal and abnormal activity on the line and continues to receive acoustic signal data close to 'O' level. However, high acoustic peaks seen in this graph indicate rapid rain with large drops on the tracks, or more likely a hail.
Figure imgf000006_0002
Graphic-2: Acoustic signal level variation over time in heavy rain and hail
This second alarm signal is perceived by the evaluation unit as the occurrence of a flood followed by the onset of the precondition for landslide or washouts under rail. Following this stage, application of dynamic acoustic signals of the system to the rails and evaluate the acoustic response from the rails are important for monitoring the status of the rails and the line. Flood Formation / Landslide / Washouts Under Rail
The most basic operation and detection method of the rail fracture and crack sensory system is to examine the change of amplitude on the received acoustic signal depending on the rail temperature, after the application of an acoustic signal to the rails from a single point, from the acoustic signal sensors located on the right and left sides up to 2 km, and to detect the physical damages that may occur on the rails in the line section in between, and to evaluate the result of this detection process an acoustic signal reflected from the broken or defective rail point to the sensor is examined at the application point in order to understand clearly whether the decrease in the signal level is due to rail fractures or defects. Schematic Diagram- 2 shows the detection of the signal reflected from the fracture.
Figure imgf000007_0001
Schematic Diagram-2: Indicates that the signal sent is reflected in case of fracture and crack.
However, in case of flood, landslide or under rail washouts, while the acoustic signal level coming to the sensors close to the site where the event took place decreases, no acoustic reflection signal comes back to the sensor located next to the acoustic signal application point. This situation is observed in the graphic below as a decrease in the signal level coming to the sensors close to the site. The absence of the reflection signal indicates another acoustic signal suppressing factor in the relevant line section.
Figure imgf000008_0001
Graphic-3: Acoustic signal level variation over time in case of flood, landslide, or under-rail washouts
With this dynamic acoustic method, an acoustic signal is applied to the rails from the signal application point in the line segment where flood, landslide or under-rail washout occurs. By analysing the signal received by the sensors positioned on the rail at certain intervals to the right and left of the signal application point, as can be seen in Graphic-3, a determination is made regarding the existence of an event such as under-rail washout by observing the decrease in the signal level, and the presence of these signals in the frequency band is also clearly revealed. Under normal conditions, the peak value of the signal created by the rail fracture and crack detection system on the rails is around 1200 Hz, but in case of flood, landslide, or under-rail washout, two peak values are observed around 1200 and 1800 Hz, as well as many secondary level peaks between 0 and 1200 Hz.
Figure imgf000009_0001
Schematic Diagram-3: Shows that the peak level of the transmitted signal drops and reaches the opposite signal receiver in case of flood landslide or under-rail washout.
Figure imgf000009_0002
Graphic-4: Frequency spectrum of the acoustic signal applied to the rails in normal time
Figure imgf000009_0003
Graphic-5: Frequency spectrum of acoustic signal applied to rails after Flood/Landslide/Under-Rail Washout Graph-4 and Graph -5 shows the frequency spectrum when there is no under-rail washout and when there is an under-rail washout etc. In the frequency spectrum in Graphic-4, peak value in the frequency band analysis of the data set obtained from the acoustic signal detector closest to the acoustic signal applied to the rails on the left or right, in the normal line section is indicated. In the frequency spectrum shown in Graph-5, the frequency band peak values of the acoustic signal after flood, landslide, under-rail washout, etc. are demonstrated.
Consequently, while the intensity of the acoustic signal applied to the rails, perceived by the sensors on both sides, falls far below the normal level, the change observed in the frequency band is perceived as a sign of flood, landslide, or under-rail washout in this range.

Claims

CLAIMS In the field of rail systems technology, the invention relates to an acoustic method that can detect heavy rainfalls, floods, landslides and under rail washouts in real time and before the train arrives, on the line that may threaten the safety of railway traffic, by using acoustic signal generator and acoustic signal sensor modules connected to the rails in the rail fracture or crack detection system, which can be used in the detection of railway rail failures; and it is characterized by the following process steps:
• measurement of the rail body temperature in real time with multiple acoustic sensors and rail temperature sensors connected to the rail at certain intervals along the rail,
• detection of the faster-than-normal change in these temperature measurement values,
• detection of heavy rainfall and/or flood affecting the rail in this line segment,
• this sudden temperature change generating the first warning signal for the system,
• detection of high acoustic signal level data generated by the flood, rapid rain with large drops, or more likely a hail by the acoustic sensor, which continuously monitors the near-zero acoustic signal data in real time, in the event that there is normally no train movement or similar normal and abnormal activity on the line,
• detection of both the change in temperature and the high-level acoustic signal, the detection by the evaluation unit as a flood formation followed by the onset of a precondition for a landslide or under-rail washout,
• applying the dynamic acoustic signals of the system to the rails after this stage, and evaluating the acoustic response from the rails for monitoring the status of the rails and the line,
• detection of whether there is a reflected acoustic signal that occurs in the case of rail fracture and crack in order to distinguish between rail fracture and crack and heavy rain, flood, landslide and under-rail washout, • in case of no rail fracture or crack, no acoustic reflection signal coming to the sensor located at the acoustic signal application point in the area closest to the flood, landslide, or under-rail washout,
• decrease in acoustic signal level sent from acoustic signal application point to the nearest sensors located at certain intervals from right and left,
• emergence of another acoustic signal suppressing factor in the relevant line section in spite of the absence of reflection signal,
• detecting the presence and location of flood, landslide, or under-rail washout are characterized by the process steps. It is an acoustic method in accordance with Claim- 1; it is characterized by the decrease in the level of the acoustic signal sent from the acoustic signal application point, to the nearest sensors positioned at certain intervals from right and left. The frequency band is checked and peaks in more than one frequency range in the frequency band is observed in order to confirm for the second time that flood, landslide or under rail washout has occurred in the measurement range after the emergence of another acoustic signal suppressing factor in the relevant line section despite the absence of a reflection signal.
PCT/TR2022/051604 2021-12-29 2022-12-26 Acoustic method for detecting flood, landslide and under-rail washout problems resulting from natural disasters in railways WO2023129052A2 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
TR2021/021656 TR2021021656A1 (en) 2021-12-29 ACOUSTIC METHOD DETECTING FLOODS, LANDSLIDES AND UNDER-TRAIL DISCHARGE PROBLEMS ARISING AS A RESULT OF NATURAL DISASTERS ON RAILWAYS
TR2021021656 2021-12-29

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US5713540A (en) * 1996-06-26 1998-02-03 At&T Corp. Method and apparatus for detecting railway activity
CA2212063A1 (en) * 1997-08-29 1999-02-28 Robert Douglas Stephens Railway hazard vibration sensing, locating and alarm system
GB0915322D0 (en) * 2009-09-03 2009-10-07 Westinghouse Brake & Signal Railway systems using fibre optic hydrophony systems

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