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  • 专利说明
  • 权利要求
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    • 专利摘要:
    The invention relates to a method for detecting the derailment of a rail vehicle (1), a) along the travel path (2) by means of an elongated acoustic sensor (3) measured values for characterizing vibrations or pressure changes on a plurality of along the travel path (2) Location points (M1 ... M100) are determined, b) wherein for a number of location points (M1 ... M100) along the travel path (2) and for a number of times (t) in each case a measured value m (x, t) c) wherein a trajectory (x0 (t); t0 (x)) of the rail vehicle (1) with respect to the waypoints in time is determined or specified, the trajectory (x0 (t); t0 (x)) indicates the location point (M1 ... M100) of a given part of the rail vehicle (1) at any point in time (t) within a time range (T), d) where for location points (M1 ... M100) M100) each separately - in the area of Schienenfahrz eugs (1) or its trajectory (x0 (t); t0 (x)) in the respective location point (M1 ... M100) a number of time slots (U) is given, - in each of the time slots of the location point (M1 ... M100) the signal energy within a given frequency band is determined separately and that signal energy is assigned to a time (t) associated with the time window (U) such that a discrete signal (d (x, t)) associating the respective signal energies with each location (M1 ... M100) for individual times e) the individual values of the discrete signal (d (x, t)) corresponding to the trajectory (x0 (t); t0 (x)) of the rail vehicle (1) are assigned to one another in this way, and if necessary equalized and interpolated, the values of the discrete signal (d (x, t)) originating from equal parts of the rail vehicle (1) are assigned to one another, f) wherein the individual values of the disk associated with each other, in particular offset from each other and optionally equalized and interpolated reten signal (d (x, t)), possibly weighted, aggregated over the time and / or the location, in particular summed, be, and such a characteristic signal (C) is determined, which is characteristic of the rail vehicle (1). is considered, wherein g) for the same rail vehicle (1) at several points along the travel path (2) according to steps a) to f) in each case a characteristic signal (C) is determined, h) that the characteristic signals (C) compared with each other determining a match value indicating how well the two characteristic signals (C) agree with each other; and i) determining that the derailment is in the event that the match indicated by the match value falls below a predetermined threshold.
    公开号:AT518745A1
    申请号:T50545/2016
    申请日:2016-06-15
    公开日:2017-12-15
    发明作者:
    申请人:Ait Austrian Institute Tech Gmbh；
    IPC主号:
    专利说明:

    The invention relates to a method for detecting the derailment of a rail vehicle according to claim 1.
    From the prior art, it is known to record by OTDR (Optical Time Domain Reflectometry) in place and time resolved measurements that indicate whether pressure changes or vibrations (airborne sound, ground sound) are present at certain points. In the specific case, an optical fiber, for example a fiber optic cable, is used to determine the pressures, wherein refractive index changes, which are dependent on pressure changes or vibrations, can be measured by the fact that the reflection behavior of a light pulse, which is introduced into the fiber optic cable, of the individual Pressure changes depends. If such a fiber optic cable laid in the region of the travel distance of a rail vehicle, especially its emitted acoustic vibrations can be measured, since such vibrations and vibrations generate pressure changes in the region of the fiber optic cable, which in turn leads to a local change in the refractive index of the fiber optic cable. Thus, ultimately, there is the possibility that the fiber optic cable may be an elongated acoustic sensor used to determine readings to characterize vibrations or pressure changes at a plurality of waypoints located along a rail vehicle travel path. The signal thus obtained represents a locally distributed microphone signal that can be detected for a plurality of location points (Mi ... M100).
    Especially with railway systems has the significant advantage that cables are laid in the form of fiber optic cables anyway for the operationally required communication applications. In this case, a glass fiber bundle regularly also contains several unused glass fibers that can be used for OTDR measurements. These measurements record the pressure changes or acoustic vibrations in space and time emitted by rail vehicles.
    The object of the invention is to provide a concrete procedure with which the derailment of a rail vehicle can be determined on the basis of acoustic measurements.
    The invention relates to a method for detecting the derailment of a rail vehicle, a) wherein measured values for characterizing vibrations or pressure changes at a plurality of location points arranged along the travel path are determined along the travel path by means of an elongated acoustic sensor. B) wherein for a number of location points a measured value for characterizing the vibration or a pressure change is provided along the travel path and for a number of times, c) wherein a trajectory of the rail vehicle with respect to the waypoints in time is determined or specified, the trajectory the location point of a predetermined Specifies part of the rail vehicle at any time within a time range, d) wherein for location points each separately - in the area of the rail vehicle or its trajectory in the respective location point a number of time windows is given, - in each of the time windows of the place the signal energy within a given frequency band is determined separately, and this signal energy is assigned to a time point associated with the time window, so that a discrete signal, which assigns the respective signal energies to individual location points for each time point, is available e) the individual values of the discrete signal according to the trajectory of the rail vehicle are assigned to each other, and possibly equalized and interpolated, that the outgoing from equal parts of the rail vehicle values from the discrete signal are assigned to each other, f) wherein the individual mutually associated, in particular shifted against each other and optionally straightened and interpolated, values of the discrete signal, optionally weighted, aggregated over the time and / or over the location, in particular summed, and such a characteristic signal is determined, which is characteristic of the Schienenfa is considered.
    A numerically less complicated and advantageous procedure for detecting derailment of a rail vehicle provides that a characteristic signal is determined for the same rail vehicle at several points along the travel path according to the above-mentioned steps a) to f), that the characteristic signals are compared with each other, determining a match value indicating how well the two characteristic signals agree with each other, and in the event that the match indicated by the match value falls below a predetermined threshold, a derailment is detected.
    A particularly simple way of forming a characteristic signal envisages that for determining the characteristic signal from the discrete signal a separate discrete location signal is taken for each time point, the individual discrete location signals are displaced according to the trajectory such that the same parts of the rail vehicle originating signal components each come to rest on the same spatial position, and the thus displaced location signals are aggregated by location.
    Alternatively, to determine a characteristic signal, in particular for uniformly moving rail vehicles, it may be provided that a separate discrete time signal is taken from the discrete signal for each location point, the individual discrete time signals corresponding to the trajectory are shifted and optionally equalized, that of the same Parts of the rail vehicle resulting signal components in each case fall to the same time, the thus shifted time signals are aggregated time-wise and the result obtained is used as a characteristic signal.
    Advantageously, it may be provided in accelerated or delayed rail vehicles that the individual time signals are equalized before aggregation in the presence of accelerations and decelerations of the rail vehicle in the trajectory, so that the same parts of the rail vehicle resulting signal components each fall on the same time.
    A particularly advantageous measurement by means of the OTDR method provides that the discrete signals corresponding to the trajectory of the rail vehicle are shifted from one another such that the window bases are located at discrete equidistant and equal times in each local channel, and the discrete according to the trajectory Time signals are shifted only by integer multiples of the distance of these times, or the individual local channels are interpolated and then moved. Alternatively it can also be provided to interpolate the individual local channels and then to move.
    A particularly advantageous measurement by means of the OTDR method provides that the vibrations and pressure changes are determined by means of a fiber optic cable, wherein the fiber optic cable is along the route and is affected by the vibrations emanating from the travel, wherein at predetermined times, in particular with a frequency between 100 Hz and 10 kHz, one pulse of light is emitted into the fiber optic cable, the light returning from the fiber optic cable is measured, the signal corresponding to the time delay of the returning light is assigned to a location point along the route, and wherein the
    Strength or phase of the returning light is used as a measured value for characterizing vibrations or pressure changes in the respective location point.
    It may preferably be provided that for determining the trajectory of the start of the rail vehicle at the travel path for a number of local channels, the signal energies are determined at a plurality of points in time within a certain time band within a certain frequency band or several specific frequency bands, and the trajectory within a time range and a local channel is established, if the determined signal energy or the determined signal energies correspond to predetermined criteria, in particular that the determined signal energy exceeds a predetermined threshold, in particular the trajectory of the beginning or the end of the rail vehicle is determined by for each local channel of each earliest or latest time is determined in which the signal energy exceeds or falls below a predetermined threshold.
    The accuracy of the determination of the trajectory of the vehicle from the determined measured values is improved by weighting the measured values within this window individually with predetermined weight values before determining the signal energy within a window.
    A particularly advantageous heuristic for detecting derailments in characteristic signals provides that a measure of the likelihood of a derailment is identified, which indicates a high probability of derailment if the two characteristic signals show a large deviation at individual positions, but otherwise to match. wherein a derailment is found in particular when comparing two recorded by the same rail vehicle before and after the derailment signals exceeding a threshold differences are present only in a lower threshold of the characteristic signal points.
    In numerical terms, this can be detected particularly simply and advantageously by detecting a derailment, in particular, when comparing two signals recorded by the same rail vehicle before and after the derailment, differences exceeding a threshold are present only in a position of the characteristic signal that falls below an upper threshold.
    A particularly rapid creation of characteristic signals with sufficient significance for the comparison of the derailment detection provides that for the determination of a characteristic signal in each case measured values m are taken which were recorded within a time range of less than 20 seconds, in particular less than 2 seconds.
    A quick detection of derailments provides that characteristic signals for the detection of derailments are continuously generated, in particular in time intervals of between 0.5 and 10 seconds, and / or that for the detection of derailments comparisons are made between characteristic signals occurring within less than 10 seconds were created.
    A preferred embodiment of the invention will be described in more detail with reference to the following drawing figures.
    In Fig. 1, a rail vehicle is shown, which moves along a travel path. FIG. 2 shows measured values for a predetermined distance from the OTDR measuring device. FIG. 3 schematically shows a field of measured values. FIG. 4 shows the filtering of the measured values. 5 shows the individual time windows used for the weighting of the local channels. Figs. 6a and 6b show the formation of a characteristic function according to a first embodiment of the invention. Figs. 7a and 7b show the formation of a characteristic function according to a second embodiment of the invention. Figs. 8a and 8b show the detection of a derailment.
    In Fig. 1, a rail vehicle 1 is shown that moves along a travel path 2. Parallel to the travel path 2 runs a fiber optic cable 3, which is connected to an OTDR measuring unit 4. As already mentioned, the OTDR measuring unit 4 determines the vibrations and pressure changes at a plurality of locations along the travel path 2 on the glass fiber line 3 local points Mi ... M100- the optical fiber line 3, which is located along the travel path 2, of the Rail vehicle 1 outgoing shocks affected or subject to shocks.
    At predetermined times, light pulses are emitted into the glass fiber line 3. These light pulses are emitted in particular at a frequency or frequency between 100 Hz and 10 kHz. The light returning from the glass fiber line 3 is measured, the signal corresponding to the time delay of the returning light being assigned to a location point IVL... M10o along the travel path 2.
    Due to the known signal speed in the optical fiber line 3 can be due to the time, in addition, a signal component is reflected to the OTDR measuring unit 4, that location point k / L ... Mi00 be deduced in the travel path 2, which is subject to a predetermined vibration. The strength or phase of the returning light is used as a measurement to characterize vibration or pressure changes in the respective location Mi ... Mi0o.
    If the above-mentioned procedure is repeated at a plurality of times, then for a number of loci M! M100 along the guideway 2 and for a number of times in each case a measured value m (x, t) are provided for characterizing the vibration or a pressure change. FIG. 2 shows measured values m (x, t) for a given distance x from the OTDR measuring device. The signal shown in Fig. 2 is very high frequency; In Fig. 2, only an upper and a lower envelope are shown, between which the signal oscillates. FIG. 3 schematically shows a field of measured values m (x, t), with a measured value m (x, t) being present for each instant t and the position x of each locus Mi ... M100. The hatched area contains measured values m (x, t) which originate from pressure changes exceeding a threshold value which originate from a specific rail vehicle 1. On average, these measured values m (x, t) are larger in magnitude than the other measured values m (x, t), which are outside the hatched area. In addition, a trajectory is shown in the hatched area, which represents the concrete time-course of the rail vehicle 1. In all cases, a trajectory x0 (t) as well as the location Mi ... M100 at which the beginning of the rail vehicle 1 is located, can be represented as a function of time t as well as inverse t0 (x) of that function, i. as a function indicating at what time t the beginning of the rail vehicle 1 at the location point M! ... M100 is located.
    The determination of such a time path course in the form of a trajectory x0 (t) can be carried out in different ways, for example by GPS measurement or other generally known navigation methods. In addition, there is also the possibility that for determining the trajectory x0 (t) of the start of the rail vehicle 1 at the travel path 2 for a number of local channels, the signal energies at a plurality of times within a certain time range within a certain frequency band or several specific frequency bands are determined ,
    The rail vehicle is detected lying within one of the specific time ranges or a local channel, if the determined signal energy or the determined signal energies correspond to predetermined criteria, in particular if the determined signal energies exceed a predetermined threshold. As a frequency band can be assumed in the present case, for example, a frequency band between 50 Hz and 150 Hz. The trajectory x0 (t) of the start or the end of the rail vehicle can be determined, for example, by determining the earliest or latest time for each local channel in which the signal energy exceeds or falls below a predetermined threshold. Alternatively, the trajectory x0 (t) of the start or the end of the rail vehicle 1 can be determined by determining for each time point the location closest to the measuring device 4 in the direction of extent in which the signal energy exceeds or falls below a predefined threshold value.
    In all methods, the trajectory x0 (t) of the start of the rail vehicle 1 with respect to the location points Mi ... M100 is determined or predetermined in time. The trajectory x0 (t) indicates the location Mi ... M100 of the beginning of the rail vehicle 1 at each time t within a time range.
    Subsequently, a filtering of the signal, as shown in Fig. 4, made, for the local points Mi ... Mi0o each separately the following steps are performed: The concrete procedure for filtering is shown in detail with respect to a specific location point Mn , Starting from the time t0 (Mn) on the trajectory, which is assigned to the location point Mn of the respective local channel, a number of time windows U1... U7 are set, which are fixed in relation to the time t0 (Mn) on the trajectory , The time window U1 is in the range of the trajectory, the time window U7 is compared with the local channel associated time t0 (Mn) shifted most towards the end of the rail vehicle. The individual time windows U1..., U7 typically have a duration of 0.1 s and cover or cover the area in which measured values that were caused by the rail vehicle are present.
    As shown in FIG. 5, for each of the time slots U1... U7, a weighting function is respectively created, with which the time signal assigned to the respective location channel at the location position Mn is weighted. Subsequently, in each of the time slots U1... U7 of the local channel of the location point M! ... M100 separately determines the signal energy within a given frequency band. The frequency band can be between 250 and 750 Hz. This signal energy is assigned to the window U1 .... U7. Alternatively, it can also be provided that the signal energy is assigned to a time t assigned to the time window U1... U7. At this time t, it may, for example, the center of the time window U1 .... U7 act, but there is also the possibility that another time for the respective time window U1 .... U7 is selected, as long as the specific time Sequence of time windows is preserved. On the basis of the determined signal energies, a discrete signal d (x, t) is determined which assigns the respective signal energies to individual points in time and to each position point Μί ... M10o or to each local channel.
    Based on the determined discrete signal d (x, t), the determined signal values corresponding to the trajectory x0 (t) of the beginning of the rail vehicle 1 are assigned to each other that the values originating from equal parts of the rail vehicle 1 or caused by equal parts of the rail vehicle 1 from the discrete signal d (x, t) are assigned to each other. In accordance with the locomotion of the rail vehicle 1, it is possible for the individual signal values d (x, t) determined to be equalized or interpolated in accordance with the trajectory t0 (x) or x0 (t). The individual, possibly shifted, equalized or interpolated values of the discrete signal are aggregated, in the present case summed, whereby a characteristic signal C is determined. This characteristic signal C has a value for each longitudinal section of the rail vehicle 1. Overall, the characteristic signal C can be regarded as characteristic of the rail vehicle or the vibrations or pressure changes emitted by the rail vehicle.
    In order to find a concrete assignment of parts of the discrete signal d (x, t) corresponding to the trajectory x0 (t), fundamentally different approaches can be chosen.
    In a first preferred embodiment (Figures 6a, 6b) within an interval of the invention, [tA; tE] of the discrete signal d (x, t) in each case the signal component dtA (x), dt1 (x), dt2 (x), ... dtE (x), which originates from the rail vehicle 1, is determined. Assuming that the concrete rail vehicle 1 does not or only slightly changes its length P during the drive, the multiplicity of the individual partial signals dtA (x), d, i (x), dt2 (x) can be determined on the basis of the concrete trajectory x0 (t) ), dtE (x) are shifted according to the trajectory x0 (t) in such a way that all values from the discrete signal d (x, t) emanating from the same part of the rail vehicle 1 are transferred to the
    Point p in the characteristic signal (C). Subsequently, the partial signals thus shifted are aggregated point by point.
    In detail, the train length is assumed to be constant with P. The trajectory of the beginning of the train is denoted by x0 (t), the trajectory of the position p (p e [0, P]) in the train is denoted by xp (t), the trajectory of the train's end is denoted by xP (t). Since the rail vehicle 1 is always approximately the same length and the carriages do not deform - or only insignificantly for the measurement - xp (t) = x0 (t) -p. Now consider a time excerpt [tA, tE]. The values of the discrete signal d (x, t) are shifted along the x-axis as a function of t. A shifted signal dc (p, t) = d (xp (t), t) is obtained for p e [o, P] and t e [tA, tE]. This shifted signal dc (p, t) is dependent on the position with respect to the rail vehicle 1 and of the time. Then, by summation, the characteristic signal of the rail vehicle 1 can be determined according to the formula C (p) = ZteiTA, Te] dc (p, t).
    A further preferred procedure (FIGS. 7a, 7b) for determining a characteristic signal C provides that the discrete signal d (x, t) for each location Mi ... M100; xA, Xi, Χ2, xe each a separate discrete time signal is taken. With uniform movement of the rail vehicle 1 at a constant speed, the individual time ranges at which the respective rail vehicle 1 at a certain location causes vibrations, pressure changes or vibrations each have the same length. The individual discrete time signals determined in this way are shifted in accordance with the trajectory such that signal values originating from identical parts of the rail vehicle 1 each fall on the same point in time. In the present case, all the discrete time signals dx (t) are shifted so that they are aligned with the discrete time signal dxA (t) to the location point xA equal. Subsequently, the time signals thus shifted are aggregated time-wise and the result obtained is used as a characteristic signal C.
    If accelerations and decelerations of the rail vehicle 1 are present in the illustrated approach, the trajectory does not run linearly, eg as shown in FIGS. 6a and 6b. The individual time signals dx (t) are of different lengths in this case. For this reason, the individual time signals dx (t) are equalized, i. non-linearly stretched or compressed such that their length corresponds to a reference time signal among the time signals and equal positions p relative to the rail vehicle 1 come to lie in the same place in the distorted time signal. Subsequently, the
    Time signals dx (t) shifted and in turn aggregated time-wise, so that a characteristic signal is obtained from this aggregation. Optionally, the characteristic signal can be converted by conversion p = t * v0 into a signal related to the rail vehicle 1, where v0 denotes the speed of the rail vehicle.
    How the aggregation is made concrete is of secondary importance. Usually, a mere summation of the individual shifted and optionally equalized time or location signals is sufficient to determine a signal which is characteristic of the respective rail vehicle 1.
    In detail, a shifted and equalized function dc can be determined on the basis of the discrete signal d (x, t), which depends only on the time and on the position p e [0, P] relative to the rail vehicle 1. The observation interval along the location is the location interval [xA, Xe] between the location points xA and xE. The trajectory of the beginning of the rail vehicle 1 is denoted by t0 (x). For each position p e [0, P], the associated trajectory is denoted by tp (x). As can be seen from the sketch, tp (x) = t0 (x + p). From the discrete signal d (x, t) a shifted signal dc (x, p) = d (x, tp (x)) is determined for x e [XA, XE] and p e [0, P]. The characteristic signal for the entire rail vehicle 1 then results as C (p) = Σχειχα, χε] dc (x, p).
    If, due to the distortion or shift, interpolation of the location and time channels can be performed, due to the course of the trajectory x0 (t), interpolation points are selected which do not coincide with the discrete location and time interpolation points of the discrete time signal so that finally a displacement of position and time signals by arbitrary values defined by the trajectory x0 (t) is possible.
    Alternatively, there is also the possibility that the window bases are located at discrete equidistants or in each local channel identically determined times and for displacement according to the trajectory x0 (t), the individual local channels are moved only by integer multiples of the distance of these times.
    After the determination of a characteristic signal C, it is now possible to determine a characteristic signal C at several points along the travel path 2 or at several times during the journey, according to one of the above-mentioned procedures. The individual characteristic signals Ci, C2 are compared with each other, whereby a match value is determined, which indicates whether the two characteristic signals Ci, C2 indicate a derailment, for example, by deviations between the signals thus generated by the same rail vehicle 1.
    An improved procedure to determine a derailment is shown below with reference to FIGS. 8a and 8b: Here, a measure value for the likelihood of a derailment is determined, which then indicates a high probability of derailment if the two characteristic signals Ci, C2 show large deviations at individual positions, but coincide otherwise. This can be achieved in particular in such a way that individual values of the characteristic signal C are compared with one another, whereby a derailment is determined if in this comparison individual signal values of mutually associated positions are substantially the same, but differ substantially from one another in a few places.
    If, when comparing two signals recorded by the same rail vehicle 1 before and after the derailment, differences exceeding a threshold are present only in a position of the characteristic signal which falls below an upper threshold, a derailment can be assumed. A derailment can be detected, for example, when comparing two characteristic signals recorded by the same rail vehicle 1 before and after the derailment, differences of at least 100% are present in less than a predetermined upper threshold of the characteristic signal. This upper threshold value is advantageously set to a value corresponding to the number of predetermined locus points M1; ..., M10o, which are arranged on average at 10 m to 50 m of the travel path 2. In a distribution of the measuring points M ^ M100 approximately at intervals of 70 cm on the route, the threshold has approximately the value 70.
    FIG. 8 a shows two characteristic signals C 1, C 2 of one and the same rail vehicle 1. The deviation Δ of the two characteristic signals is also shown in FIG. 8a. As can be seen from FIG. 8a, a derailment in the characteristic signal is indicated by the fact that there is a large deviation between the two characteristic signals C2 at a single point. Incidentally, the two characteristic signals are very similar, so that the deviation between these two signals is relatively small. Since in the present case differences Δ of the two characteristic signals exist only at a small number of points within the characteristic signal, a derailment is likely.
    In contrast, in FIG. 8 b, two characteristic signals are shown for comparison, originating from different rail vehicles 1. In the case of these characteristic signals Ci, C2, differences between the individual signal values are present at a large number of points. Overall, these differences are relatively evenly distributed, no derailment is detected.
    In order to achieve an improved derailment detection, in both of the cases shown in Figs. 8a and 8b, it may be provided that the characteristic signals C are normalized prior to their comparison, i. that the characteristic signal C or the individual signal values as a whole is multiplied by a factor such that the sum of the amounts or the signal components for both characteristic signals C1; C2 or otherwise a standard applied to Ci and C2 is the same size. With this approach, interference effects can be avoided, which arise because of different distances of the route 2 from the respective location point M1; ..., M100 individual characteristic signals are recorded stronger or weaker.
    权利要求:
    Claims (11)
    [1]
    claims:
    1. A method for detecting the derailment of a rail vehicle (1), a) along the travel path (2) by means of an elongated acoustic sensor (3) measured values for characterizing vibrations or pressure changes at a plurality of location along the travel path (2) arranged location points ( Mi ... Mi00), b) wherein for a number of location points (Mi ... M100) along the travel path (2) and for a number of times (t) in each case a measured value m (x, t) for characterization c) wherein a trajectory (x0 (t); t0 (x)) of the rail vehicle (1) with respect to the waypoints in time is determined or specified, the trajectory (x0 (t t0 (x)) indicates the location point (Mi ... M100) of a given part of the rail vehicle (1) at any point in time (t) within a time range (T), d) where for location points (Mi ... Mi00) each separately - in the area of the rail vehicle (1) or its Traj ectorie (x0 (t); t0 (x)) in the respective location point (Mi ... M100) a number of time slots (U) is given, - in each of the time slots of the location point (Mi ... M100) the signal energy within a given frequency band is determined separately and this signal energy is assigned to a time (t) associated with the time window (U), so that a discrete signal (d (x, t)) which assigns the associated signal energies to each location point (Mi ... Mi0o) for individual times e) the individual values of the discrete signal (d (x, t)) corresponding to the trajectory (x0 (t); t0 (x)) of the rail vehicle (1) are assigned to one another in this way, and if necessary equalized and interpolated, the values of the discrete signal (d (x, t)) originating from equal parts of the rail vehicle (1) are assigned to one another, f) wherein the individual values of the disk associated with each other, in particular offset from each other and optionally equalized and interpolated reten signal (d (x, t)), possibly weighted, aggregated over the time and / or the location, in particular summed, be, and such a characteristic signal (C) is determined, which is characteristic of the rail vehicle (1). is considered, characterized in that g) for the same rail vehicle (1) at several points along the travel path (2) according to steps a) to f) in each case a characteristic signal (C) is determined, h) that the characteristic signals (C ), wherein a match value is determined which indicates how well the two characteristic signals (C) agree with each other, and i) that a derailment is detected in the event that the match indicated by the match value falls below a predetermined threshold ,
    [2]
    2. The method according to claim 1, characterized in that for determining the characteristic signal (C) - from the discrete signal (d (x, t)) for each time a separate discrete location signal (d, (x)) is taken, - The individual discrete location signals (dt (x)) according to the trajectory (xo (t)) are shifted so that coming from equal parts of the rail vehicle (1) signal components each come to rest on the same position (x), and - the like shifted location signals dt (x) are aggregated point by point.
    [3]
    3. The method according to claim 1, characterized in that for determining the characteristic signal (C) - taken from the discrete signal d (x, t) for each location point (IVh ... M100) each have a separate discrete time signal dx (t) is - the individual discrete time signals dx (t) according to the trajectory so shifted and possibly equalized that fall from the same parts of the rail vehicle (1) resulting signal components each at the same time (t), - the thus shifted time signals dx (t) time-wise aggregated and the result obtained is used as a characteristic signal.
    [4]
    4. The method according to claim 3, characterized in that the individual time signals are equalized before the aggregation in the presence of accelerations and decelerations of the rail vehicle (1) in the trajectory (x0 (t); t0 (x)), so that of equal parts fall of the rail vehicle (1) resulting signal components each at the same time (t).
    [5]
    5. The method according to any one of claims 3 or 4, characterized in that the discrete signals corresponding to the trajectory (x0 (t); t0 (x)) of the rail vehicle (1) are shifted from each other such that a) the window bases on discrete equidistant and equidistant in each local channel, and for shifting according to the trajectory (x0 (t); t0 (x)), the discrete time signals dx (t) are shifted only by integer multiples of the distance of these times, or b) the individual ones Local channels (Mi ... M100) are interpolated and then moved.
    [6]
    6. The method according to any one of the preceding claims, characterized in that the vibrations and pressure changes by means of a fiber optic cable (3) are determined, wherein the fiber optic cable (3) along the travel path (2) and is affected by the vibrations emanating from the travel, - wherein at predetermined times, in particular with a frequency between 100 Hz and 10 kHz, - each a pulse of light in the fiber optic cable (3) is discharged, - the light from the fiber optic cable (3) returning light is measured, according to the time delay of the returning light the signal is assigned to a location point (Mi ... M100) along the travel path (2), and - wherein the strength or phase of the returning light is used as a measured value for characterizing vibrations or pressure changes in the relevant location point (Mi ... M100) ,
    [7]
    7. The method according to any one of the preceding claims, characterized in that for determining the trajectory (x0 (t)) of the beginning of the rail vehicle (1) on the travel path (2) for a number of local channels each of the signal energies at a plurality of times within a certain time range are determined within a certain frequency band or a plurality of specific frequency bands and that the trajectory within a time range and a local channel is determined lying when the determined signal energy or the detected signal energies correspond to predetermined criteria, in particular that the detected signal energy exceeds a predetermined threshold, wherein In particular, the trajectory x0 (t) of the start or the end of the rail vehicle is determined by determining, for each local channel, the earliest or latest time at which the signal energy exceeds or falls below a predetermined threshold et.
    [8]
    8. The method according to any one of the preceding claims, characterized in that prior to the determination of the signal energy within a window, the measured values within this window are weighted individually with predetermined weight values.
    [9]
    9. Method according to one of the preceding claims, characterized in that a measure value for the likelihood of a derailment is determined, which indicates a high likelihood of a derailment, if the two characteristic signals show a large deviation at individual positions, but otherwise coincide, wherein a derailment is found in particular when, when comparing two recorded by the same rail vehicle (1) before and after the derailment signals exceeding a threshold differences are present only in a lower threshold of the characteristic signal (C).
    [10]
    10. The method according to any one of the preceding claims, characterized in that for the determination of a characteristic signal respectively measured values m (x, t) are used, which were recorded within a time range of less than 20 seconds, in particular less than 2 seconds.
    [11]
    11. The method according to any one of the preceding claims, characterized in that - characteristic signals for the detection of derailments are continuously, in particular at intervals of between 0.5 and 10 seconds created, and / or - made that for the detection of derailments comparisons between characteristic signals that were created in less than 10 seconds.
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    同族专利:
    公开号 | 公开日
    AT518745B1|2018-06-15|
    EP3257719A1|2017-12-20|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    JPH1114838A|1997-06-24|1999-01-22|Hitachi Cable Ltd|Method for fixing optical cable for sensor|
    WO2000051868A1|1999-03-01|2000-09-08|Siemens Aktiengesellschaft|Method and device for monitoring a vehicle|
    EP1236633A2|2001-02-28|2002-09-04|Siemens SGP Verkehrstechnik GmbH|Method for a general detection of derailment|
    WO2008141775A1|2007-05-22|2008-11-27|Knorr-Bremse Systeme für Schienenfahrzeuge GmbH|Device and method for error monitoring for undercarriage components of rail vehicles|
    GB2482347A|2010-07-30|2012-02-01|Dhiraj Sinha|Railway vibration security device for trains|
    WO2013176190A1|2012-05-22|2013-11-28|新日鐵住金株式会社|Derailment detection method for railroad vehicle, derailment detection device, bogie for railroad vehicle, and railroad vehicle|
    AT516086A1|2014-07-23|2016-02-15|Siemens Ag Österreich|Method and device for determining the absolute speed of a rail vehicle|
    US20010045495A1|1999-03-31|2001-11-29|Leslie E. Olson|Fiber optic rail monitoring apparatus and method|
    IT1320415B1|2000-06-09|2003-11-26|Skf Ind Spa|METHOD AND EQUIPMENT TO DETECT AND REPORT DETAILING CONDITIONS IN A RAILWAY VEHICLE.|
    DE102012213495A1|2012-07-31|2014-02-06|Siemens Aktiengesellschaft|Rail Vehicle Tracking|EP3527459A1|2018-02-20|2019-08-21|Siemens Schweiz AG|Method and system for detecting a derailment of at least one axle of a railway vehicle|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50545/2016A|AT518745B1|2016-06-15|2016-06-15|Method for detecting the derailment of a rail vehicle|ATA50545/2016A| AT518745B1|2016-06-15|2016-06-15|Method for detecting the derailment of a rail vehicle|
    EP17175666.1A| EP3257719A1|2016-06-15|2017-06-13|Method for detecting the derailment of a rail vehicle|
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