• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method that uses at least one triaxial sensor disposed on a railway, which continuously captures a signal corresponding to a vibration generated by a rail vehicle travelling along any type of railway. Subsequently, the discrete Fourier transform is applied to the captured signal and the discrete spectrum is obtained. Following this, the discrete spectrum is correlated with a database that allows the type of rail vehicle travelling along the railways to be identified and the railway along which same travels to be reported, with the option of generating different actions (types of reports, generation of warnings and alarms) according to the type of railway vehicle detected. The method also uses a redundancy between two different technologies, an analogue subsystem and a digital subsystem, increasing certainty in the detection of the railway vehicle.
    公开号:ES2712661A1
    申请号:ES201890074
    申请日:2016-06-03
    公开日:2019-05-14
    发明作者:Aguilar Enrique Valverde；Alberti Eduardo Bertrán
    申请人:Agrupacion Guinovart Obras Y Servicios Hispania S A；
    IPC主号:
    专利说明:

    [0001] METHOD AND SYSTEM OF DETECTION AND IDENTIFICATION OF VEHICLES
    [0002]
    [0003]
    [0004]
    [0005] OBJECT OF THE INVENTION
    [0006] The object of the present invention relates to a method and a system for detecting and identifying railroad tracks in railway tracks and to a warning system. The method, in addition to identifying the type of railway vehicle (bird train, train alvia, train of merchants, train of enclosures, machine in works, locomotive, etc) that is circulating by the ways, also informs of if the v ^ a by the one that is circulating said railroad track is the main road (where the triaxial sensors are located that capture the vibratory signal to the passage of the railroad track) or the adjacent roads. In this way it helps to prevent situations that may pose a risk to people when they are performing maintenance work or works on the roads through which the railroad is circulating.
    [0007]
    [0008] Find special application in the railway sector.
    [0009]
    [0010] TECHNICAL PROBLEM TO BE RESOLVED AND BACKGROUND OF THE INVENTION
    [0011] Patent document US 20150251674 A1 presents a detection method by means of an acoustic generator placed in a mobile device (train), which can be adjusted with respect to its frequency spectrum for the identification of the mobile device by detecting the backscattered light from between a small and finite group of frequencies. It is an active identification method, since it is the train itself that transmits a "signature" (discrete set of frequencies), which are detected when the vehicle passes by, recognizing it and identifying it. However, a spectral analysis in a range of frequencies as in the present invention is not properly made, but is only detected if the discrete set of frequencies received is one or the other to recognize the type of vehicle. Obviously, this requires good coordination between the infrastructure manager (roads) and the railway operator.
    [0012]
    [0013] However, the method of detection and identification of railway railroad vehicles of the present invention employs at least one triaxial sensor (type Accelerometric or microphonic) that continuously captures the vibration signal generated by a railway vehicle circulating by any type of railway, to detect the approach of railway vehicles on the way to work areas, and identify both the type of railway vehicle that is circulating , as the road through which it is circulating, with the option of generating different actions (types of reports, warnings or alarms) in accordance with the type of railway vehicle detected.
    [0014]
    [0015] Additionally, the method takes advantage of a redundancy between two different technologies, an analog subsystem and another digital subsystem to increase security in the detection of the rail vehicle.
    [0016]
    [0017] DESCRIPTION OF THE INVENTION
    [0018]
    [0019] A first object of the invention refers to a method of detection and identification of railway vehicles in railways, understood by railway vehicle any type of rolling stock (vehicle equipped with wheels capable of traveling on a railway). This method, in a first scenario, where only one main channel exists and there are no adjacent channels, the method comprises the following steps: generating an experimental database comprising a plurality of discrete spectra A corresponding to vibratory signals generated by a type of railway vehicle circulating by any type of railroad when the type of railway vehicle circulates on the main road in which there is placed at least one sensor (of triaxial or microphonic accelerometric type) configured to capture a vibratory signal of the passage of a railway vehicle; continuously capture the signal corresponding to the vibration generated by the railway vehicle circulating on any type of railway via the sensor arranged on said track, where the railway tracks can be formed by at least two lanes, a set of fixings, a type of support or a combination of a type of support and a type of sleeper; digitize the captured vibrational signal; calculating a discrete Fourier transform of said signal to obtain a discrete spectrum of the signal; perform a first correlation of the discrete spectrum of the signal with each of the discrete spectra A of the database and obtain a correlation index for each correlation made; select from the database the discrete spectrum A that presents a greater correlation index between those correlation indices that are greater than a predefined threshold, when at least one of the correlation indexes exceeds the predefined threshold, where said discrete spectrum A indicates the type of railway vehicle and that the route through which it circulates is the main route; and the signal is monitored again.
    [0020]
    [0021] Additionally, the method is also capable of analyzing a second scenario, in which, in addition to the main route, adjacent vlas are also taken into account. In this case, it is necessary to add additional steps to the previous steps, so that it comprises expanding the experimental database with a plurality of discrete spectra B (B1, B2, ...) corresponding to a vibration generated by a type of railway vehicle circulating by any type of railroad when the type of railway vehicle circulates on an adjacent road; perform a second correlation of the discrete spectrum of the signal with each of the discrete spectra B (B1, B2, ...) of the database and obtain a correlation index for each correlation made; and selecting from the database the discrete spectrum B that has a higher correlation index among those correlation indices that are greater than a predefined threshold, when at least one of the correlation indices exceeds the predefined threshold, where said discrete spectrum B indicates the type of railway vehicle and the way in which it circulates.
    [0022]
    [0023] Likewise, the method activates different alarm levels that indicate the type of railway vehicle detected and whether the road it is traveling on is the main road or an adjacent road.
    [0024]
    [0025] To obtain an even more complete detection method, it is possible to add two additional levels of digital detection, which only warn of the presence or absence of a railway vehicle, and that are, a first level of digital detection (first digital detection) and very fast and a second level of digital detection (second digital detection) of a higher level and more reliable than this first level of detection. Thus, a first digital detection of the railway vehicle is carried out, so that if the digitized signal has a duration greater than or equal to a pre-established time t1 and an amplitude greater than or equal to a predefined threshold u1 then a first digital level is activated alarm that indicates that the first detection has been made. Next, a second digital detection of the railway vehicle, by analyzing a set of preset frequency sub-bands of the digitized signal, so that if all the samples of the set of the frequency sub-bands exceed a predefined threshold u2 for a pre-set time t2 then a second is activated digital level of alarm that indicates that this second detection has been made.
    [0026]
    [0027] For the generation of the database, the following steps had to be taken: experimentally measure the vibratory signal generated by each type of railway vehicle circulating by any type of railroad when the railway vehicle circulates on the main road in which it has been placed the sensor and when the railway vehicle circulates through at least one adjacent road; digitize the vibratory signal; and calculate a discrete Fourier transform of the digitized vibratory signal, generating the discrete spectrum for each type of railway vehicle circulating by any type of railway track.
    [0028]
    [0029] Parallel to the digital detection of the railway vehicle, an analogical detection is also carried out, which looks for the speed and security in the detection (only the presence or absence of the railway vehicle is informed), so that if the analog signal has a longer duration or equal to a pre-set time t3 and an amplitude greater than or equal to a predefined threshold u3 then an analog alarm level is activated that indicates that said analog detection has been made and the signal is monitored again; otherwise, the signal is also monitored again.
    [0030]
    [0031] To ensure correct operation, the method additionally transmits pilot tones to a receiver unit to inform the status of the sensor, the connections and the links.
    [0032]
    [0033] In the case of not having selected any discrete spectrum of the database for not finding coincidences, the method stores the data corresponding to said unknown railway vehicle for a later learning and recognition of new railway vehicles.
    [0034] A second object of the invention relates to a system for detection and identification of railroad vehicles in railways such that it comprises: at least one sensor arranged in the way configured to continuously capture a signal corresponding to a vibration generated by a railway vehicle circulating through any type of railroad; computational means configured to: store an experimental database comprising a plurality of signals and their corresponding discrete spectra, where each signal corresponds to a vibration generated by a railway vehicle circulating by any type of railway; digitize the captured vibrational signal; calculating a discrete Fourier transform of said signal to obtain a discrete spectrum of the signal; correlate the discrete spectrum of the signal with each of the discrete spectra of the database that correspond to the same type of road through which the rail vehicle circulates, and obtain a correlation index for each correlation made; and selecting the discrete spectrum of the database that presents a greater correlation index among those correlation indexes that are greater than a predefined threshold, when at least one of the correlation indexes exceeds the predefined threshold.
    [0035]
    [0036] Additionally, the system of detection and identification of railroad vehicles in railway tracks comprises a system of activation of alarm levels when the railway vehicle is detected and / or identified.
    [0037]
    [0038] A third object of the invention relates to a warning system comprising the detection system and identification of railway vehicles on railway tracks.
    [0039]
    [0040] Therefore, the method of the present invention has the following advantages with respect to the current detection methods:
    [0041] - Identifies the type of railway vehicle in any scenario (different types of roads) generating warnings or alarms in accordance.
    [0042] - Recognizes by correlation techniques and spectral analysis, the type of railway vehicle and identifies if it approaches the main road where sensors are installed that capture the vibratory signal generated by the passing of the rail vehicle or adjacent roads.
    [0043] - The railway vehicle does not actively participate in its own identification since ID codes, RFID, or the transmission of other identifiers from the train are not used. Neither does it require installing generators in rail vehicles, this is a passive detection method. This achieves a greater operational autonomy between the management of the infrastructure, the operation of the vehicles and the supervision or maintenance tasks.
    [0044] - It detects the railway vehicle in advance without requiring the railway vehicle in front of the sensor.
    [0045] - Redundancy between analog and digital subsystems to combine security with calculation capacity and for better activation of fail safe states. This redundancy, which covers from the detection of the passage of a railway vehicle to the generation of warnings, increases the reliability of the warning system.
    [0046] - Good operational independence between the entity managing the infrastructures, the railway operator and the maintenance companies.
    [0047]
    [0048] BRIEF DESCRIPTION OF THE FIGURES
    [0049]
    [0050] To complete the description and in order to help a better understanding of the characteristics of the invention, this descriptive report is accompanied, as an integral part of it, a set of drawings where, with an illustrative and non-limiting character, it has been represented the next:
    [0051]
    [0052] Figure 1 shows a flowchart of the method of the present invention for the case in which only the main way exists (there are no adjacent vlas). It is observed how the digital subsystem comprises the first correlation of the third level of digital detection.
    [0053]
    [0054] Figure 2 shows a flowchart of the method of the present invention for the case in which besides existing the main road, there are also adjacent vlas. It is observed how the digital subsystem then comprises the first and the second correlation of the third level of digital detection.
    [0055] Figures 3a and 3b.- They show a flow chart of the method of the present invention for the most complete case, in which in addition to existing the main way, there are also adjacent vlas. It is observed how the digital subsystem comprises the three levels of digital detection, first level, second level and third level of digital detection (first and second correlation). Figure 3b is the continuation of figure 3a.
    [0056]
    [0057] Figure 4.- Shows an example of an experimental database, which contains parameters such as the type of railway vehicle, type of support and type of sleeper and pre-memorized patterns (discrete spectra) corresponding to different types of railway vehicles circulating through different vlas.
    [0058]
    [0059] Figure 5.- Shows the system devices that allow carrying out this method and the warning system.
    [0060]
    [0061] Below is a list of the references used in the figures:
    [0062]
    [0063] 1. Main way
    [0064] 2. Via adjacent.
    [0065] 3. Sensor.
    [0066] 4. Computational media.
    [0067] 5. Receiving unit.
    [0068] 6. Warning system.
    [0069]
    [0070] PREFERRED EMBODIMENT OF THE INVENTION
    [0071]
    [0072] A first object of the present invention describes a method of detection and identification of railway vehicles in railway lines comprising the following stages:
    [0073]
    [0074] 1. Continuously capture and monitor a signal (continuous measurement taking in the axes x, y, z) corresponding to a vibration generated by a railway vehicle circulating by any type of railroad via sensors arranged at one or several points of interest to along the way. The sensors can be of the accelerometric or microfonic type, preferably triaxial accelerometric sensors.
    [0075] 2. Amplify (with operational amplifiers or low frequency transistors) and filter the vibrational signal captured by the sensor to eliminate noise caused by other sources than the approach of a railway vehicle on the road.
    [0076]
    [0077] This first filtering is done with low pass filters of cutoff frequency of the order of few kHz (not more than 5 kHz, and typically of the order of kHz or 500 Hz, depending on the accelerometric sensor used), preserving in the frequency band of interest, the information in amplitude and frequency.
    [0078]
    [0079] 3. After this first filtering, the captured vibratory signal is sent, in parallel, to two subsystems, an analog subsystem, which seeks speed and safety in the detection of the railway vehicle (only the presence or absence of the railway vehicle is reported) and another digital subsystem, which in addition to confirming said detection at different levels, identifies the type of railway vehicle and informs of the way in which said railway vehicle is circulating.
    [0080]
    [0081] 3.1 The analog subsystem is responsible for checking if the vibratory signal has a duration greater than or equal to a pre-established time t3 and an amplitude greater than or equal to a predefined threshold u3, thus avoiding short impulses and other noises (interferences, non-ideal mechanical contacts, discontinuities, impacts on the track, work / maintenance machinery ...) may generate false alarms for the detection of a railway vehicle. If the analog vibratory signal has a duration greater than or equal to t3 and an amplitude greater than or equal to the threshold u3, then a first analog alarm level is activated, indicative of the presence of a railway vehicle. Subsequently, whether the railway vehicle has been detected or not, the signal is monitored again.
    [0082]
    [0083] The processing is totally analog so it does not depend on digital aspects, such as program counters, which in the face of strong electromagnetic interference (for example, construction machinery) could deceive the iterative execution of the algorithms (erroneous program counter jumps, partial erasure or destruction of memories, etc).
    [0084]
    [0085] This analog subsystem includes the following elements:
    [0086] • A low pass filter (can be RC type, and does not necessarily have to be active), with low thermal variation and environmental robustness, with low cutoff frequency, of the order of few Hz (as many hundreds of Hz, although normally dozens of Hz). This filter acts as an integrator, since it needs a minimum of continuity in the vibrations. It is important to adjust the time constant of this filter: a slow setting might not trigger short vehicles or, simply, locomotives without wagons, while a quick setting could trigger by the mentioned false alarms. As an indication, time constants of the order of 2 to 15 seconds are considered.
    [0087]
    [0088] • An envelope detector (preferably formed with a circuit consisting of diodes, resistors and capacitors) whose output will detect the envelope (amplitude) of the vibratory signals.
    [0089]
    [0090] • A level detector (comparator circuit type) connected to the output of the envelope detector, which activates the detection when its output exceeds a predefined trigger threshold. The detector is implemented as an analog comparator, whether based on transistors or operational amplifiers.
    [0091]
    [0092] In the most basic case, the level detector only warns of the presence or absence of a railway vehicle. While in a more complete case, the level detector (with a window comparator) reports this detection with three levels of reliability (confidence): safe presence of a railway vehicle, safe absence and uncertainty. To adjust the sensitivity of this level detector depending on the type of track, a precalibration is made between selectable values with a resistive divider and a switch (which can be mechanical or a resistor network adjustable by keyboard using CMOS technology switches).
    [0093]
    [0094] • A PCM modulator at the output of the level detector for the transmission, modulated or in baseband (signal transmitted in the same frequency band in which it was detected, unmodulated), wired or transmitted by radio frequencies, to the receiver of the information about train detection (control center, maintenance brigades, etc.)
    [0095] 3.2 The digital subsystem (based on microcomputer, digital signal processor, FPGA or similar device), acts independently of the analog subsystem, complementing it, since in addition to corroborating the presence of the railway vehicle, it also identifies the type of railway vehicle that is circulating and it informs if the road through which said railway vehicle is traveling is the main road (in which the sensors are placed) or the adjacent roads.
    [0096]
    [0097] The digital subsystem comprises an analog / digital converter (A / D) of not less than 8 bits, for the digitization of the captured vibratory signal and following a previous level conditioner (amplification to condition the output level of the sensors to the dynamic range of the A / D converters, to take advantage of their benefits, and pre-filtering to avoid that the inevitable environmental noises or of causes beyond the passage of a railway vehicle could mask future decisions), all with or without a sampling and maintenance device (S & H sample-and-hold subsystem, responsible for keeping the sensor signal constant while the process of translating the analog domain into a digital word intelligible by subsequent microprocessors), depending on the A / D converter technology used . The sampling rate should be a theoretical minimum of 10 kHz, preferably of a minimum of 50 kHz, although this value is subject to a wide range of variation between Hz and kHz, depending on the accelerometric sensor used, the resolution ( in "g", unit that takes as reference the acceleration of gravity) and of the desired sensitivity, since some sensors offer different benefits by varying the sampling frequency (speed at which the processor acquires the samples (digital words) of the accelerometers).
    [0098]
    [0099] This digital subsystem comprises three levels of detection of railway vehicles: a first level of basic and very fast digital detection, a second level of digital detection of a higher level and more reliable than the first level of detection and a third level of digital detection that It is the one that in addition to detecting the railway vehicle, identifies the type of railway vehicle and provides information on whether the passage of said railway vehicle occurs on the main road (where the triaxial sensors are placed) or on the adjacent roads . The fact of knowing if the railway vehicle is passing through the main road or through the adjacent roads is decisive, since that in this way, in the case that the railway vehicle is passing through the adjacent roads and not through the main road, it is not necessary that the people who are carrying out maintenance work in this way remove the work equipment (machinery), Beyond respecting the galibo, and can continue with their work.
    [0100]
    [0101] • A first level of digital detection, comprising making a first digital detection of the railway vehicle, so that if the digitized signal has a duration greater than or equal to a preset time t1 and an amplitude greater than or equal to a predefined threshold u1 then it is activates a first digital level of alarm that indicates that this first detection has been carried out (presence of a railway vehicle). Subsequently, whether the first digital alarm level has been activated or not, a second level of digital detection will be evaluated.
    [0102]
    [0103] Said in other words, this first level of detection is activated by recording of activity maintained in the sensor during a time interval. If there is an amplitude output higher than a predefined threshold of "g" in the sensor for a whole long time window long enough (around 10 seconds) so that the passage of a railway vehicle is not confused with a vibration for other reasons , like banging on the way.
    [0104]
    [0105] This level also informs the direction of the railway vehicle approach (by relative amplitudes between different temporary sampling bursts, since the vibration amplitude increases when the railway vehicle approaches the sensor, and decreases as it moves away from the degree of proximity of the railway vehicle and of the speed of passage of the railway vehicle.
    [0106]
    [0107] • A second level of digital detection, which comprises making a second digital detection of the railway vehicle, by analyzing the presence of energy (of vibrations) at the output of a bank of digital filters each adjusted to a different frequency band within a set of preset frequency sub-bands of the digitized signal, so that if all the frequency sub-bands exceed a predefined threshold u2 for a pre-set time t2 then a second digital level of alarm is activated that indicates that said second detection has been made (presence of railway vehicle). Subsequently, whether The second digital alarm level has been activated, otherwise it will be evaluated a third level of digital detection.
    [0108]
    [0109] That is to say, this second level of detection detects vibrations around a minimum and predefined set of between 2 and 5 frequency sub-bands, allowing a certain degree of tolerances, to identify the vibrations corresponding to the approximation of railway vehicles of other types of vibrations. To do this, it is monitored whether the outputs of digital filters FIR type (finite impulse response, more stable) or IIR (infinite impulse response, shorter calculation time), bandpass type and adjusted to the frequencies that contain higher information (of the order of 1 to 10 Hz) exceed a predefined threshold u2 for a pre-set time t2 (approximately of the order of 2 to 15 seconds). In case all the outputs of the digital filters exceed said predefined threshold u2 during the preset time t2, the corresponding alarm is activated.
    [0110]
    [0111] For example, in the case of having a maximum of 5 frequency bands, if vibratory energy is detected that exceeds the threshold u2 during time t2 in the 5 bands (activated bands), then the railway vehicle alarm is activated approaching. However, if vibratory energy is detected in the 5 bands but does not exceed the threshold u2 during time t2 or vibrational energy exceeding the threshold u2 during time t2 is detected in one, two, three or four of the bands ( it is understood that if there is no vibratory energy in any of the 5 frequency bands, no railway vehicle is approached), then the filtering is repeated for a new plot of acceleration measurements.
    [0112]
    [0113] • A third level of digital detection, slower than the previous ones but with more information, which is the main object of the invention, which comprises correlating the spectral samples of the discrete spectrum of the signal that is obtained in real time at the passage of the railway vehicle with each of the discrete spectra of pre-memorized patterns in a database to identify the type of railway vehicle, and also identify the route through which it is circulating, which may be the main route (in which placed on the triaxial sensors) or adjacent ones. Additionally, an alarm level is activated corresponding that indicates the type of railway vehicle detected and the way it circulates.
    [0114]
    [0115] The database has been generated experimentally and comprises a plurality of patterns of discrete spectra, where each discrete spectrum corresponds to a vibration generated by a specific type of railway vehicle circulating by any type of railway, where the railway lines are formed by a type of support (as it is the case of the way in plate) or a combination of a type of support and a type of sleeper (as it is the case of the ballast with sleepers of wood or concrete).
    [0116]
    [0117] For the generation of the database the following steps have been carried out: on the one hand, experimentally measure the vibratory signal generated by each type of railway vehicle circulating by any type of road when the railway vehicle circulates in the same way (main road) ) in which the sensors have been placed, and on the other hand, experimentally measure the vibratory signal generated by each type of railway vehicle circulating through any type of road when the railway vehicle circulates through the adjacent roads (usually there will only be one adjacent road, however there may be the case of having more than one adjacent road); digitize the vibratory signals; and calculating the discrete Fourier transform of said digitized vibratory signals, generating, on the one hand, the discrete spectra for each type of railway vehicle circulating by any type of way when the railway vehicle circulates in the same way in which they have been placed the sensors (discrete spectra A) and, on the other hand, the discrete spectra for each type of railway vehicle circulating by any type of track when the railway vehicle circulates on an adjacent road (discrete spectra B1 (adjacent road), B2 (adjacent road2 ), B3 (adjacent road3), etc).
    [0118]
    [0119] The discrete spectra B (B1, B2, ...) are distinguished from the discrete A spectra mainly in two aspects: their smaller amplitude (the sensor measures the vibratory signal that comes from the adjacent vlas and not from the main path in which the sensor is placed) and a greater attenuation of the high frequencies with respect to the low ones, given the low-pass behavior of the propagation of waves of mechanical vibrations through the ground.
    [0120] This third level of digital detection calculates a discrete Fourier transform of the vibrational signal captured by the sensors to obtain the discrete spectrum of said signal. Subsequently, a first correlation of the discrete spectrum of the signal obtained with each of the patterns of discrete spectra A of the database that correspond to different patterns of discrete spectra of different railway vehicles circulating through the same type of route is made, having been evaluated such patterns on the main road, in which the sensors have been placed, so that a correlation index is obtained for each first correlation made. Next, the discrete spectrum A that has a higher correlation index (it is understood that there can not be correlation indexes with the same value) is selected from the database from those correlation indexes that are higher than a predefined threshold ( for example, correlation index threshold> 0.7), in this case, if this correlation index is found, an alarm level is activated that, in addition to identifying the type of railway vehicle that is circulating, also identifies that the route through the one that circulates is the main road (where the sensors are installed) and it will be captured and monitored again. Obviously, the Correlation Index threshold can be modified according to different criteria.
    [0121]
    [0122] However, in the event that none of the correlation indexes exceed the predefined threshold, a second correlation of the discrete spectrum of the signal obtained with each of the discrete spectrum patterns B (B1, B2, ... ) of the database that correspond to different patterns of discrete spectra of different railway vehicles circulating on the same type of track, having been evaluated such patterns on adjacent lines, so that a correlation index is obtained for each second correlation made. Next, the discrete spectrum B (B1, B2, ...) is selected from the database that has a higher correlation index between those correlation indexes that are greater than a predefined threshold (for example, index threshold). correlation> 0.7), in this case, if the correlation index is found, an alarm level is activated that, in addition to identifying the type of railway vehicle that is circulating, also identifies the adjacent road through which it circulates. way that it is not necessary for people who are performing maintenance work on the main road (in which the sensors are placed) remove the work equipment placed on said main road, and capture it again and monitor the signal.
    [0123]
    [0124] In the event that none of the correlation indexes (of the first correlation and the second correlation) exceed the predefined threshold, the signal will be monitored again and an unidentified railway vehicle type presence information will be stored (if there is a rail vehicle) ), for the management of a database that could be used, for example, for the subsequent learning and recognition of new railway vehicles. The stored information may contain data such as the hour and minute and / or the discrete spectrum of vibrations produced, or only its main parameters to reduce storage requirements.
    [0125]
    [0126] The correlation operation involves comparing the sequences of samples corresponding to a vibratory burst with other sequences corresponding to type bursts that identify different situations, depending on whether the identification of the type of railway vehicle or identification of the type of way of passage is sought. The term correlar is emphasized because mathematically it allows to make the comparison independently of the time of beginning of each sequence, only by the form of this. However, in the present invention, although temporal samples could be correlated (those taken directly from the sensors), the term correlar refers to the correlation of spectral samples: this means making a fast Fourier transform (FFT type), which generates a sequence of discrete samples, each of them corresponding to a certain frequency (from ahl the name of spectral samples), and this is the sequence that correlates with the discrete spectrum patterns.
    [0127]
    [0128] A particular example is described below to better understand the invention. Figure 4 shows a database (table) that contains the discrete spectra of pre-memorized patterns in which there are 3 vlas (the main road and two adjacent vlas) where X, Y, Z, ... they represent different types of railway vehicles (for example Alvia, AVE, locomotive, merchandise, outskirts, ...). Each railway vehicle generates a spectrum of vibrations depending on the type of road over which it is circulating, with which there are several patterns of spectra (frequencies that are activated and amplitudes at the most significant frequencies) for each type of railway vehicle. The column relative to the discrete spectra A refers to the pre-memorized patterns corresponding to the discrete spectrum of different types of railway vehicles circulating by a type of road, when the way of passage is the main road, in which the / the sensors. The columns relating to the discrete spectra B (column B1 and B2) refer to the pre-memorized patterns corresponding to the discrete spectrum of the different types of railway vehicles circulating through the adjacent vias, where the discrete spectra B1 correspond to the adjacent path1 and the discrete spectra B2 correspond to the adjacent path2.
    [0129]
    [0130] The data obtained as each stage of the method is carried out (presence of railway vehicles on the road, types of railway vehicles, etc.) are stored locally (on a measurement basis) and transmitted by cable or radio to a receiving unit ( central alarm, centralized control rooms, maintenance brigades that are working in affected areas, etc) that manages them. The different connections and links between the elements of the system can be made by cable or by wireless technology.
    [0131]
    [0132] Additionally, the method comprises transmitting, continuously or discontinuously, pilot tones (fixed frequencies) or digital codes to a receiving unit to inform (in fault-tolerant applications) the attention status of the sensors and the reliability of the connections and the links (radio or wired).
    [0133]
    [0134] Figure 1 shows the method of the present invention represented by a flow chart for the case where only the main channel exists (there are no adjacent vlas). It is observed, on the one hand, the analog subsystem and on the other hand, and working in parallel, the digital subsystem that comprises the first correlation of the third level of digital detection, where said first correlation allows to identify the type of railway vehicle and provides information on if the passage of said railway vehicle occurs through the main road (in which the triaxial sensors are placed) or not. Therefore, in this figure 1 neither the first level of digital detection nor the second level of digital detection is shown.
    [0135]
    [0136] As shown in Figure 1, in step 100, the method continuously captures and monitors the vibrational signal. In step 101, the method performs a filtering of Noise and level conditioning. Stage 102 (analog subsystem) performs an analog detection of the rail vehicle and, in parallel, stage 110 (digital subsystem) performs a digital detection of the rail vehicle.
    [0137]
    [0138] After step 102, the method performs envelope detection, filtering and comparison (step 103). In step 104 the method determines whether a predefined threshold has been exceeded for a time. If said threshold is exceeded, an alarm indicative of the presence of the vehicle is activated, step 105, and the method continues in step 100. If the predefined threshold is not exceeded for a time, no alarm is detected to detect the presence of rail vehicles and the method continues in stage 100.
    [0139]
    [0140] After step 110, the method digitizes the captured vibratory signal (step 111) and then, in step 112, the discrete Fourier transform of said signal is calculated to obtain a discrete spectrum of the signal. In step 113, a first correlation of the discrete spectrum of the signal with each of the discrete spectra A of the database is obtained, obtaining a correlation index for each correlation made, and it is verified (step 114) whether the discrete spectrum of the signal coincides with some discrete spectrum A. In the event that it coincides, the method triggers an alarm (step 115) informing about the type of railway vehicle and that the road it is traveling through is the main road and returns to stage 100 ; otherwise (no match) also returns to stage 100.
    [0141]
    [0142] Figure 2 shows the method of the present invention represented by a flow chart for the case in which in addition to the main road exist, there are also adjacent roads. In this case, the digital subsystem comprises the first correlation and a second correlation of the third level of digital detection. Therefore, this figure 2 comprises the flow diagram of figure 1, where in the case that no discrete spectrum A coincides with the discrete spectrum of the signal, instead of returning to stage 100, a second one would be carried out. correlation of the discrete spectrum of the signal with each of the discrete spectra B (B1, B2, ...) of the database (step 116) obtaining a correlation index for each correlation made, and it is verified (step 117) if the discrete spectrum of the signal coincides with some discrete spectrum B (B1, B2, ...). In the event that it coincides, the method activates an alarm (step 118) informing about the type of railway vehicle and the way it circulates and returns to stage 100; otherwise (if none coincides) store the data corresponding to the unknown rail vehicle (if any) (step 119) and return to step 100.
    [0143]
    [0144] Figure 3 shows the method of the present invention represented by another flow diagram, where it can be seen, on the one hand, the analog subsystem (which is the same as that of Figure 1 and 2) and on the other hand, and operating in parallel, the digital subsystem which in this case comprises the first level of digital detection, the second level of digital detection and the third level of digital detection, where the third level of detection comprises the first and the second correlation. The stages of the digital subsystem 210 of this figure 3 are listed below. In step 211 the method digitizes the vibratory signal captured and then, in step 212, the first level of digital detection is performed, where it is evaluated whether there is detection or not. of railway vehicle (stage 213). If there has been detection of a rail vehicle, the method activates a first digital alarm level (step 214) and goes to step 215, whereas if there has not been a detection of a rail vehicle it will be passed directly to step 215. In step 215 the second level of digital detection is carried out, where it is also evaluated if there is detection or not of a railway vehicle (stage 216). If there has been a detection of a rail vehicle, the method activates a second digital alarm level (step 217) and passes to stage 218, whereas if there has been no detection of a rail vehicle it will be passed directly to stage 218. From here onwards , the method will execute the third level of digital detection (first and second correlation) and therefore, the same steps as the method of Figure 2, that is, in step 218, the discrete Fourier transform of said signal is calculated for obtain a discrete spectrum of the signal. In step 219 a first correlation of the discrete spectrum of the signal with each of the discrete spectra A of the database is obtained, obtaining a correlation index for each correlation made, and it is verified (step 220) whether the discrete spectrum of the signal coincides with some discrete spectrum A. In the event that it coincides, the method activates an alarm (step 221) informing about the type of railway vehicle and that the road through which it circulates is the main road and returns to stage 100 ; otherwise (if none coincides) a second correlation of the discrete spectrum of the signal is made with each of the discrete spectra B (B1, B2, ...) of the database (step 222) obtaining an index of correlation for each correlation made, and it is verified (step 223) if the discrete spectrum of the signal coincides with some discrete spectrum B (B1, B2, ...). In the event that it coincides, the method activates an alarm (step 224) informing of the type of railway vehicle and the way it circulates and returns to stage 100; otherwise (if there is no match), the data corresponding to the unknown railway vehicle (if any) is saved (step 225) and return to stage 100.
    [0145]
    [0146] Figure 4 shows an example of an experimental database.
    [0147]
    [0148] A second object of the invention describes a system comprising the sensors and the computational means (computer with processor) configured to carry out the previous method.
    [0149]
    [0150] As shown in figure 5, said system therefore comprises at least one sensor (3) arranged in the way configured to continuously capture and monitor a signal corresponding to a vibration generated by a railway vehicle circulating through any type of way ; computational means (4) configured to: store an experimental database comprising a plurality of signals and their corresponding discrete spectra, where each signal corresponds to a vibration generated by a railway vehicle circulating in any way, digitize the captured vibratory signal , calculate a discrete Fourier transform of said signal to obtain a discrete spectrum of the signal, correlate the discrete spectrum of the signal with each of the discrete spectra of the database that correspond to the same type of path through which it circulates the railway vehicle, and obtain a correlation index for each correlation made, and select the discrete spectrum of the database that presents a higher correlation index among those correlation indexes that are greater than a predefined threshold, when at least one of the Correlation Indexes exceeds the predefined threshold. The system additionally comprises a system for activating alarm levels when the railway vehicle is detected and identified.
    [0151]
    [0152] A third object of the invention describes a warning system (6), represented in figure 5, which comprises the system of detection and identification of railway vehicles in railway lines.
    [0153]
    [0154] The present invention should not be limited to the embodiment described here.
    [0155] Other configurations may be made by those skilled in the art in view of the present description. Accordingly, the scope of the invention is defined by the following claims.
    权利要求:
    Claims (13)
    [1]
    1. Method of detection and identification of railway vehicles in railway lines characterized by the following stages:
    to. generate an experimental database that includes a piuraiidad of discrete spectra A corresponding to vibratory signals generated by a type of railway vehicle circuiting by any type of railroad when the type of railway vehicle circulates in a main way in which this coiocado at least a sensor configured to pick up a vibrating signal from the passage of a railway vehicle;
    b. continuously capture the signal corresponding to the vibration generated by the railway vehicle by circuiting any type of railway via the sensor arranged on said track, where the railway lines are formed by a type of support or a combination of a type of support and a type of sleeper;
    c. digitize the vibrational senai captured;
    d. caicuting a discrete Fourier transform of said senai to obtain a discrete spectrum of the senai;
    and. to carry out a first correiation of the discrete spectrum of the satellite with each of the discrete spectra A of the database and obtain a correlation index for each correlation made;
    F. select the discrete-spectrum data base A to present a higher correlation index between those correlation indexes that are greater than a predefined threshold, when at least one of the correction indexes exceeds the predefined threshold, where said discrete spectrum it indicates the type of railway vehicle and that the road through which it flows is the main road;
    g. and voiver a b.
    [2]
    2. Method of detection and identification of railway vehicles in railway lines according to claim 1, characterized in that between stages f and g comprises:
    - Amplify the experimental database with a sensitivity of discrete spectra B corresponding to a vibration generated by a vehicle type. railroad circulating by any type of railroad when the type of railway vehicle circulates on an adjacent road;
    - performing a second correlation of the discrete spectrum of the signal with each of the discrete B spectra of the database and obtaining a correlation index for each correlation made; Y
    - selecting from the database the discrete spectrum B that has a higher correlation index among those correlation indices that are greater than a predefined threshold, when at least one of the correlation indices exceeds the predefined threshold, where said discrete spectrum B indicates the type of railway vehicle and the way in which it circulates.
    [3]
    3. Method of detection and identification of railway vehicles in railway lines according to claims 1 or 2, characterized in that an alarm level is activated that indicates the type of railway vehicle detected and if the road through which it is traveling is via main or an adjacent road.
    [4]
    4. Method for detecting and identifying railway vehicles in railway lines according to claims 1 or 2, characterized in that between steps c and d comprises carrying out a first digital detection of the railway vehicle, so that if the digitized signal has a greater or equal duration at a pre-established time t1 and an amplitude greater than or equal to a predefined threshold u1, a first digital alarm level is activated that indicates that said first detection has been carried out.
    [5]
    5. Method of detection and identification of railway vehicles in railway lines according to claim 4, characterized in that it comprises making a second digital detection of the railway vehicle, by means of an analysis of a set of pre-established frequency sub-bands of the digitized signal, in a manner that if all the samples of the set of the frequency sub-bands exceed a predefined threshold u2 for a pre-set time t2 then a second digital level of alarm is activated that indicates that said second detection has been made.
    [6]
    6. Method of detection and identification of railway vehicles in railway lines according to claims 1 or 2, characterized in that the generation of the database comprises:
    • experimentally measure the vibrational signal generated by each type of railway vehicle circu- lating by any type of railroad when the railway vehicle circulates through the main road where the sensor has been co-located and when the railway vehicle circu- lates through at least one adjacent road;
    • digitize the vibrational sennai; Y,
    • cation a discrete Fourier transform of the digitalized vibration signal, generating the discrete spectrum for each type of railway vehicle circu- lating by any type of railroad.
    [7]
    7. Method of detection and identification of railway vehicles in railway lines according to claims 1 or 2, characterized in that, paraiaialy to stage c, an ana- lygic detection of the railway vehicle is carried out, so that if the ana- logogic signal has a greater or equal duration. at a pre-established t3 time and a greater or equal amplitude to a predefined umbrai u3 then an anaerobic level of ai-mary is activated which indicates that said anaiological detection has been performed and ab vueive; otherwise, b.
    [8]
    8. Method for detecting and identifying railway vehicles in railway lines according to claims 1 or 2, characterized in that the method comprises transmitting key tones to a receiving unit to report the status of the sensor, connections and connections.
    [9]
    9. Method of detection and identification of railway vehicles in railway lines according to claims 1 or 2, characterized in that it comprises aimacenar data corresponding to an unknown railway vehicle when no discrete spectrum of the database has been selected.
    [10]
    10. System for the detection and identification of railway vehicles in railway lines for carrying out the method defined in claims 1 to 9, characterized in that it comprises:
    - at least one sensor (3) arranged in the way configured to continuously capture a signal corresponding to a vibration generated by a railway vehicle circulating on any type of railway track;
    - computational means (4) configured for:
    • storing an experimental database comprising a plurality of signals and their corresponding discrete spectra, where each signal corresponds to a vibration generated by a railway vehicle circulating on any type of railway track; • digitize the captured vibrational signal;
    • calculate a discrete Fourier transform of said signal to obtain a discrete spectrum of the signal;
    • correlate the discrete spectrum of the signal with each of the discrete spectra of the database that correspond to the same type of road through which the railway vehicle circulates, and obtain a correlation index for each correlation made; Y
    • select the discrete spectrum of the database that presents a higher correlation index between those correlation indices that are greater than a predefined threshold, when at least one of the correlation indices exceeds the predefined threshold.
    [11]
    11. System for detection and identification of railway vehicles in railway lines according to claim 10, characterized in that it comprises a system for activating alarm levels when the railway vehicle is detected and identified.
    [12]
    12. System for the detection and identification of railway vehicles in railway lines according to claim 10, characterized in that the sensor (3) is of the triaxial accelerometric type.
    [13]
    13. Warning system (6) characterized in that it comprises the system for the detection and identification of railway vehicles in railway lines according to any of claims 10 to 12.
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    同族专利:
    公开号 | 公开日
    ES2712661B1|2020-03-04|
    WO2017207830A1|2017-12-07|
    引用文献:
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    优先权:
    申请号 | 申请日 | 专利标题
    PCT/ES2016/070420|WO2017207830A1|2016-06-03|2016-06-03|Method and system for detecting and identifying rail vehicles on railways and warning system|
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