Method for detecting, in particular the position, of a switch crossed by a rail vehicle based on magnetic field data

Abstract

The invention relates to a method for detecting, in particular the position, of a switch (22) traversed by a rail vehicle based on magnetic field data acquired during the traversal of the switch (22) by means of a sensor unit (16) arranged on the rail vehicle, comprising the following steps: - Reading in the magnetic field data acquired during the traversal of the switch (22), which represent a spatial distribution of a magnetic field in the area of ​​the switch (22); and - Detecting, in particular the position, of the switch (22) based on the spatial distribution of the magnetic field represented by the acquired magnetic field data by means of a processing unit.

Description

The invention relates to a method for detecting, in particular a position, a switch over which a rail vehicle passes based on magnetic field data acquired by a sensor unit arranged on the rail vehicle when the switch is over, a computing unit, a system and a rail vehicle, and to a corresponding computer program and a storage medium.Prior ArtThe dissertation HENSEL, Stefan Eddy Current Sensor-based localization of rail vehicles in topological maps, series of papers Institute for Measuring and Regulating Technology, Karlsruher Institute for Technology, Volume 018 discloses a method for the precise and track-accurate localization of rail vehicles in topological maps, using only an eddy current sensor system.Disclosure of the InventionAccording to a first aspect, the present invention relates to an, in particular computer-implemented, method for detecting, in particular a position, a switch over which a rail vehicle passes based on magnetic field data acquired when the switch is over by means of a sensor unit arranged on the rail vehicle according to claim 1.According to a second aspect, the present invention relates to a computing unit for detecting, in particular a position, a switch over which a rail vehicle passes based on magnetic field data acquired when the switch is over which a sensor unit arranged on the rail vehicle passes, according to claim 11.According to a third aspect, the present invention relates to a system for detecting, in particular a position, a switch over which a rail vehicle passes based on magnetic field data acquired when the switch is over which a sensor unit arranged on the rail vehicle passes, according to claim 12.According to a fourth aspect, the present invention relates to a rail vehicle having the system according to claim 13.According to a further aspect, the present invention relates to a computer program and a machine-readable storage medium.A rail vehicle or railway vehicle can be understood within the scope of the present invention to mean a vehicle which can be driven in a track-guided manner on one or more rails. The rail vehicle can be designed, for example, as a locomotive, rail car, train, control car, head, s-rail, city rail, subway or road rail.The rail vehicle comprises a system for detecting, in particular a position, a switch over which a rail vehicle passes based on magnetic field data acquired by a sensor unit arranged on the rail vehicle when the switch is over. The system comprises at least one, preferably a plurality of sensor units which are designed to record the magnetic field data which represent a spatial profile of a magnetic field in the region of the switch when passing over the switch, and a computing unit. The system can be designed as a retrofit solution for an existing rail vehicle.The sensor unit can be arranged on an underside of the rail vehicle facing the switch over which the rail vehicle passes. For example, the sensor unit can be arranged in the region of a bogie of the rail vehicle.The sensor unit is designed and arranged on the rail vehicle in such a way that the magnetic field data acquired by means of the sensor unit represent the spatial profile of the earth's magnetic field along a track on which the rail vehicle is travelling, wherein the earth's magnetic field is characteristically modified by the track and by (ferro)magnetic elements arranged in the region of the track. In other words, the magnetic field data represent a magnetic field signature or a "fingerprint", based on the or on (ferro)magnetic elements comprised by the track and / or arranged on the track or in the environment of the track can be detected. For this purpose, the sensor unit can be designed, for example, as a magnetometer, in particular as a flux gate magnetometer.The method according to the first aspect comprises a step of reading in the magnetic field data which are detected when passing over the switch and represent a spatial profile of a magnetic field in the region of the switch. In particular, the magnetic field data represent the spatial profile of the earth's magnetic field in the area of the switch, which is generated by one or more elements of the switch, for example. The characteristics of the control arm, frog, switch tongue are modified. In other words, the magnetic field data read in comprise a magnetic field signature of the one or more elements of the switch.The magnetic field data can represent, in particular comprise, the spatial profile of the magnetic field. In other words, the magnetic field data can be values representing a magnetic field strength and / or flux density and / or values representing the magnetic field strength and / or flux density, for example. These values may include voltage, current or phase shift values.The magnetic field data can comprise a time series of magnetic field values which were detected by means of the sensor unit when driving over the track, in particular when driving over the switch. It is conceivable that the magnetic field is detected periodically in time when travelling on the track, for example at a frequency or sample rate greater than or equal to 10 Hz, preferably greater than or equal to 1 kHz, and less than or equal to 1 MHz. Accordingly, the detected magnetic field values can have a time interval greater than or equal to 1 microsecond and less than or equal to 100 ms, preferably less than or equal to 1 ms. A time series can be understood to mean a sequence of at least two, preferably a plurality of magnetic field values which are spaced apart in time during or during a journey of the rail vehicle and which are detected by the same sensor unit.The time series of the magnetic field values corresponds to the spatial profile of the magnetic field along the track or the switch, taking into account a travel speed of the rail vehicle. It is conceivable that the spatial profile of the magnetic field is calculated based on the time series of the magnetic field values. For this purpose, the travel speed of the rail vehicle can be taken into account. A spatial distance between the magnetic field values corresponds here to a product of the travel speed and the time interval between the magnetic field values. It is also conceivable that the spatial profile of the magnetic field is calculated based on the time series of the magnetic field values without taking into account the driving speed. In particular, the spatial profile of the magnetic field corresponds to a spatial profile of the magnetic field along the track or along a direction of travel of the rail vehicle.The reading in of the magnetic field data, in particular by means of a computing unit, can comprise receiving the magnetic field data, for example from the sensor unit, and / or reading out the magnetic field data from an, in particular temporary, storage medium. The step of reading in the magnetic field data can be preceded by a step of detecting the magnetic field data by means of the sensor unit of the rail vehicle in order to provide the magnetic field data for example to the computing unit for detecting, in particular the position, the switch.The method according to the first aspect further comprises a step of recognizing, in particular the position, the switch on the basis of the spatial profile of the magnetic field represented by the magnetic field data read in by means of a or the computing unit. In particular, the detection of the switch and / or its position takes place independently of a comparison with reference magnetic field data which are comprised by a database or a map and which represent the spatial profile in the region of the switch traveled over.Based on the read-in magnetic field data and / or the determined characteristics of the magnetic field data, the switch and / or the position of the switch can be determined using a classic algorithm and / or a machine learning method. The classic algorithm and / or the machine learning method, for example designed as an artificial neural network, are configured to output the detection of the switch and / or the detected position of the switch as an output variable on the basis of the magnetic field data read in and / or the determined characteristics as input variables. For training the machine learning method, (labeled) training data can be used, which, when crossing points with a known point position, were captured by means of the sensor unit arranged on the or a further rail vehicle and represent the spatial profile of the magnetic field in the region of the point.For the detection, in particular the position, of the switch, the magnetic field data read in are determined, preferably characteristics or characteristic features ("features") of the magnetic field data determined based on the magnetic field data read in. According to one embodiment, the magnetic field data read in can be Fourier transformed for this purpose in order to determine the characteristic features on the basis of the Fourier transformed data. For example, a short time Fourier transformation can be used, which corresponds to a section-wise Fourier transformation of the magnetic field data, in order to obtain a Fourier spectrum for sections of preferably the same length and to select the characteristic features based on the individual Fourier spectra. According to a further embodiment, the magnetic field data read in can be wavelet transformed in order to determine the characteristic features on the basis of the wavelet-transformed data. According to a further embodiment, the characteristic features can be determined on the basis of the magnetic field data read in without prior transformation of the magnetic field data. The switch and / or the position of the switch can be recognized based on the characteristic features or a subset of the characteristic features using machine learning.The detection, in particular the position, of the switch can comprise a determination of switch information embodied as an analog or digital signal, which represents or indexes or characterizes the detected switch and / or the detected position of the switch.The presented method is preferably carried out repeatedly, in particular periodically, for example once or several times per second, in particular with a frequency greater than or equal to 1 Hz and less than or equal to 100 Hz, during a travel of the rail vehicle, preferably in real time.The computing unit is preferably arranged on the rail vehicle. It is conceivable for the computing unit to be designed as a control unit of the rail vehicle assigned to the rail vehicle. It is further conceivable that the computing unit is arranged away from the rail vehicle, in particular is part of a cloud computing unit or of a server backend. The computing unit can be connectable or connected to the at least one sensor unit by means of a wired or wireless communication connection.The method according to the invention and the devices according to the invention make it possible to detect points and their position without contact, which is independent of a comparison with a map and / or database comprising magnetic field data of the track. Here, the detection is in particular independent of a wireless communication connection to a server backend, so that the switches and their position can be reliably detected even in areas without a radio connection. In addition, there is no need, in particular, to provide a current version of such a map and / or database at any time during ongoing operation in order to take account of changes in the magnetic field signature.Furthermore, the detection can be carried out in real time when driving over the rail, so that a track-selective localization of the rail vehicle is possible particularly quickly. Furthermore, the detection is particularly robust with respect to changing weather conditions in comparison to environment sensors such as camera, radar, lidar, etc.It is advantageous if the magnetic field datafirst magnetic field data which represent a spatial profile of the magnetic field in the region of a first switch element of the switch, andsecond magnetic field data which represent a spatial profile of the magnetic field in the region of a second points element of the points,comprising. It is furthermore conceivable that the magnetic field data comprise further magnetic field data which represent a spatial profile of the magnetic field in the region of at least one further switch element of the switch which is different from the first and the second switch element. The second switch element is a switch element of the switch that is different from the first switch element, in particular spatially spaced apart. Here, the detection, in particular the position, of the switch is carried out on the basis of the spatial profile of the magnetic field in the region of the first switch element and the spatial profile of the magnetic field in the region of the second switch element, in particular further on the basis of the spatial profile of the magnetic field in the region of the at least one further switch element. The first and second magnetic field data, in particular the further magnetic field data, are preferably magnetic field data acquired by the same sensor unit when passing over the switch, wherein the first magnetic field data is / have been acquired temporally before or after the second magnetic field data. As a result of this configuration, the magnetic field data read in comprise characteristic features of at least two points elements of the points, as a result of which a particularly reliable detection of the points and their position is possible.It is advantageous here if, in the step of detecting, in particular the position, the switchthe first switching element based on the spatial profile of the magnetic field represented by the first magnetic field data in the region of the first switching element, andthe second switching element based on the spatial profile of the magnetic field represented by the second magnetic field data in the region of the second switching elementdetecting the switch, in particular the position of the switch, based on the detected switch elements. In other words, the first magnetic field data is used to recognize the first gate element and the second magnetic field data is used to recognize the second gate element. Thus, the recognition of the first switch element takes place independently of a recognition of the second switch element. When recognizing the switch, in particular the position of the switch, the further magnetic field data can furthermore be used for recognizing the at least one further switch element. The switch and / or its position are then detected based on the detected first and second switch elements, in particular further based on the at least one further detected switch element. This configuration can further increase the reliability of the detection.It is particularly advantageous here if the position of the switch is detected further on the basis of a temporal sequence of the first and second magnetic field data. In other words, the detection of the position of the switch takes into account a sequence in which the first and the second magnetic field data are / have been detected by means of the sensor unit. This embodiment is based on the idea that the position of the switch can be detected on the basis of a sequence of the switch elements traveled over by the rail vehicle. For example, the first magnetic field data is / are acquired temporally before the second magnetic field data. In other words, this means that the rail vehicle first passes over the first switch element and then over the second switch element. This configuration allows the position of the switch to be detected particularly reliably.It is furthermore advantageous if the detection, in particular the position, of the switch is checked for plausibility on the basis of a spatial distance between the first and the second switch element, wherein the spatial distance is / has been determined on the basis of the magnetic field data read in. As described above, a spatial profile of the magnetic field along the switch point can be determined on the basis of a time series of magnetic field values included in the magnetic field data, taking into account a travel speed of the rail vehicle. The spatial distance between the first and the second gate element can be determined based on the distance between the first and the second magnetic field data in the read-in magnetic field data. The detected switch point and / or the detected position of the switch point is plausible if the determined spatial distance between the switch points elements deviates from a predetermined reference distance by less than a predetermined tolerance value. This configuration makes it possible to reduce erroneous detection ("false positive") of points and / or the position of points.It is also advantageous if the detection, in particular the position, of the switch is also carried out taking into account arrangement information relating to an arrangement of the sensor unit on the rail vehicle. In this case, the arrangement information preferably represents an arrangement of the sensor unit at a right or left region of the rail vehicle with respect to a direction of travel of the rail vehicle. In particular, the right / left region of the rail vehicle is a region above a right / left rail with respect to the direction of travel of the rail vehicle. It is also conceivable that the arrangement information represents a distance between the sensor unit and the rail. By means of this embodiment, switch elements detected in the magnetic field data read in can be assigned to the right or left rail. As a result, the recognition of the switch, in particular the position of the switch, can be further improved.It is also advantageous if the magnetic field data read in further comprise magnetic field data recorded by means of a further sensor unit arranged on the rail vehicle when driving over the switch, wherein the sensor unit and the further sensor uniton an underside of the rail vehicle facing the switch over which the rail vehicle travels, andalong and / or transversely to a longitudinal axis, in particular a travel direction, of the rail vehicle, spaced apart spatiallyare arranged.It is conceivable for the sensor unit and the further sensor unit to be arranged on regions of the underside of the rail vehicle which are opposite with respect to the direction of travel of the rail vehicle. For example, the sensor unit can be arranged on a right-hand region of the underside with respect to the longitudinal axis or direction of travel and the further sensor unit can be arranged on a left-hand region of the underside of the rail vehicle with respect to the longitudinal axis or direction of travel. Preferably, the sensor unit and the further sensor unit are arranged on the rail vehicle symmetrically with respect to the longitudinal axis or direction of travel, in particular symmetrically with respect to a rail vehicle vertical plane spanned by a direction of travel and a rail vehicle vertical. In particular, a distance between the sensor unit and a rail on the right in the direction of travel of a track on which the rail vehicle is travelling can be identical to a distance between the further sensor unit and a rail on the left in the direction of travel of the track.The distance can be, for example, in each case greater than or equal to 1 cm and less than or equal to 100 cm, in particular less than or equal to 10 cm, preferably 5 cm. A horizontal distance component of the distance is preferably greater than or equal to 0 cm and less than or equal to 100 cm, for example. 0 cm. Further preferably, a vertical distance component of the distance is greater than or equal to 0 cm and less than or equal to 100 cm, for example. 5 cm.It is also conceivable for the sensor unit and the further sensor unit to be arranged on the same region of the underside of the rail vehicle with respect to the longitudinal axis or direction of travel of the rail vehicle. In this case, the sensor unit and the further sensor unit can be arranged in a rail vehicle horizontal plane, in particular further off-center relative to the longitudinal axis. In particular, a distance between the sensor unit and a rail of a track on which the rail vehicle is travelling can be identical to a distance between the further sensor unit and the same rail. The distance can be, for example, in each case greater than or equal to 1 cm and less than or equal to 100 cm, in particular less than or equal to 10 cm, preferably 5 cm. A horizontal distance component of the distance is preferably greater than or equal to 0 cm and less than or equal to 100 cm, for example. 0 cm. Further preferably, a vertical distance component of the distance is greater than or equal to 0 cm and less than or equal to 100 cm, for example. 5 cm.According to a further embodiment, the magnetic field data read in also comprise magnetic field data recorded when passing over the switch by means of at least two further sensor units arranged on the rail vehicle. In this case, the sensor unit and the further sensor units are arranged on an underside of the rail vehicle facing the switch over which the rail vehicle passes. Furthermore, the sensor unit and one of the further sensor units are arranged spaced apart from one another along a longitudinal axis, in particular a travel direction, of the rail vehicle. In addition, the sensor unit and another of the further sensor units are arranged spaced apart from one another transversely to a longitudinal axis, in particular a direction of travel, of the rail vehicle. In other words, spatial distances between the sensor units have a distance component that is different from zero along the direction of travel and / or transversely to the direction of travel. This embodiment makes it possible to additionally plausibilize the detection, in particular the position, of the switch. In each case, by means of one (or more) sensor unit(s) above the left and right track strings, points elements or points components of both rails or track strings can be detected in order to improve a precision of the detection. By using a plurality of sensor units over a track, redundancy can be achieved in order to increase the detection precision.It is furthermore advantageous if the method comprises a step of recognizing a track on which the rail vehicle is travelling on based on the recognized position of the switch. When the switch is going to a point, the rail vehicle can turn right or left. By detecting the position of the switch, a turning of the rail vehicle to the right or left can be detected. The track on which the rail vehicle travels after passing over the switch can thus be detected or determined. By means of this configuration, the rail vehicle can be localized in a track-selective manner during or immediately after passing over the switch.It is furthermore advantageous if the detection, in particular the position, of the switch is furthermore carried out on acceleration data of the rail vehicle recorded when driving over the switch by means of a sensor unit recording an acceleration of the rail vehicle. The sensor unit detecting the acceleration of the rail vehicle can be designed as an acceleration sensor. The sensor unit can be arranged on or off the sensor unit on the rail vehicle, which sensor unit records the magnetic field data. By taking into account the characteristic accelerations occurring when driving over the switch, the detection of the switch, in particular its position, can additionally be checked for plausibility.It is furthermore advantageous if the method has a step of outputting a signal as a function of the detected switch, in particular the detected position of the switch, in particular by means of the computing unit. In this case, the output signal is designed as an information signal representing the detected switch, in particular the detected position of the switch, and / or as a control signal for controlling a unit arranged on or away from the rail vehicle.The output signal may be a signal transmitted wirelessly or by wire. It is conceivable that the signal is only output if a switch and / or the position of the switch has been detected. It is also conceivable that the signal is alternatively or additionally output if no switch and / or no position of the switch has been detected.According to one specific embodiment, in response to the signal output, a map is created and / or updated with the recognized switch and / or the recognized position of the switch and / or the position of the rail vehicle ascertained on the basis of the recognized switch position. According to a further embodiment, in response to the output signal, an acoustic and / or visual and / or haptic warning is output to a driver of the rail vehicle and / or to a service provider in order to inform the driver and / or the service provider of the detected points and / or the detected points position and / or the position of the rail vehicle determined on the basis of the detected points position.Alternatively or additionally, in response to the output signal, the unit can be controlled, which is designed, for example, as a drive unit and / or brake unit of the rail vehicle, in particular in order to transfer the rail vehicle into a safe state, for example to reduce the speed of the rail vehicle and / or to stop the rail vehicle, for example by means of forced braking, if the detected position of the switch does not correspond to a predefined switch position. This configuration allows the detection of the switch and / or its position to be provided to other rail vehicles and / or to an infrastructure device and / or to the driver of the rail vehicle in order to further increase the safety during operation of the rail vehicle.A computer program product or computer program with program code which can be stored on a machine-readable carrier or storage medium such as a semiconductor memory, a hard disk memory or an optical memory and is used for carrying out, implementing and / or controlling the steps of the method according to one of the embodiments described above is also advantageous, in particular if the program product or program is executed on a computer or a computing unit.The invention will be explained in more detail below with reference to the drawings.This is shown by FIG. 1 is a schematic illustration of a rail vehicle according to an embodiment; FIG. 2A, B shows a schematic illustration of passing over a switch and magnetic field data acquired in this case; and FIG. 3 shows a flow diagram of a method for detecting a switch according to one specific embodiment.FIG. 1 shows a rail vehicle 10 having a system 12 for detecting, in particular a position, a switch over which a rail vehicle 10 passes based on magnetic field data detected when the switch is passed over, according to one embodiment of the present invention. The rail vehicle 10 travels on a track 14.The system 12 comprises a sensor unit 16 and a computing unit 18. The sensor unit 16 is designed to record magnetic field data when driving on the track 14, which magnetic field data represent a spatial profile of a magnetic field in the region of the track. The sensor unit 16 is thus designed to acquire magnetic field data that represent a spatial profile of a magnetic field in the region of the switch even when a switch is crossed.The sensor unit 16 is arranged on an underside of the rail vehicle 10 facing the track 14 on which the rail vehicle is travelling. For example, the sensor unit 16 is arranged on a bogie 20 of the rail vehicle 10. According to this embodiment, the sensor unit 16 is designed as a magnetometer 16.The sensor unit 16 is designed and arranged on the rail vehicle 10 in order to acquire magnetic field data determined by (ferro)magnetic elements present on the track 14 and in the environment of the track 14, for example. In the case of the invention, rails or rail fastening means are characteristically modified to detect an earth's magnetic field. The acquired magnetic field data thus represent a magnetic field signature or a "fingerprint", based on the (ferro)magnetic elements comprised by the track 14 and / or arranged in the region of the track 14 can be recognized. The magnetic field data preferably comprise a spatial profile x of the magnetic flux density B along a direction of travel of the rail vehicle 10 when travelling on the track 14.According to a preferred embodiment, the system 12 comprises at least two sensor units 16, one of which is arranged on a right-hand region of the underside with respect to the longitudinal axis or direction of travel and one of which is arranged on a left-hand region of the underside of the rail vehicle 10 with respect to the longitudinal axis or direction of travel. For example, the sensor units 16 are arranged on opposite sides of the bogie 20 of the rail vehicle 10 with respect to a longitudinal axis or direction of travel of the rail vehicle 10. In this case, a spatial distance between the track 14 and the sensor units 16 is, for example. 5 cm.The computing unit 18 is configured to recognize a switch over which the rail vehicle 10 passes, in particular its position, on the basis of the magnetic field data recorded by the sensor unit 16 arranged on the rail vehicle 10 when the switch is passed.For this purpose, the computing unit 18 comprises a processor, a storage medium with a computer program and at least one hardware and / or software interface. The computer program comprises instructions which, when executed by the processor, cause the switch, in particular its position, to be recognized according to the method described below.The computing unit 18 is configured to read in the magnetic field data acquired when crossing the switch, which represent the spatial profile of the magnetic field in the region of the switch, by means of the hardware and / or software interface. For this purpose, the computing unit 18 can be connected, in particular connected, indirectly or directly to the sensor unit 16 by means of the hardware and / or software interface.The computing unit 18 is further configured to recognize the switch, in particular the position of the switch, on the basis of the spatial profile of the magnetic field represented by the magnetic field data read in.Here, the computing unit 18 is preferably configured to:,a first switch element of the switch based on a spatial profile of the magnetic field in the region of the first switch element represented by first magnetic field data of the magnetic field data, anda second switch element based on a spatial profile represented by second magnetic field data of the magnetic field dataIn order to detect the switch, in particular the position of the switch, on the basis of the detected switch elements and a temporal sequence of the first and second magnetic field data, see FIG. 2.Furthermore, the computing unit 18 is preferably configured to recognize a track 14 on which the rail vehicle is travelling on the basis of the recognized position of the switch.Furthermore, the computing unit 18 is configured, in particular, to output a signal as a function of the detected switch, in particular the detected position of the switch, preferably the detected track 14 traveled by the rail vehicle 10 after the switch has been traveled over, by means of the and / or a further hardware and / or software interface.According to this specific embodiment, arithmetic unit 18 is situated on rail vehicle 10. According to an alternative embodiment, the computing unit 18 can be arranged away from the rail vehicle 10 and, for example. The device may be part of a server backend or a cloud computing unit. In this case, the computing unit 18 is connected to the sensor unit 16 by means of a wireless communication link in order to receive the magnetic field data from the sensor unit 16.FIGS. 2A, B show a schematic illustration of a switch 22 being traveled over, for example with the rail vehicle 10 according to FIG. 1, and magnetic field data recorded here by means of one of the sensor units 16 arranged on the rail vehicle 10. According to this embodiment, the sensor units 16 of the rail vehicle 10 are arranged on a right and left region of an underside of the rail vehicle with respect to a longitudinal axis or direction of travel.The switch 22 illustrated in FIG. 2A comprises a switch tongue 24, a wheel control arm 26 and a frog 28. The rail vehicle 10 drives the switch 22 to a point and drives over the switch 22 along a direction of travel 30 or drives over a branch on the left along the direction of travel 30. When driving over the switch, first magnetic field data are initially recorded by means of the sensor unit 16 arranged on the right-hand region of the rail vehicle 10 in the direction of travel 30, said first magnetic field data representing a spatial profile of the magnetic field in the region of the switch tongue 24. Subsequently, second magnetic field data is included by means of the sensor unit 16, which data includes a spatial profile of the magnetic field in the region of the frog 28.FIG. 2B shows the magnetic field data acquired by means of the sensor unit 16 arranged on the right-hand region of the rail vehicle 10 in the direction of travel 30 when driving over the switch. The magnetic field data represent a spatial profile x of the magnetic flux density B along a direction of travel of the rail vehicle when driving over the switch 22, The first magnetic field data representing the spatial profile of the magnetic field in the region of the switch tongue 24 are highlighted by a frame 32. The second magnetic field data representing the spatial profile of the magnetic field in the region of the heart piece 28 are highlighted by a frame 34.According to this embodiment, the switch blade 24 is detected based on the first magnetic field data using a machine learning method. The frog 28 is detected based on the second magnetic field data using the or a further machine learning method. For this purpose, the magnetic field data is Fourier-transformed, for example using a short time Fourier transformation, or alternatively transformed using a wavelet transformation, in order to determine characteristic features on the basis of the transformed data. The points elements 24, 26 can be recognized based on the determined characteristic features using the respective machine learning method.FIG. 3 shows a flow diagram of a method for detecting, in particular a position, a switch over which a rail vehicle passes based on magnetic field data detected by a sensor unit arranged on the rail vehicle when the switch is over. The rail vehicle can be, for example, the rail vehicle according to FIG. 1. The method is provided in its entirety with the reference sign 100.The method 100 is preferably carried out when the rail vehicle is travelling along a track. In particular, the method is carried out repeatedly in succession, preferably periodically or continuously, in the described sequence of method steps.In step 110, magnetic field data are recorded by means of a sensor unit arranged on the rail vehicle. The magnetic field data represent a spatial profile of a magnetic field in the region of the track on which the rail vehicle is travelling. When passing over a switch arranged on the track, magnetic field data representing a spatial profile of the magnetic field in the region of the switch are recorded in step 110 by means of the sensor unit.In this case, the acquired magnetic field data comprise at least first magnetic field data and second magnetic field data, preferably further magnetic field data. The first magnetic field data represent a spatial profile of the magnetic field in the region of a first switch element of the switch. The second magnetic field data represent a spatial profile of the magnetic field in the region of a second switch element of the switch that is different from the first switch element. The further magnetic field data represent a spatial profile of the magnetic field in the region of at least one further switch element of the switch, which further switch element is different from the first and the second switch element.The acquired magnetic field data are provided to a computing unit assigned to the rail vehicle and preferably arranged on the rail vehicle using a wireless or wired communication connection.In step 120, the magnetic field data provided are read in by means of the arithmetic unit.In step 130, the switch, in particular the position of the switch, is recognized by the computing unit based on the spatial profile of the magnetic field represented by the magnetic field data read in. In this case, the first gate element is recognized on the basis of the spatial profile of the magnetic field represented by the first magnetic field data in the region of the first gate element. The second gate element is recognized based on the spatial profile of the magnetic field represented by the second magnetic field data in the region of the second gate element. The position of the switch is further detected based on a temporal sequence of the first and second magnetic field data. In other words, the position of the switch is recognized based on the sequence in which the rail vehicle travels over the switch elements.In step 140, the track on which the rail vehicle is travelling is detected on the basis of the detected position of the switch.In step 150, a signal is output depending on the detected switch, in particular the detected position of the switch, preferably the detected track. The output signal can be embodied as an information signal representing the detected switch and / or the detected position of the switch and / or the detected track.

Claims

Method (100) for detecting, in particular a position, a switch (22) traveled over by a rail vehicle (10) on the basis of magnetic field data detected when the switch (22) is traveled over by means of a sensor unit (16) arranged on the rail vehicle (10), having the following steps: - reading in (120) the magnetic field data detected when the switch (22) is traveled over, which magnetic field data represent a spatial profile of a magnetic field in the region of the switch (22); and - detecting (130), in particular the position, the switch (22) on the basis of the spatial profile of the magnetic field represented by the read-in magnetic field data by means of a computing unit (18).Method (100) according to Claim 1, characterized in that the magnetic field data comprise - first magnetic field data which represent a spatial profile of the magnetic field in the region of a first points element (24) of the points (22), and - second magnetic field data which represent a spatial profile of the magnetic field in the region of a second points element (26) of the points (22), and the detection, in particular the position, of the points (22) is carried out on the basis of the spatial profile of the magnetic field in the region of the first points element (24) and the spatial profile of the magnetic field in the region of the second points element (26).Method (100) according to Claim 2, characterized in that, in the step of detecting (130), in particular the position, the switch (22), - the first switch element (24) is detected on the basis of the spatial profile of the magnetic field in the region of the first switch element (24) represented by the first magnetic field data, and - the second switch element (26) is detected on the basis of the spatial profile of the magnetic field in the region of the second switch element (26) represented by the second magnetic field data, in order to detect the switch (22), in particular the position of the switch (22), on the basis of the detected switch elements (24, 26).Method (100) according to Claim 2 or 3, characterized in that the position of the switch (22) is detected further on the basis of a temporal sequence of the first and second magnetic field data.Method (100) according to one of Claims 2 to 4, characterized in that the detection (130), in particular the position, of the switch (22) is checked for plausibility on the basis of a spatial distance between the first switch element (24) and the second switch element (26), wherein the spatial distance is / has been determined on the basis of the magnetic field data read in.Method (100) according to one of the preceding claims, characterized in that the detection (130), in particular the position, of the switch (22) is furthermore carried out taking into account arrangement information relating to an arrangement of the sensor unit (16) on the rail vehicle (10), wherein the arrangement information preferably represents an arrangement of the sensor unit (16) on a right or left region of the rail vehicle (10) relating to a direction of travel of the rail vehicle (10).Method (100) according to one of the preceding claims, characterized in that the magnetic field data read in further comprise magnetic field data recorded when passing over the switch (22) by means of a further sensor unit (16) arranged on the rail vehicle (10), wherein the sensor unit (16) and the further sensor unit are arranged spaced apart spatially - on an underside of the rail vehicle (10) facing the switch (22) passed over by the rail vehicle (10) and - along and / or transversely to a longitudinal axis, in particular a direction of travel, of the rail vehicle (10).Method (100) according to one of the preceding claims, characterized bya step of identifying (140) a track (14) on which the rail vehicle (10) is travelling on on the basis of the identified position of the switch (22).Method (100) according to one of the preceding claims, characterized in that the detection (130), in particular the position, of the switch (22) is furthermore carried out on acceleration data of the rail vehicle (10) recorded when driving over the switch (22) by means of a sensor unit (16) recording an acceleration of the rail vehicle (10).Method (100) according to one of the preceding claims, characterized bya step of outputting (150) a signal as a function of the detected switch (22), in particular the detected position of the switch (22), wherein the output signal is designed as an information signal representing the detected switch (22), in particular the detected position of the switch (22), and / or as a control signal for controlling a unit arranged on or away from the rail vehicle (10).Computer unit (18) for detecting, in particular a position, a switch (22) traveled over by a rail vehicle (10) on the basis of magnetic field data detected when the switch (22) is traveled over by means of a sensor unit (16) arranged on the rail vehicle (10), wherein the computer unit (18) is configured - to read in magnetic field data detected when the switch (22) is traveled over, said magnetic field data representing a spatial profile of a magnetic field in the region of the switch (22), and - to detect the switch (22), in particular the position of the switch (22), on the basis of the spatial profile of the magnetic field represented by the read-in magnetic field data.System (12) for detecting, in particular a position, a switch (22) traveled over by a rail vehicle (10) on the basis of magnetic field data recorded when the switch (22) is traveled over by means of a sensor unit (16) arranged on the rail vehicle (10), wherein the system comprises - the sensor unit (16) which is designed to record the magnetic field data which represent a spatial profile of a magnetic field in the region of the switch (22) when the switch (22) is traveled over, and - a computing unit (18) according to Claim 11.Rail vehicle (10) having a system (12) according to Claim 12, wherein the sensor unit (16) is arranged on an underside of the rail vehicle (10) facing the switch (22) over which the rail vehicle (10) passes.A computer program comprising instructions which, when executed by a computing unit (18), cause the computing unit to execute the method (100) of any one of claims 1 to 10.A machine readable storage medium having stored thereon the computer program according to claim 14.

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