Anti-slip iron shoes

Abstract

The present invention discloses an anti-slip iron shoe, comprising a base plate and a pedal disposed on the base plate, one side of the base plate and one side of the pedal being adapted to contact the wheels of a locomotive, a base being disposed on one side of the base plate, the base being provided with a metal sensor, and the metal sensor being relatively fixed to the base, and a through hole being provided on the base plate, the detection end of the metal sensor being located within the through hole. Compared to the prior art which requires the metal sensor to be encapsulated as a whole, resulting in a corresponding waterproof shell being provided around the periphery of the metal sensor, the detection end of the metal sensor in the embodiment of the present application is partially exposed below the base, which can increase the diameter of the metal sensor, effectively improving its magnetic field strength and thereby increasing the sensing distance, enabling it to reliably detect the presence of rails at greater distances, thereby overcoming the problem of false alarms of slipping trains caused by the sensor being too small and the insufficient detection distance.

Description

Technical Field

[0001] The present invention relates to the technical field of railway anti-slip devices, in particular to an anti-slip iron shoe. Background Art

[0002] When train carriages are parked in a depot, there's a risk of them sliding downhill. This can also happen in other situations, such as when the carriages are inside a station. Therefore, iron shoes must be installed between the wheels and rails to prevent them from sliding. Currently, these anti-slip iron shoes typically consist of a base plate and a pedal. When the wheel tread hits the shoe, the base plate is compressed, and the pedal locks the wheel, thereby braking it.

[0003] In order to detect whether the train has slipped, those skilled in the art arrange metal sensors in the anti-slip iron shoe for detection, such as patent CN204452481U or patent CN119389269A, and open holes in the bottom plate of the anti-slip iron shoe to pass the detection end of the metal sensor. However, in the case of actual arrangement of the anti-slip iron shoe, after the wheels of the train are normally fastened to the anti-slip iron shoe, the end of the bottom plate is subjected to greater force, which may cause the entire anti-slip iron shoe to slightly tilt; at this time, the metal sensor provided on the bottom plate cannot detect the rails after the distance from the rails increases. After the result is sent to the control center, it will cause personnel to mistakenly believe that the train has slipped here. The above problem is that the metal sensor itself is small in size, which limits its detection performance. If the performance of the metal sensor is to be improved, a metal sensor with a larger diameter and a longer length needs to be provided to overcome the problem that the metal sensor cannot detect farther distances.

[0004] However, if the diameter of the metal sensor is directly increased, a larger through hole must be constructed at the position where the metal sensor is installed on the base plate to adapt to the diameter. If this is done, the stress structure of the base plate will be changed. That is, opening a hole that is too large will reduce the structural strength of the base plate and will not be able to meet the load requirements of the locomotive roller pressing on it. Summary of the Invention

[0005] The purpose of the present invention is to overcome the shortcomings of the prior art and provide an anti-slip iron shoe that can increase the sensing distance while ensuring the waterproof effect of the sensor part.

[0006] The object of the present invention is achieved through the following technical solutions:

[0007] A slip-proof iron shoe comprises a base plate and a pedal arranged on the base plate, one side of the base plate and one side of the pedal being suitable for contacting the wheel of a locomotive, and further comprising a base and a sensor protective cover, wherein the base is arranged on the side of the base plate where the pedal is arranged, the base is penetrated by a metal sensor, and the metal sensor and the base are relatively fixed, a seal is formed at the fixing portion of the metal sensor and the base, and a seal is formed at the connection portion of the base and the base plate; a through hole is opened on the base plate, and a detection end of the metal sensor is located in the through hole; the opening of the sensor protective cover is suitable for cooperating with a side of the base away from the pedal to form a sealed cavity, and the part of the metal sensor located on the side of the base away from the base plate is completely covered in the sensor protective cover.

[0008] The present invention has the following beneficial effects: Compared to the prior art, which requires the metal sensor to be completely encapsulated, resulting in a corresponding waterproof housing surrounding the metal sensor, the metal sensor in the embodiment of the present application has its detection end partially exposed below the base, eliminating the need to reserve space within the through-hole for the waterproof housing. This allows the metal sensor diameter to be increased while maintaining the same through-hole diameter in the base plate. Increasing the metal sensor diameter effectively increases its magnetic field strength and, consequently, its sensing distance, enabling reliable detection of rails at greater distances, overcoming the problem of false alarms of slipping trains caused by the previously insufficient detection range due to the sensor's small size.

[0009] Furthermore, it also includes a sensor protective cover, the opening of which is suitable for cooperating with the base; wherein the metal sensor is located at a part of the base away from the bottom plate and is completely covered in the sensor protective cover.

[0010] Furthermore, a distance sensor is provided on the base; the sensor protective cover also covers the distance sensor, and a partition extends from the inner side of the sensor protective cover; the partition divides the space covered by the sensor protective cover into a first cavity and a second cavity, and the end of the partition is connected to a side plane of the base away from the bottom plate; wherein the first cavity is used to accommodate the distance sensor, and the second cavity is used to accommodate the metal sensor.

[0011] Furthermore, the partition forms a first gap along its width direction with the inner wall of the sensor protective cover, and the partition extends a wire partition plate toward one end of the first gap in a direction away from the second cavity. The wire partition plate is opposite to the inner wall of the sensor protective cover and together with the first gap defines a wiring groove.

[0012] Furthermore, a protrusion is extended from the end of the wire separator, and the protrusion is suitable for matching with the edge contour of the distance sensor near the wiring groove.

[0013] Furthermore, one side of the pedal is used to separate a layout area, and a battery and a control module are provided in the layout area. The control module switches at least the distance sensor and the metal sensor between a sleep state and a non-sleep mode according to preset instructions.

[0014] Furthermore, the control module wakes up at least the distance sensor and / or the metal sensor periodically according to a preset instruction, so as to switch from the sleep state to the non-sleep state.

[0015] Furthermore, it also includes an acceleration sensor, which sends a wake-up signal to the control module after detecting acceleration. After receiving the wake-up signal, the control module wakes up at least the distance sensor and / or the metal sensor to switch from the sleep state to the non-sleep state.

[0016] Furthermore, the distance sensor and / or metal sensor acquires detection data after being awakened by the awakening signal, and switches back to the dormant state if the detection data meets a preset condition.

[0017] Furthermore, it also includes a relay module, which is suitable for receiving and sending signals from other anti-slip devices or control centers, and sending corresponding signals to the anti-slip devices or control centers.

[0018] Furthermore, it also includes an NFC identification unit and a relay module; after receiving the wake-up signal, the control module also receives information from the NFC identification unit, and the NFC identification unit is used to match with the external NFC device and transmit the result back to the control module;

[0019] Furthermore, it also includes a filtering module, which is constructed as a submodule of the control module or as an independent module electrically connected to the control module and the acceleration sensor. The filtering module receives the continuous signal sent by the acceleration sensor and performs specific frequency band suppression based on a preset filtering algorithm, and then performs time domain energy judgment on the filtered signal. If it meets the preset conditions, it is judged as valid data, otherwise it is filtered. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 Schematic diagram of the structure of anti-slip iron shoes according to some embodiments of the present application;

[0021] Figure 2 Schematic diagram of the explosion structure of the anti-slip iron shoe structure according to some embodiments of the present application;

[0022] Figure 3 for Figure 2 A partial enlarged view of area A in the middle;

[0023] Figure 4Schematic diagram of the explosion structure of the anti-slip iron shoe structure from another angle according to some embodiments of the present application;

[0024] Figure 5 is a partial cross-sectional view of an anti-skid shoe according to some embodiments of the present application;

[0025] Figure 6 Schematic diagram of the sensor shield structure according to some embodiments of the present application;

[0026] Figure 7 Schematic diagram of explosion structure of anti-slip iron shoe structure in other embodiments of the present application;

[0027] Figure 8 Schematic diagram of the explosion structure of the anti-slip iron shoe structure viewed from the rear according to some embodiments of the present application;

[0028] Figure 9 Schematic diagram of the internal structure of anti-skid shoes in some embodiments of the present application.

[0029] In the picture:

[0030] 10-anti-slip shoes;

[0031] 110-base plate, 111-through hole, 112-handle;

[0032] 120- pedal, 121- inclined board, 122- side board;

[0033] 130-metal sensor;

[0034] 140- distance sensor;

[0035] 150-base, 151-first threaded hole;

[0036] 160-Compression nut;

[0037] 170-sensor protective cover, 171-partition plate, 1711-wire separator, 1712-flange, 172-wire hole;

[0038] 17a-first gap, 17b-wiring groove;

[0039] 180-intelligent module, 181-housing, 182-electric control board, 183-transmitting and receiving antenna, 184-NFC identification unit;

[0040] 190-battery. DETAILED DESCRIPTION

[0041] The following will clearly and completely describe the technical solutions of the present invention in conjunction with the embodiments. Obviously, the embodiments described are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work shall fall within the scope of protection of the present invention.

[0042] See Figures 1-8 , the present invention provides a technical solution:

[0043] refer to Figure 1 As shown, an anti-skid shoe 10 in an embodiment of the present application includes a base plate 110 and a pedal 120 arranged on the base plate 110. One side of the pedal 120 is inclined relative to the base plate 110, and one side of the base plate 110 and one side of the pedal 120 are suitable for contacting the wheel to produce a braking effect on the wheel. Specifically, the pedal 120 includes an inclined plate 121 located at the front side and side plates 122 on both sides. The inclined plate 121 and the two side plates 122 together form the pedal 120, and are fixed to the base plate 110 through the two end faces of the side plates 122. Figure 2 and Figure 3 As shown, a metal sensor 130 and a distance sensor 140 are provided on the bottom plate 110. The metal sensor 130 detects whether there is a rail underneath, and the distance sensor 140 detects the distance between the wheel and itself. The detection data fed back by the two are then used to determine whether the anti-skid shoe 10 is invalid or disarmed.

[0044] refer to Figure 4 As shown, a base 150 is provided on the upper surface of the base plate 110. The base 150 is square in shape and is fastened to the base plate 110 by bolts. The bolts are respectively provided at the four corners of the base 150 so as to tightly press the lower surface of the base 150 and the upper surface of the base plate 110 together to form a sealed connection. A first threaded hole 151 is provided at the center of the base 150. The metal sensor 130 is passed through the first threaded hole 151; Figure 5 As shown, the metal sensor 130 is constructed as a cylindrical structure, with at least a portion of its outer periphery provided with threaded surfaces that mate with the aforementioned first threaded hole 151. This mate creates a sealed connection based on the tight fit of the threaded surfaces. In the following examples, the example of a cylinder with threaded surfaces on all outer peripheries will be used. A through-hole 111 is provided in the bottom plate 110 directly below the base 150. This allows the detection end of the metal sensor 130, which is threaded onto the base 150, to be positioned within the through-hole 111 and detect the railroad track below it.

[0045] Compared to the prior art, which requires the metal sensor 130 to be completely encapsulated, resulting in a corresponding waterproof housing surrounding the metal sensor 130, the detection end of the metal sensor 130 in the present embodiment is partially exposed below the base 150. This eliminates the need to reserve space within the through hole 111 for the waterproof housing. This allows the diameter of the metal sensor 130 to be increased while maintaining the diameter of the through hole 111 on the base plate 110. Increasing the diameter of the metal sensor 130 effectively increases its magnetic field strength and, consequently, its sensing distance, enabling it to reliably detect the presence of rails at greater distances, overcoming the problem of false alarms of train slippage caused by the previously insufficient detection range due to the sensor's small size.

[0046] On the other hand, the outer periphery of the sensor column is processed with a threaded surface, which cooperates with the first threaded hole 151 preset on the base 150. There is a threaded matching section of sufficient length between the two. The threaded engagement length between the sensor and the base 150 is significantly increased, and the connection is more secure.

[0047] In some preferred examples, such as Figure 3 and Figure 5 As shown, a compression nut 160 is also sleeved on the metal sensor 130. The compression nut 160 is matched with the threaded surface on the outer periphery of the metal sensor 130 and is arranged above the base 150 to further increase the length of the threaded matching section and improve the stability of the setting.

[0048] Continue to refer Figure 1-Figure 5 As shown, a sensor shield 170 is provided above the distance sensor 140 and the metal sensor 130. The sensor shield 170 is wedge-shaped in overall structure, and its inclined surface is substantially consistent with the inclined angle of the inclined plate 121, and the probe portion of the distance sensor 140 protrudes from the inclined surface. The opening of the sensor shield 170 is matched with the edge of the base 150, as shown in FIG. Figure 3 and Figure 4 As shown, bolts are provided at the edges of the base 150 and the sensor protective cover 170 to connect the two. In this way, the metal sensor 130 is located at the side of the base 150 away from the bottom plate 110, so that the opening of the sensor protective cover 170 is suitable for matching with the side of the base 150 away from the pedal 120 to form a sealed cavity.

[0049] Specifically, the metal sensor 130 typically requires a waterproof seal at the lead interface, but the main body of the metal sensor 130 and the exposed detection tip do not need to be completely sealed. In other words, the lead interface of the metal sensor 130 is covered by a protective cover, effectively isolating the electrical connection from moisture. The sensor column and detection tip can remain unsealed, thereby increasing the diameter of the metal sensor 130 and improving the detection distance while maintaining waterproof performance.

[0050] As mentioned above, the base 150 is further provided with a distance sensor 140 . The distance sensor 140 is provided on a side plane of the base 150 away from the bottom plate 110 .

[0051] Continue to refer Figure 5 The sensor protection cover 170 also covers the distance sensor 140, and a partition 171 extends from the inner side of the sensor protection cover 170; Figure 6 As shown, one side of the partition 171 is a flat surface, and the other side is an arc-shaped surface, and the arc-shaped surface cooperates with the cylindrical surface of the metal sensor 130.

[0052] The end of the partition 171 is connected to a side plane of the base 150 away from the bottom plate 110. The partition 171 divides the space covered by the sensor protective cover 170 into a first cavity and a second cavity. The volume of the first cavity closer to the inclined surface is smaller than that of the second cavity. Correspondingly, the first cavity accommodates the distance sensor 140 that occupies a smaller space, and the second cavity accommodates the metal sensor 130 that occupies a larger space.

[0053] It's worth noting that distance sensor 140 typically requires higher waterproofing requirements, as its delicate optical or electronic components are highly sensitive to moisture intrusion, potentially leading to reduced detection accuracy or functional failure. To this end, the first cavity can be sealed using a partition 171. The end of partition 171 is tightly abutted against the side of base 150 facing away from bottom plate 110, creating an independent, isolated space within the enclosed environment of sensor protective cover 170.

[0054] Specifically, the partition 171 forms a first gap 17a with the inner wall of the sensor protective cover 170 along its width direction (i.e., parallel to the front and rear side walls of the sensor protective cover 170). A wire partition 1711 extends from one end of the partition 171 facing the first gap 17a in a direction away from the second cavity. The wire partition 1711 is opposite to the inner wall of the sensor protective cover 170 and defines a wiring groove 17b together with the first gap 17a. In detail, the wiring of the distance sensor 140 and the metal sensor 130 must be connected from the outside, for example Figure 6 As shown, a wire hole 172 is provided on one side wall of the sensor protective cover 170 , and the wire passing through the wire hole 172 can be led from the second cavity to the first cavity through the aforementioned wiring groove 17 b.

[0055] A protrusion 1712 is also extended from the end of the partition plate 1711, and the protrusion 1712 cooperates with the edge contour of the distance sensor 140 located near the wiring groove 17b to form a waterproof connection structure. Therefore, it is only necessary to waterproof the part with the gap in the first cavity to achieve waterproof packaging of this part of the area, thereby reducing costs and production time.

[0056] Furthermore, when detecting parts such as wheels based on the distance sensor 140 and / or the metal sensor 130, since electronic components such as the distance sensor 140 and / or the metal sensor 130 require continuous power supply from the battery 190, and the anti-skid shoes 10 need to work for a long time after being arranged, there is a problem of insufficient battery life of the battery 190.

[0057] In some embodiments, combined Figure 1 and Figure 7 、 Figure 8 It is understood that one side of the pedal 120 contacts the wheel and the other side participates in spacing out the arrangement area.

[0058] Specifically, the side of the pedal 120 away from the wheel is open, and the pedal 120 separates this area from the wheel, and an intelligent module 180 for realizing a series of electronic control operations such as signal acquisition and communication is provided at the opening. The intelligent module 180 includes a shell 181 and an electric control board 182 arranged in the shell 181; accordingly, a battery 190 is provided in the semi-enclosed space enclosed by the inclined plate 121 and the two side plates 122, and a number of electronic components are provided on the electric control board 182 for realizing various functions. Here, the module integrating the necessary electronic units on the electric control board 182 is defined as a control module.

[0059] Of course, the control module can be an integration or single component of any electronic component with system control and processing functions, such as a single-chip microcomputer or chip; the user presets control instructions in the control module to at least switch the distance sensor 140 and / or the metal sensor 130 between sleep mode and non-sleep mode.

[0060] The aforementioned control instructions may be stored in a computer-readable format within the control module. For example, by locating the corresponding instruction segment in the microcontroller ROM, the CPU rapidly reads and decodes the instructions, converting them into operations such as data reading and writing, logical operations, etc., to switch the distance sensor 140 and / or metal sensor 130 between a sleep state and a non-sleep state. Of course, the specific method of disposing a computer program or other readable medium within the control module is within the knowledge of those skilled in the art. Substituting other methods for the aforementioned programming or data processing methods should fall within the scope of this application.

[0061] In fact, after the anti-skid shoe 10 is correctly deployed, its status (i.e., whether the anti-skid shoe 10 effectively blocks the wheel or is disarmed) is usually relatively stable over a period of time, and there is no need for the distance sensor 140 and the metal sensor 130 to continuously obtain information.

[0062] Therefore, the control module can switch at least the distance sensor 140 and the metal sensor 130 between a dormant state and a non-dormant mode (i.e., an active state) according to preset control instructions. In the dormant state, the distance sensor 140 and the metal sensor 130 can be deactivated or enter an extremely low-power standby state, significantly reducing energy consumption. In the non-dormant mode, the distance sensor 140 and the metal sensor 130 resume normal detection functions. The control module can be configured to periodically wake up the distance sensor 140 and the metal sensor 130 for brief detection, for example, every minute or several minutes, or only wake up the distance sensor 140 and the metal sensor 130 under specific conditions, such as when a built-in accelerometer senses abnormal vibration. This intermittent operating mode minimizes the time the distance sensor 140 and the metal sensor 130 are inactive, while ensuring timely detection of shoe failures, such as unexpected wheel movement or disarming. This minimizes the energy consumption of the battery 190 and effectively addresses the core issue of insufficient battery life in the prior art.

[0063] Of course, components that switch between sleep and non-sleep modes are not limited to the distance sensor 140 and the metal sensor 130. Other components of the system may also enter sleep mode based on actual needs. For example, during non-detection periods, the battery management module 190 (if present) may enter a low-power state. Alternatively, a wireless communication module (e.g., used for sending alarm messages) may enter a deep sleep state during periods when communication is not required, waking up and operating briefly only when an alarm is needed.

[0064] Next, some different ways of switching between the sleep state and the non-sleep mode are described in detail.

[0065] In some examples, the control module periodically wakes up at least the distance sensor 140 and / or the metal sensor 130 according to a preset instruction to switch from the sleep state to the non-sleep state.

[0066] Specifically, the electronic control board 182 or control module may be integrated with a timer or real-time clock (RTC). During user or system initialization, a specific time interval can be preset and written into the control module's memory. This time interval defines the maximum sleep duration allowed between valid detections by the distance sensor 140 and the metal sensor 130. After the control module executes the sleep instruction, its core processor or a specific low-power coprocessor (such as the RTC) does not completely cease operation. Instead, it enters a very low-power state that maintains basic timing functions.

[0067] When the accumulated time reaches the preset wake-up interval, the timer generates a wake-up signal or interrupt request. This signal triggers the control module's core processor to resume normal operation from a low-power state. The processor then executes a preset wake-up procedure, first powering the distance sensor 140 and metal sensor 130, along with their necessary supporting circuitry (such as signal conditioning circuitry and analog-to-digital converters (ADCs)) or sending a wake-up command. After the distance sensor 140 and metal sensor 130 are powered on, initialized, and stabilized, the control module instructs them to perform a complete detection task, collecting information about the relative position or contact status between the anti-skid shoe 10 and the wheel. The control module reads, analyzes, and evaluates the collected data to determine whether the shoe is still in an effective braking state or has been disarmed. After completing this detection and status assessment, if no abnormal state change is detected, the control module again places the distance sensor 140 and metal sensor 130, along with their associated high-power circuitry, into a sleep state according to preset instructions. The timer is also reset, beginning the next sleep-and-wake cycle.

[0068] For example, the wake-up interval can be preset to 3 minutes. This means that after the anti-skid shoe 10 is properly deployed, the control module will put the distance sensor 140 and the metal sensor 130 into a dormant state. For the next 3 minutes, the system maintains only minimal timekeeping functionality, with the distance sensor 140 and the metal sensor 130 in an inactive state (i.e., dormant). When the timer reaches 3 minutes, the system automatically wakes up: the distance sensor 140 and the metal sensor 130 are activated and perform a quick but complete test, such as measuring the distance to the wheel and whether the rail is detected. If the test results indicate that the shoe is still firmly engaged with the wheel and has not been removed (i.e., the state is stable), the test data is recorded or considered a valid maintenance signal. The distance sensor 140 and the metal sensor 130 then immediately enter a dormant state again, the timer resets to zero, and the next 3-minute period begins again. This cycle repeats.

[0069] As a result, the actual working time of the distance sensor 140 and / or the metal sensor 130 is compressed to an extremely short detection window in each cycle, and during the dormant period that accounts for most of the cycle, the energy consumption of the distance sensor 140 and / or the metal sensor 130 and other dormant devices is close to zero, thereby greatly reducing energy consumption and improving the battery life of the battery 190.

[0070] In some examples, an acceleration sensor (such as a G-sensor) is also installed on the electronic control board 182. When a train car locked with the anti-skid shoe 10 slips, if the wheels slip toward the shoe, the footboard 120 and base plate 110 of the anti-skid shoe 10 are simultaneously stressed and slide relative to the track. This sliding process typically produces violent shaking and acceleration relative to the track. If the wheels slip away from the shoe, the front footboard 120 of the anti-skid shoe is typically compressed, causing the entire anti-skid shoe 10 to tilt, generating vertical acceleration. Alternatively, since the anti-skid shoe 10 is located outdoors, it is possible that someone other than a staff member might maliciously pick up the anti-skid shoe 10. In this case, the acceleration sensor will also trigger a sense and wake up the core components of the intelligent module 180. Therefore, in this example, after detecting the acceleration, the acceleration sensor sends a wake-up signal to the control module. Upon receiving the wake-up signal, the control module wakes up at least the distance sensor 140 and the metal sensor 130, switching from the sleep state to the active state.

[0071] Preferably, a six-axis acceleration sensor is used to accommodate the various slipping scenarios described above. For example, when the wheel slips toward the shoe, the slipping process is typically accompanied by translational movement and violent shaking of the shoe within the track plane. The three-axis accelerometer in the six-axis distance sensor 140 can capture the resulting significant linear acceleration changes in the horizontal direction (X-axis and / or Y-axis), even instantaneous impact acceleration. Furthermore, when the wheel slips away from the shoe, causing the shoe to tilt, the wheel's pressure on the ramp 121 lifts the shoe's tail, generating rotational motion about the horizontal axis (Y-axis), which in turn generates movement along the Z-axis, which can also detect acceleration changes in the corresponding direction.

[0072] Therefore, during extended periods when the anti-skid shoe 10 is stable and motion-free, the entire system maintains monitoring in an extremely low-power mode. The distance sensor 140, metal sensor 130, and most of the circuitry remain in deep sleep, minimizing energy consumption. Only when the vehicle actually slips does the acceleration sensor wake up the high-power distance sensor 140 and metal sensor 130, ensuring battery life.

[0073] It is worth noting that when the anti-skid iron shoes 10 are disarmed, the staff will also pick up the anti-skid iron shoes 10. In order to distinguish whether there is a malicious situation, in some examples, such as Figure 9 As shown, the anti-skid shoe 10 is further provided with an NFC identification unit 184 .

[0074] Specifically, when the acceleration sensor detects abnormal motion and triggers the system to wake up, the control module activates the distance sensor 140 and the metal sensor 130 for status detection, and also immediately starts the electronic components related to the NFC identification unit 184 in the smart module 180. Figure 9 , the NFC identification unit 184 is set on the smart module 180 .

[0075] When the authorized staff is performing the disarming operation, they can bring the pre-assigned, system-registered special NFC work badge or tool close to the NFC recognition area on the anti-skid shoe 10 to swipe the card. The NFC recognition unit 184 will read the unique identity information in the card, for example, through the built-in verification program of the control module, and compare it with the authorization information library stored in the secure memory. When the control module confirms that the NFC information of the swiped card is valid and belongs to the authorized list, that is, it determines that the current movement of the device is a legal disarming behavior, the system will not trigger any alarm signal. On the contrary, if within a preset time window after the system is awakened by the acceleration sensor, for example 30 seconds, the NFC recognition unit 184 fails to detect any card swiping operation, or the detected NFC information cannot pass the authorization verification, the control module will immediately determine that the movement is unauthorized, and the system will immediately trigger an alarm.

[0076] Of course, in some examples, specific acceleration and / or angular velocity thresholds can be preset in the firmware or software of the control module controlling the accelerometer. Alternatively, the accelerometer will trigger sensing only after reaching a certain acceleration. This allows for distinguishing between normal, weak environmental vibrations, such as wind or vibrations from a nearby train, and actual train slippage.

[0077] For example, if the accelerometer detects that the acceleration or angular velocity along any axis exceeds a preset threshold for a certain period of time, it will determine that an abnormality such as vehicle slippage has occurred. At this time, the accelerometer will immediately generate a wake-up signal and send it to the control module, which will then start up based on the received wake-up signal.

[0078] Furthermore, since the anti-skid shoe 10 is placed on the track, when the acceleration sensor detects abnormal movement, it may also be caused by abnormal shaking such as a train passing by, which triggers the acceleration sensor to send a wake-up signal to the control module. Therefore, after the control module receives the wake-up signal and wakes up the distance sensor 140 and the metal sensor 130, they can obtain detection data and switch back to the sleep state if the detection data meets the preset conditions.

[0079] Exemplarily, the preset conditions include a first threshold value pre-stored in the control module, and the actual distance value measured by the distance sensor 140 is compared with the preset first threshold value to determine whether the distance between the wheel tread and the distance sensor 140 remains at the upper limit of the safe distance range. If the measured distance is less than or equal to the threshold value, it indicates that the wheel has not moved away, and the engagement position relationship between the iron shoe and the wheel is still within an acceptable normal range. The preset conditions also include the output signal type of the metal sensor 130. If the metal sensor 130 clearly detects the unique metal characteristics of the steel rail below, the signal strength or characteristics meet the preset rail presence criterion, indicating that the bottom plate 110 of the anti-skid iron shoe 10 is still stably placed on the track and has not been completely detached or seriously displaced.

[0080] If the above two conditions are met at the same time, the control module determines that the current abnormal motion signal is a "false trigger" and executes the instruction to restore the low power state; here, how the control module controls and switches to the sleep mode refers to the above example and will not be repeated here.

[0081] Furthermore, based on the solution described in the aforementioned embodiment, when the track vibration caused by a train passing by, the acceleration sensor may mistakenly be judged as an abnormal slipping of the train, resulting in unnecessary wake-up. If it is frequently falsely triggered, the number of invalid wake-ups of the distance sensor and the metal sensor 130 will increase, weakening the low power consumption advantage of the system.

[0082] In some examples, although the environmental vibration generated by the passing train meets the acceleration threshold trigger condition, its frequency domain characteristics are identifiable differences from those of actual train slipping. To this end, the intelligent module 180 in this example also includes a filtering module. The filtering module can be a filter that is electrically connected to the control module and the acceleration sensor and is separately set on the PCB, or it can be a virtual module that is mounted on the aforementioned single-chip microcomputer serving as the control module to implement filtering. It receives the continuous signal sent by the acceleration sensor and performs specific frequency band suppression based on a preset filtering algorithm. It then performs time domain energy judgment on the filtered signal. If it meets the preset conditions, it is determined to be valid data; otherwise, it is filtered.

[0083] Next, the filtering module is taken as an IIR digital filter as an example. The IIR filter only requires 5 coefficients (second-order sections), and the calculation amount per sampling point is 10 multiplications and additions. The energy detection uses a sliding window summation, and the calculation amount is 3 squares / 3 additions. The total processing load per sampling point is less than 0.1MIPS, which is suitable for meeting the low power consumption requirements in this embodiment.

[0084] First, considering that track vibration typically concentrates energy in the 5Hz±2Hz frequency band, while train-slip shock exhibits broadband characteristics, a digital band-stop filter can be used to suppress ambient vibration components in the 4Hz–7Hz frequency range. Specifically, the digital filter selectively attenuates the 5Hz±2Hz frequency band (the dominant frequency of train vibration), preserving the broadband characteristics of train-slip shock.

[0085] Taking the signal received by the six-axis accelerometer as an example, the original three-axis acceleration input is received:

[0086] a [ n ]={ a x [ n ], a y [ n ], a z [ n ]}; where, a x [ n ], a y [ n ], a z [ n ] are the acceleration inputs of the x-axis, y-axis and z-axis respectively.

[0087] The filter output is calculated independently for each axis. x The axis is taken as an example, and the other axes are similar and will not be described in detail. The current sampling point n The output is:

[0088] y x [ n ]=0.95⋅ a x [ n ]−1.4⋅ a x [ n −1]+0.95⋅ a x [ n −2]+1.4⋅ y x [ n −1]−0.9⋅ y x [ n −2];

[0089] Assuming the input is a 5 Hz sinusoidal vibration:

[0090] a x [n ]=sin(2 π ⋅5⋅100 n )=sin(10 πn );

[0091] Substitute the input signal into the numerator:

[0092] 0.95⋅ a x [ n ]−1.4⋅ a x [ n −1]+0.95⋅ a x [ n −2]≈0;

[0093] The denominator is the feedback of the historical output signal:

[0094] 1.4⋅ y x [ n −1]−0.9⋅ y x [ n −2];

[0095] In this way, the denominator term forms a pole through the feedback of the historical output signal to enhance the suppression effect of the 5 Hz signal.

[0096] Finally, the filter's output amplitude for the 5 Hz signal is attenuated to less than 10% of the input amplitude:

[0097] ∣ y x [ n ]∣≤0.1⋅∣ a x [ n ]∣;

[0098] The filtered signal is:

[0099] y [ n ]={ y x [ n ], y y [ n ], y z [ n ]}, where y y [ n ], y z [ n ]correspondy Axis and z The output of the shaft; so that the 5 Hz vibration component is eliminated, and other frequency components are retained or attenuated according to the filter frequency response. The same applies to other signals in the 5 Hz ± 2 Hz frequency band, which will not be described in detail. In the above formula, a [ n ]as well as a x [ n ] etc. represent input signals. y [ n ]as well as y x [ n ] etc. represent output signals. The subscripts are used to distinguish the corresponding specific signals. n is a discrete time index, indicating the current sampling point.

[0100] The filtered signal is then subjected to time-domain energy analysis. A valid abnormal event is identified only when the sum of the squared moduli of the three-axis acceleration vectors within three consecutive 50-millisecond windows exceeds 1.5 times the square of the acceleration of gravity. This minimizes the number of wake-up calls while ensuring that abnormal conditions such as disarming or vehicle slipping are not misidentified as "false triggers."

[0101] In some embodiments, the electronic control board 182 is further provided with a relay module. Similarly, the relay module can be an integration of one or more electronic components, and an exemplary relay module is a communication unit. In actual operation, the relay module of the anti-skid shoe 10 can transmit and receive signals from other anti-skid devices and then transmit them to a control center. Similarly, after receiving signals from the control center, it can also forward them to the corresponding anti-skid device, thus functioning as a relay device.

[0102] In addition, it should be noted that, in addition to transmitting the signals detected by its various sensors, the anti-skid shoe 10 also needs to transmit position information.

[0103] Continue to refer Figure 7 To ensure that signal transmission is not shielded by metal, the transceiver antenna 183 forms an angle of 45°-60° relative to the electronic control board 182. This ensures that the antenna is neither shielded by the metal portion of the pedal 120 located above the intelligent module 180 nor by interference from the handle 112 located on the other side, thereby avoiding interference from ground carrier waves. Furthermore, since the anti-skid shoe 10 is located below the locomotive, the locomotive itself will shield it from signals. Therefore, controlling the angle of the transceiver antenna 183 to 45°-60° relative to the electronic control board 182 can prevent human interference with the antenna signal during the process of personnel moving the anti-skid shoe 10, allowing the anti-skid shoe 10 to transmit accurate position signals back to the control center before being placed below the locomotive.

[0104] The foregoing description is merely a preferred embodiment of the present invention. It should be understood that the present invention is not limited to the form disclosed herein and should not be construed as excluding other embodiments. Rather, the present invention can be used in various other combinations, modifications, and environments and can be modified within the scope of the concept described herein through the above teachings or techniques or knowledge in the relevant field. Modifications and variations made by those skilled in the art that do not depart from the spirit and scope of the present invention are intended to be protected by the appended claims.

Claims

1. An anti-skid shoe, comprising a base plate and a pedal arranged on the base plate, wherein one side of the base plate and one side of the pedal are adapted to contact a wheel of a locomotive, characterized in that: Also includes: A base, wherein the base is provided on a side surface of the bottom plate on which the pedal is provided, the base is provided with a metal sensor, and the metal sensor is relatively fixed to the base, a seal is formed between the metal sensor and the base at the fixing portion, and a seal is formed between the base and the bottom plate; a through hole is provided on the bottom plate, and a detection end of the metal sensor is located in the through hole; and a sensor protective cover, wherein an opening of the sensor protective cover is adapted to cooperate with a side of the base away from the pedal to form a sealed cavity, and a portion of the metal sensor located on a side of the base away from the bottom plate is completely covered by the sensor protective cover; The base is also provided with a distance sensor; the sensor protective cover also houses the distance sensor cover, and a partition is extended from the inner side of the sensor protective cover; The partition separates the space covered by the sensor protective cover into a first cavity and a second cavity, and an end of the partition abuts against a side plane of the base away from the bottom plate; wherein the first cavity is used to accommodate the distance sensor, and the second cavity is used to accommodate the metal sensor; The partition forms a first gap with the inner side wall of the sensor protective cover along its width direction, and a wire separator extends from one end of the partition toward the first gap in a direction away from the second cavity. The wire separator is opposite to the inner side wall of the sensor protective cover and defines a wiring groove together with the first gap. A protrusion is further extended from the end of the wire separator, and the protrusion is suitable for matching with the edge contour of the distance sensor located near the wiring groove.

2. The anti-skid iron shoe according to claim 1, characterized in that: One side of the pedal is used to separate a layout area, in which a battery and a control module are provided. The control module switches at least a distance sensor and a metal sensor between a sleep state and a non-sleep mode according to preset instructions.

3. The anti-skid iron shoes according to claim 2, characterized in that: The control module periodically wakes up at least the distance sensor and / or the metal sensor according to a preset instruction, so as to switch from the sleep state to a non-sleep state.

4. The anti-skid iron shoe according to claim 3, characterized in that: It also includes an acceleration sensor, which sends a wake-up signal to the control module after detecting acceleration. After receiving the wake-up signal, the control module wakes up at least the distance sensor and / or the metal sensor to switch from the sleep state to the non-sleep state.

5. The anti-skid shoe according to claim 4, characterized in that: The distance sensor and / or metal sensor obtains detection data after being awakened by the awakening signal, and switches back to the dormant state if the detection data meets a preset condition.

6. The anti-skid iron shoe according to claim 4, characterized in that: It also includes an NFC identification unit and a relay module; After receiving the wake-up signal, the control module also receives information from the NFC identification unit, where the NFC identification unit is used to match with an external NFC device and transmit the result back to the control module; The relay module is suitable for receiving and sending signals from other anti-slip devices or a control center, and sending corresponding signals to the anti-slip devices or the control center.

7. The anti-skid shoe according to claim 4, characterized in that: The system further comprises a filter module, wherein the filter module is constructed as a submodule of the control module or as an independent module electrically connected to the control module and the acceleration sensor; The filtering module receives the continuous signal sent by the acceleration sensor and performs specific frequency band suppression based on a preset filtering algorithm, and then performs time domain energy judgment on the filtered signal. If it meets the preset conditions, it is determined to be valid data, otherwise it is filtered.

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