Dust suppression effect testing system and method

Abstract

The invention relates to a dust suppression effect test system and method, and the system comprises a tunnel detection module which is disposed on a train and is used for detecting whether the train enters a tunnel or not, and transmitting a first signal after the train enters the tunnel; the image acquisition module is arranged on the carriage and is started based on the first signal to acquire a coal pile image in the carriage; the data processing module is in communication connection with the image acquisition module and is used for receiving and processing the coal pile image so as to identify display information of a detection layer in the coal pile image and obtain the loss degree of the test coal sample; an evaluation feedback module; and a control module. The display information of the detection layer is identified through the data processing module so as to quantify the loss thickness of the test coal sample, on one hand, data support can be provided for optimizing the dust suppressant formula, and on the other hand, the loss degree of the test coal sample is sent to the evaluation feedback module so as to be conveniently compared with a preset safety threshold value; and an early warning instruction is generated after the pressure is lower than a threshold value, and the control module is used for navigating supplementary spraying.

Description

Technical Field

[0001] The present application relates to the technical field of coal transportation monitoring, and in particular to a dust suppression effect testing system and method. Background Art

[0002] Railway transportation, the primary mode of coal transportation in my country, generally utilizes open wagons. During transportation, due to the lack of effective covering measures in train cars, coal loss is a serious problem, resulting in significant economic losses and posing a threat to transportation safety. In particular, when trains pass through tunnels, the "piston wind" effect of the tunnels can cause intense dusting, accumulation, and scattering of coal lumps. This can easily lead to a sharp increase in coal dust concentration within the tunnel, posing a risk of explosion and seriously impacting the normal operation of equipment such as power and signal lines within the tunnel, posing a major safety hazard. Furthermore, the manual cleaning of coal dust within the tunnel not only increases maintenance costs but also further exacerbates coal loss and environmental pollution along the railway line.

[0003] Traditional dust suppression methods (such as covering with tarpaulins and spraying with water) suffer from operational inconvenience and low dust suppression efficiency. In recent years, solidified dust suppressants have gained widespread use due to their excellent dust suppression efficiency, rain resistance, and frost resistance. This method achieves dust suppression by forming a bonded protective layer on the coal surface. However, after spraying the dust suppressant, the extent of the solidified layer loss during transportation is difficult to monitor in real time. If the solidified layer thins or breaks, it will still cause coal dust pollution. Currently, there is a lack of precise control over the dust suppression effect throughout the transportation process. Summary of the Invention

[0004] Based on this, it is necessary to provide a dust suppression effect testing system and method to address the problem that it is difficult to monitor the loss degree of the solidified layer during transportation after the dust suppressant is sprayed in real time.

[0005] The present application embodiment first provides a dust suppression effect testing system, which is non-contact and applied to a railway coal transportation system. The railway coal transportation system includes a train, a coal pile, a test coal sample, and a detection layer. The coal pile is located in a carriage of the train. The test coal sample contains a dust suppressant and is located on the outer surface of the coal pile. The detection layer is located between the test coal sample and the coal pile. The dust suppression effect testing system includes:

[0006] a tunnel detection module, provided on the train, for detecting whether the train has entered a tunnel and sending a first signal after the train has entered the tunnel;

[0007] an image acquisition module, disposed on the carriage and activated based on the first signal to acquire an image of the coal pile in the carriage;

[0008] a data processing module, communicatively connected to the image acquisition module, for receiving and processing the coal pile image to identify display information of the detection layer in the coal pile image and obtain the loss degree of the test coal sample;

[0009] An evaluation and feedback module, in communication with the data processing module, is used to compare the loss degree of the test coal sample with a preset safety threshold, and generate an early warning instruction if the loss degree is lower than the threshold;

[0010] A control module is respectively connected to the tunnel detection module, the image acquisition module, the data processing module and the evaluation feedback module, and the control module is used to receive the early warning instruction to guide the train to complete the re-spraying of dust suppressant.

[0011] In one embodiment, the dust suppression effect testing system also includes a navigation module, which is arranged on the train. The navigation module is communicated with the control module and the data processing module respectively. The navigation module is used to respond to the early warning instruction to plan the route of the train to the dust suppression station to guide the train to complete the re-spraying operation of the dust suppressant.

[0012] In one embodiment, the navigation module is further configured to collect the position, speed, and distance data of the train in real time;

[0013] And / or, the tunnel detection module is further used to detect whether the train leaves the tunnel and send a second signal after the train leaves the tunnel; the image acquisition module is closed based on the second signal.

[0014] In one embodiment, the data processing module is a cloud server, the cloud server is in communication with the navigation module and the image acquisition module respectively, and the cloud server is used to process the received data;

[0015] The evaluation feedback module is used to compare the loss degree of the test coal sample with a preset safety threshold to generate a detection result, and the detection result includes a normal driving instruction, the warning instruction or the start navigation instruction; the cloud server is wirelessly connected to the evaluation feedback module and the control module respectively, and the cloud server is used to send the detection result to the control module.

[0016] In one embodiment, the test coal sample comprises multiple layers, and a detection layer is provided between two adjacent layers of the test coal sample; wherein the multiple detection layers display different colors;

[0017] The data processing module is used to identify different colors displayed in the coal pile image to determine the loss degree of the test coal sample.

[0018] In one embodiment, the test coal sample includes a first layer of test coal sample, a second layer of test coal sample and a third layer of test coal sample;

[0019] The detection layer includes a first fluorescent layer, a second fluorescent layer, and a third fluorescent layer. The first fluorescent layer is arranged between the first test coal sample and the coal pile, the second fluorescent layer is arranged between the first test coal sample and the second test coal sample, and the third fluorescent layer is arranged between the second test coal sample and the third test coal sample. The colors displayed by each fluorescent layer are different.

[0020] The data processing module determines the loss degree of the test coal sample in the following ways: no fluorescence is displayed in the coal pile image; or only the color of the third fluorescent layer is displayed in the coal pile image; or the colors of the second fluorescent layer and the third fluorescent layer are displayed in the coal pile image at the same time; or the colors of the first fluorescent layer, the second fluorescent layer and the third fluorescent layer are displayed in the coal pile image at the same time.

[0021] In one embodiment, the thickness of the first layer of test coal sample is between 3.5 mm and 5 mm;

[0022] and / or, the thickness of the second layer of test coal sample is between 3.5 mm and 5 mm;

[0023] and / or, the thickness of the third layer of test coal sample is between 3.5 mm and 5 mm;

[0024] and / or, the thickness of the first layer of test coal samples, the second layer of test coal samples, and the third layer of test coal samples are all 4 mm;

[0025] And / or, the first fluorescent layer includes a fluorescent agent that displays one of yellow, orange, and blue, the second fluorescent layer includes a fluorescent agent that displays one of yellow, orange, and blue, and the third fluorescent layer includes a fluorescent agent that displays one of yellow, orange, and blue.

[0026] In one embodiment, the tunnel detection module includes a photoelectric sensor and a light sensor connected to each other, the light sensor is used to detect the light intensity of the ambient light to control the opening or closing of the photoelectric sensor; the photoelectric sensor is used to send the first signal to the control module when the train enters the tunnel, so that the control module controls the activation of the image acquisition module;

[0027] And / or, the image acquisition module includes a camera and an adjustment bracket, the camera is arranged on the carriage through the adjustment bracket; the shooting direction of the camera is opposite to the traveling direction of the train.

[0028] In one embodiment, the photoelectric sensor and the light sensor are both arranged on the top of the front of the train;

[0029] And / or, the angle between the shooting angle of the camera and the horizontal direction is between 10° and 20°.

[0030] The present application also provides a method for testing dust suppression effects, which includes:

[0031] Multiple layers of test coal samples are placed on the surface of a coal pile located in a carriage, and a detection layer is placed between two adjacent layers of the test coal samples, and between the coal pile and an adjacent test coal sample; wherein the multiple detection layers each display different colors;

[0032] detecting in real time whether the train enters a tunnel, and activating an image acquisition module when the train enters the tunnel to acquire an image of the coal pile in the carriage;

[0033] performing recognition analysis on the collected coal pile image to obtain display information of the detection layer in the coal pile image and obtain the loss degree of the test coal sample;

[0034] Comparing the loss degree of the test coal sample with a preset safety threshold, and generating an early warning instruction if the loss degree is lower than the threshold;

[0035] Based on the early warning instruction, the route of the train to the dust suppression station is planned to guide the train to complete the re-spraying operation of the dust suppressant.

[0036] The above-mentioned dust suppression effect test system and method are triggered by the tunnel detection module to accurately capture the scene of the tunnel as a high-risk area for dust, avoid invalid detection in the open-air environment, and achieve the purpose of energy saving. In addition, the image acquisition module is used for non-contact shooting, which does not cause damage to the test coal sample, that is, it does not destroy the solidified layer structure of the test coal sample, and can maintain the coal pile loss rate after detection without additional reduction. This embodiment uses the data processing module to identify the display information of the detection layer to quantify the loss thickness of the test coal sample. On the one hand, it can provide data support for optimizing the dust suppressant formula. On the other hand, by sending the loss degree of the test coal sample to the evaluation feedback module, it is convenient to compare with the preset safety threshold, and generate an early warning instruction after it is lower than the threshold, and navigate the supplementary spraying through the control module to improve the timeliness of the supplementary spraying. While saving coal, it can also effectively reduce pollution along the railway and reduce the risk of coal dust explosion. At the same time, the entire process of the test system is unmanned, which effectively reduces labor costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 This is a schematic diagram of the positions of some modules on a train in a dust suppression effect testing system provided according to some embodiments of the present application.

[0038] Figure 2 This is a structural schematic diagram of the coal pile, test coal sample and detection layer in the carriage according to some embodiments of the present application.

[0039] Figure 3 This is a schematic diagram of the structure of each module in the dust suppression effect testing system provided according to some embodiments of the present application.

[0040] Figure 4 This is one of the flow charts of the dust suppression effect testing method provided according to some embodiments of the present application.

[0041] Figure 5 This is the second flow chart of the dust suppression effect testing method provided according to some embodiments of the present application.

[0042] Figure Number:

[0043] 10. Carriage; 20. Coal pile; 31. First layer of test coal sample; 32. Second layer of test coal sample; 33. Third layer of test coal sample; 41. First fluorescent layer; 42. Second fluorescent layer; 43. Third fluorescent layer;

[0044] 100, tunnel detection module; 120, photoelectric sensor; 110, light sensor; 200, image acquisition module; 220, camera; 210, adjustment bracket; 300, data processing module; 400, evaluation and feedback module; 500, control module; 600, navigation module. DETAILED DESCRIPTION

[0045] To make the above-mentioned objects, features, and advantages of the present application more clearly understood, the specific embodiments of the present application are described in detail below with reference to the accompanying drawings. The following description sets forth many specific details to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways than those described herein, and those skilled in the art can make similar improvements without violating the scope of the present application. Therefore, the present application is not limited to the specific embodiments disclosed below.

[0046] In the description of this application, it should be understood that if the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. appear, the orientation or position relationship indicated by these terms is based on the orientation or position relationship shown in the accompanying drawings, which is only for the convenience of describing this application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application.

[0047] In addition, if the terms "first" or "second" appear, these terms are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, a feature specified as "first" or "second" may explicitly or implicitly include at least one of such features. In the description of this application, if the term "plurality" appears, "plurality" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0048] In this application, unless otherwise specified or limited, the terms "mounted," "connected," "connected," "fixed," etc., should be interpreted broadly. For example, these terms may refer to fixed connections, removable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediary; and internal communication between two components or interaction between two components, unless otherwise specified. Those skilled in the art will understand the specific meanings of these terms in this application based on the specific circumstances.

[0049] In this application, unless otherwise expressly specified or limited, if a first feature is described as being "above" or "below" a second feature, or similar descriptions, this may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Furthermore, when a first feature is described as being "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is described as being "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0050] It should be noted that if an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be an intermediate element. If an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be an intermediate element. If any, the terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used in this application are for illustrative purposes only and do not represent the only embodiment.

[0051] As mentioned in the background art, at present, there are very limited detection devices for the solidification and dust suppression effect during railway coal transportation, and the effectiveness of dust suppression measures is mainly judged by experience. Although there is a technology that proposes to use air to excite dust and combine it with laser scattering method to detect dust concentration, this solution has significant shortcomings, including the large size of the equipment, which is difficult to deploy on a running train for real-time detection along the line; and the high cost of detection, which is not conducive to large-scale application; in addition, the air excitation process will damage the structure of the solidification layer, resulting in distorted test results and accelerated loss of the dust suppression layer, making it difficult to achieve non-destructive monitoring. Therefore, there is an urgent need to develop a non-contact, real-time, non-destructive dust suppression effect detection method to accurately evaluate the state of the solidification layer during transportation and provide a basis for decision-making on the re-spraying of dust suppressants.

[0052] Based on the above-mentioned problems, the embodiment of the present application provides a dust suppression effect testing system and method, which is triggered by a tunnel detection module to accurately capture the scene of the tunnel as a high-risk area for dust, avoid invalid detection in the open-air environment, and achieve the purpose of energy saving. In addition, the image acquisition module is used for non-contact shooting, which does not cause damage to the test coal sample, that is, it does not destroy the solidified layer structure of the test coal sample, and can maintain the coal pile loss rate after detection without additional reduction. This embodiment identifies the display information of the detection layer through the data processing module to quantify the loss thickness of the test coal sample. On the one hand, it can provide data support for optimizing the dust suppressant formula. On the other hand, by sending the loss degree of the test coal sample to the evaluation feedback module, it is convenient to compare with the preset safety threshold, and generate an early warning instruction after it is lower than the threshold, and navigate the supplementary spraying through the control module to improve the timeliness of the supplementary spraying. While saving coal, it can also effectively reduce pollution along the railway and reduce the risk of coal dust explosion. At the same time, the entire process of the test system is unmanned, effectively reducing labor costs.

[0053] See Figures 1 to 3 , Figure 1 This is a schematic diagram of the positions of some modules on a train in a dust suppression effect testing system provided according to some embodiments of the present application. Figure 2 This is a structural schematic diagram of the coal pile, test coal sample and detection layer in the carriage according to some embodiments of the present application. Figure 3This is a schematic diagram of the structure of each module in the dust suppression effect testing system provided according to some embodiments of the present application. An embodiment of the present application first provides a dust suppression effect testing system, which can test the solidification dust suppression effect in railway coal transportation in a contactless manner and assist in completing the re-spraying operation of the dust suppressant. The dust suppression effect testing system in this embodiment is applied to a railway coal transportation system, which includes a train, a coal pile 20, a test coal sample and a detection layer. The coal pile 20 is located in the carriage 10 of the train. The test coal sample contains a dust suppressant and is located on the outer surface of the coal pile 20. The detection layer is located between the test coal sample and the coal pile 20. The dust suppression effect testing system may include a tunnel detection module 100, an image acquisition module 200, a data processing module 300, an evaluation feedback module 400 and a control module 500.

[0054] The tunnel detection module 100 is arranged on the train, and is used to detect whether the train enters the tunnel, and sends a first signal after the train enters the tunnel; the image acquisition module 200 is arranged on the carriage 10, and is started based on the first signal to collect the image of the coal pile in the carriage 10; the data processing module 300 is communicated with the image acquisition module 200, and is used to receive the coal pile image and process it to identify the display information of the detection layer in the coal pile image, and obtain the loss degree of the test coal sample; the evaluation and feedback module 400 is communicated with the data processing module 300, and is used to compare the loss degree of the test coal sample with a preset safety threshold, and generate an early warning instruction if it is lower than the threshold; the control module 500 is communicated with the tunnel detection module 100, the image acquisition module 200, the data processing module 300 and the evaluation and feedback module 400 respectively, and the control module 500 is used to receive the early warning instruction to guide the train to complete the re-spraying of the dust suppressant.

[0055] It is understood that the tunnel detection module 100 can be fixed to the front or top of the train's locomotive, facing the direction of travel. It utilizes an infrared sensor or microwave radar sensor (such as a millimeter-wave radar) in conjunction with a signal processing circuit. When the train approaches the tunnel entrance, the sensor emits an infrared or microwave signal. If the signal's reflection time and intensity change abruptly (e.g., a reflection characteristic of the tunnel's inner wall), the train is deemed to have entered the tunnel. The sensor converts the physical signal into an electrical signal, which is then converted via a level conversion circuit to generate a standard first signal (e.g., a high-level pulse) and transmitted to the control module 500. In addition to the aforementioned components, the tunnel detection module 100 can also be a combination of a light sensor 110 and a photoelectric sensor 120, mounted on the top of the locomotive, with the photoelectric sensor 120's transmitting end facing vertically upward. The light sensor 110 monitors ambient light intensity in real time and shuts off when the light intensity exceeds a preset value. The photoelectric sensor 120 transmits an infrared beam to the tunnel's top wall within the tunnel, triggering a first signal upon receiving the reflected signal. The specific structure and operating principles of the light sensor 110 and the photoelectric sensor 120 can be understood with reference to the following examples and will not be elaborated upon here.

[0056] The image acquisition module 200 is fixed to the center of the top or the inner wall on both sides of the carriage 10, and the lens is aimed vertically or obliquely downward at the surface of the coal pile 20. It can be a high-resolution industrial camera with an adjustable focus lens and a fill light device. When the image acquisition module 200 receives the first signal forwarded by the control module 500, the camera starts and captures the image of the coal pile at a preset frame rate. The fill light device automatically turns on in the low-light environment of the tunnel to ensure image clarity. The camera converts the light signal into a digital signal through the image sensor and transmits it to the data processing module 300 through the data interface. It can be connected to the data processing module 300 via a high-speed data line, and the power supply is provided by the power supply system of the carriage 10. It should be noted that the detection layer in the above example may include a fluorescent substance, and the image acquisition module 200 may also include a UV lamp to emit a laser beam of fluorescent substance through the UV lamp, while the camera 220 synchronously captures the image of the coal pile.

[0057] It should be noted that the coal pile image in this embodiment can be a series of photos taken at intervals of 1 second or several seconds, or a video, and there is no limitation here.

[0058] The data processing module 300 can be deployed remotely, processing coal pile images through a combination of a cloud server and an AI recognition algorithm. In this embodiment, the data processing module 300 can be equipped with an image processing chip capable of processing the captured images, including image denoising, contrast enhancement, and eliminating the effects of light fluctuations within the tunnel. Furthermore, color recognition technology can be used to locate and detect the presence of a detection layer on the surface of the coal pile 20. More specifically, the fluorescent area can be segmented using the HSV color space. While calculating the thickness of the test coal sample, the fluorescent area can also be calculated to obtain the loss rate of another layer.

[0059] The evaluation feedback module 400 may be integrated with a threshold comparison unit and an early warning generator, which may be embedded in the control module 500. For example, the coal loss rate is set to be less than or equal to 3%. Accordingly, when the loss rate is greater than 3%, an early warning instruction is generated.

[0060] It's important to note that the degree of wear can also be assessed based on the train's distance to the destination. If the train is close, say 10 kilometers away, then re-spraying is not necessary. However, if the train is far from the destination, say more than 50 kilometers away, then re-spraying is necessary. Furthermore, the assessment criteria can also be based on the number and length of tunnels in the remaining distance. For example, if there are five tunnels 30 kilometers from the destination, then re-spraying is required. Conversely, if there are no tunnels 30 kilometers from the destination, then re-spraying is not necessary.

[0061] The control module 500 can be set in the cab host, which integrates a navigation system and a train control interface. After receiving an early warning instruction, it can call, for example, Beidou positioning and plan a route to the nearest dust suppression station, thereby controlling the train steering and sending a request for additional spraying.

[0062] The dust suppression effect testing system provided in this embodiment can also provide a reference basis for the establishment of dust suppression stations to ensure minimum coal loss and environmental pollution.

[0063] In addition to determining the extent of coal sample loss through the display information (exposure level) of the detection layer, laser ranging can also be used to assist in verification. For example, TOF (Time of Flight) technology (a technique that determines distance or position by measuring the time required for light, signals, or particles to propagate a certain distance in a medium) can be used to measure surface deformation of the coal pile 20, thereby cross-verifying with the aforementioned fluorescence detection and improving the accuracy of crack identification. Furthermore, the tunnel detection module 100 can also integrate an air pressure sensor to detect sudden changes in piston air pressure within the tunnel, which can serve as another re-trigger condition to reduce the false trigger rate.

[0064] One example could be that when the train enters a tunnel, the light level suddenly drops, causing the light sensor 110 to unlock the photoelectric sensor 120. The photoelectric sensor 120 detects a reflection signal from the tunnel's ceiling and sends a first signal to the control module 500. Subsequently, the onboard camera 220 activates, and the UV light excites the fluorescent layer. If the captured image shows fluorescent material, it indicates that the test coal sample has been damaged. More specifically, the degree of damage requires testing based on multiple detection layers, as explained in the following example. If the processing module determines that the damage rate exceeds a safety threshold, the evaluation and feedback module 400 generates a warning instruction, and the control module 500 directs the train to a dust suppression station, for example, 50 kilometers away, for additional dust suppressant spraying.

[0065] The dust suppression effect test system provided in the embodiment of the present application is triggered by the tunnel detection module 100 to accurately capture the scene of the tunnel as a high-risk area for dust, avoid invalid detection in the open-air environment, and achieve the purpose of energy saving. In addition, the image acquisition module 200 is used for non-contact shooting, which does not cause damage to the test coal sample, that is, it does not destroy the solidified layer structure of the test coal sample, and can maintain the loss rate of the coal pile 20 after detection without additional reduction. This embodiment uses the data processing module 300 to identify the display information of the detection layer to quantify the loss thickness of the test coal sample. On the one hand, it can provide data support for optimizing the dust suppressant formula. On the other hand, by sending the loss degree of the test coal sample to the evaluation feedback module 400, it is convenient to compare with the preset safety threshold, and generate an early warning instruction after it is lower than the threshold, and navigate the supplementary spraying through the control module 500 to improve the timeliness of the supplementary spraying. While saving coal, it can also effectively reduce pollution along the railway and reduce the risk of coal dust explosion. At the same time, the entire process of the test system is unmanned, effectively reducing labor costs.

[0066] The dust suppression effect testing system provided in this embodiment not only enables contactless solidification dust suppression effect detection during railway coal transportation, but also analyzes the test results to make decisions on whether additional dust suppressant spraying is needed, ensuring that the solidification dust suppression effect throughout the transportation process is within an acceptable range, thereby achieving precise control of the solidification dust suppression effect. Of course, this embodiment can also provide a reference for optimizing the coal dust suppressant implementation plan by comparing and analyzing multiple sets of test data on the same line. In addition, different line parameters can be associated with the solidification layer loss rate to construct a dust suppression effect prediction model.

[0067] Below, we will combine the Figure 1 -Attached Figure 3 The specific structure of the dust suppression effect testing system provided in the embodiment of the present application is introduced in detail.

[0068] like Figure 3As shown, in some embodiments, the dust suppression effect testing system also includes a navigation module 600, which is arranged on the train. The navigation module 600 is communicated with the control module 500 and the data processing module 300 respectively. The navigation module 600 is used to respond to early warning instructions to plan the route of the train to the dust suppression station to guide the train to complete the re-spraying operation of the dust suppressant.

[0069] It is understood that the navigation module 600 can utilize a Beidou positioning module, coupled with an onboard navigation screen, to display the location of dust suppression stations. Upon receiving the warning command, the control module 500 invokes the navigation module 600, for example, using a map API, and searches for dust suppression stations within a 50km radius, prioritizing stations along the same route. In this embodiment, the navigation module 600 primarily plans routes and estimates arrival times to ensure timely re-spraying operations.

[0070] When the train arrives at the dust suppression station, the navigation module 600 feeds back a signal of arrival to the control module 500, and the control module 500 starts the supplementary spraying device; after the supplementary spraying is completed, the navigation module 600 plans to return to the original route and automatically switches to normal driving mode.

[0071] In some embodiments, the navigation module 600 is also used to collect the train's position, speed, and distance data in real time.

[0072] Specifically, the navigation module 600 can send the collected information such as the train's position, speed, and distance data to the control module 500 or the data processing module 300. For example, the data processing module 300 can draw a heat map of the loss rate and geographical location based on the train's position, analyze the impact of wind speed on loss based on speed, and calculate the amount of coal loss per unit mileage.

[0073] In this embodiment, the position and speed data collected in real time can be used to analyze the correlation between the number of tunnels and the degree of loss, providing a basis for optimizing the layout of dust suppression stations.

[0074] In one example, the tunnel detection module 100 is further used to detect whether the train has left the tunnel, and to send a second signal after the train has left the tunnel; the image acquisition module 200 is shut down based on the second signal.

[0075] It is understood that the image acquisition module 200 can be turned off after the train leaves the tunnel to reduce power consumption and extend the service life of the device. The method in which the tunnel detection module 100 detects a train leaving a tunnel is the same as the method for detecting a train entering a tunnel, and will not be repeated here.

[0076] In some embodiments, the data processing module 300 is a cloud server, which is communicatively connected to the navigation module 600 and the image acquisition module 200 respectively, and the cloud server is used to process the received data; the evaluation feedback module 400 is used to compare the loss degree of the test coal sample with a preset safety threshold to generate a detection result, and the detection result includes normal driving instructions, warning instructions or navigation start instructions; the cloud server is wirelessly connected to the evaluation feedback module 400 and the control module 500 respectively, and the cloud server is used to send the detection results to the control module 500.

[0077] Specifically, when the coal loss rate is below a safety threshold, the test result corresponds to normal travel instructions, and the train can maintain its current speed. When the coal loss rate exceeds the safety threshold, a warning instruction is issued and navigation is initiated to navigate to the nearest station for refueling.

[0078] The cloud server in this embodiment can be a distributed cluster, which is connected to the railway dedicated communication network and can improve the data transmission capability. The cloud server can receive the coal pile image transmitted by the image acquisition module 200 and identify the color distribution of the fluorescent layer through the deep learning model, thereby providing data support for the evaluation feedback module 400 to compare the loss degree with the preset safety threshold.

[0079] In some embodiments, the test coal sample includes multiple layers, and a detection layer is provided between two adjacent layers of test coal samples; wherein the colors displayed by the multiple detection layers are different; the data processing module 300 is used to identify the different colors displayed in the coal pile image to determine the degree of loss of the test coal sample.

[0080] It is understandable that the number of layers of test coal samples can be set according to the actual environment of each line. For example, four layers of test coal samples can be set on lines with more strong winds, and three layers of test coal samples can be set in plain areas. A detection layer is set between adjacent layers of test coal samples and on the surface of the coal pile 20. The detection layer can be a fluorescent substance. When entering the tunnel, it can be excited by the UV light set on the carriage 10 to develop and shoot. It can also be a light-storage type fluorescent powder, which can store energy by absorbing visible light or ultraviolet light and slowly release it in the dark to be shot by the camera 220, so as to facilitate subsequent image recognition of fluorescent substances. Since the color of each detection layer is different, the degree of loss of the test coal sample can be judged according to the color displayed in the coal pile image.

[0081] like Figure 2As shown, in some embodiments, the test coal sample includes a first layer of test coal sample 31, a second layer of test coal sample 32 and a third layer of test coal sample 33; the detection layer includes a first fluorescent layer 41, a second fluorescent layer 42 and a third fluorescent layer 43, the first fluorescent layer 41 is arranged between the first layer of test coal sample 31 and the coal pile 20, the second fluorescent layer 42 is arranged between the first layer of test coal sample 31 and the second layer of test coal sample 32, and the third fluorescent layer 43 is arranged between the second layer of test coal sample 32 and the third layer of test coal sample 33, and the colors displayed by each fluorescent layer are different; the data processing module 300 determines the degree of loss of the test coal sample in the following ways: no fluorescence is displayed in the coal pile image; or, only the color of the third fluorescent layer 43 is displayed in the coal pile image; or, the colors of the second fluorescent layer 42 and the third fluorescent layer 43 are displayed simultaneously in the coal pile image; or, the colors of the first fluorescent layer 41, the second fluorescent layer 42 and the third fluorescent layer 43 are displayed simultaneously in the coal pile image.

[0082] Specifically, a first layer of test coal sample 31 is located on the surface of the coal pile 20. In one example, the thickness of the first layer of test coal sample 31 is between 3.5 mm and 5 mm. For example, the thickness of the first layer of test coal sample 31 is 3.5 mm, 4 mm, 4.5 mm, 5 mm, etc. A second layer of test coal sample 32 is located on the side of the first layer of test coal sample 31 facing away from the coal pile 20. In one example, the thickness of the second layer of test coal sample 32 is between 3.5 mm and 5 mm. For example, the thickness of the second layer of test coal sample 32 is 3.5 mm, 4 mm, 4.5 mm, 5 mm, etc. A third layer of test coal sample 33 is located on the side of the second layer of test coal sample 32 facing away from the coal pile 20. In one example, the thickness of the third layer of test coal sample 33 is between 3.5 mm and 5 mm. For example, the thickness of the third layer of test coal sample 33 is 3.5 mm, 4 mm, 4.5 mm, 5 mm, etc.

[0083] After each layer of test coal sample is laid, a fluorescent agent is evenly sprayed on it to form a first fluorescent layer 41, a second fluorescent layer 42, and a third fluorescent layer 43. After the test coal sample and fluorescent agent are laid, an appropriate amount of dust suppressant solution is sprayed on top to form a solidified layer that meets the requirements of coal transportation. When the train begins running, the solidified layer is affected by wind disturbances and environmental factors, gradually experiencing uneven reduction in thickness and even cracks. The varying degrees of solidified layer loss can be visualized in the fluorescent agent display image, clearly demonstrating the changes in the solidification and dust suppression effect without contacting the coal pile 20 and damaging the solidified layer.

[0084] For example, the thickness of the first, second, and third test coal samples 31, 32, and 33 are all 4 mm; therefore, the corresponding solidified layer thickness is 12 mm. This is because the average thickness of the dust suppressant solidified layer currently in use is around 12 mm. Setting the coal sample thickness to 4 mm essentially covers the entire solidified layer, avoiding the inability to fully capture the solidified layer loss due to improper thickness settings.

[0085] In one example, the first fluorescent layer 41 includes a fluorescent agent displaying one of yellow, orange, and blue; the second fluorescent layer 42 includes a fluorescent agent displaying one of yellow, orange, and blue; and the third fluorescent layer 43 includes a fluorescent agent displaying one of yellow, orange, and blue.

[0086] Specifically, the first fluorescent layer 41 displays blue, the second fluorescent layer 42 displays orange, and the third fluorescent layer 43 displays yellow. When the solidified layer loss is less than 4 mm, the dust suppression effect meets the standard. If only blue fluorescence is displayed in the coal pile image, the test coal sample loss is between 4 mm and 8 mm, and the third test coal sample 33 has failed. If blue and orange fluorescence are displayed in the coal pile image, the loss is between 8 mm and 12 mm, and the third test coal sample 33 and the second test coal sample 32 have failed. If blue, orange, and yellow fluorescence are displayed in the coal pile image, the loss is greater than 12 mm, the solidified layer has completely failed, and emergency re-spraying is required.

[0087] In this embodiment, layered detection achieves 4mm-level depth positioning, reducing errors in calculating the degree of loss and improving test accuracy. Furthermore, it can accurately determine the specific layer of failure in the solidified layer. For example, detecting orange and blue fluorescence in a tunnel section indicates loss of the first two layers, providing guidance for adjusting the dust suppressant formulation.

[0088] like Figure 1 As shown, in some embodiments, the tunnel detection module 100 includes a photoelectric sensor 120 and a light sensor 110 that are interconnected. The light sensor 110 is used to detect the light intensity of the ambient light to control the opening or closing of the photoelectric sensor 120; the photoelectric sensor 120 is used to send a first signal to the control module 500 when the train enters the tunnel, so as to control the image acquisition module 200 to start through the control module 500.

[0089] It is understood that light sensor 110 monitors light intensity in real time. When the light intensity falls below a critical value (tunnel characteristic value), it outputs a high level to enable photoelectric sensor 120. Once turned on, photoelectric sensor 120 can detect a signal reflected from the tunnel wall and transmit a first signal to control module 500. In one example, photoelectric sensor 120 and light sensor 110 are both mounted on top of the train's locomotive. Both are installed sequentially along the locomotive's travel direction, with the transmitting end of photoelectric sensor 120 facing upward, perhaps at a 45° angle to the horizontal, to avoid interference from direct sunlight.

[0090] like Figure 1 As shown, in one example, the image acquisition module 200 includes a camera 220 and an adjustment bracket 210 , and the camera 220 is disposed on the carriage 10 through the adjustment bracket 210 ; the shooting direction of the camera 220 is opposite to the traveling direction of the train.

[0091] Specifically, the camera 220's shooting direction is opposite to the train's travel direction, reducing dust interference from the train's front airflow. Adjustment is facilitated by the three-dimensional adjustable bracket 210. In one example, the camera 220's shooting angle is between 10° and 20° from the horizontal. For example, the camera 220 is angled downward at a 15° angle from the horizontal, covering most of the coal pile 20 in the carriage 10.

[0092] It should be noted that the main reason for the generation of dust during the operation of the train is the piston wind disturbance generated when passing through the tunnel. Among them, the wind pressure changes most drastically near the front of the train. Here, 1 to 2 carriages 10 adjacent to the front of the train are selected as test carriages 10, in which test coal samples are placed and fluorescent agents and dust suppressants are sprayed in sequence. In this embodiment, the false trigger rate of tunnel entry detection is reduced by combining the light sensor 110 and the photoelectric sensor 120 to avoid false signals caused by strong light. In addition, the 15° shooting angle of the camera 220 to the horizontal direction can reduce the blind spot at the edge of the coal pile 20, and the reverse shooting design can reduce the pollution of the camera 220 by airflow dust.

[0093] Based on the same inventive concept, the present application also provides a dust suppression effect testing method, such as Figure 4 and Figure 5 As shown, Figure 4 This is one of the flow charts of the dust suppression effect testing method provided according to some embodiments of the present application. Figure 5 This is a second flow chart of a dust suppression effect testing method provided according to some embodiments of the present application. The dust suppression effect testing method includes:

[0094] Step S101: multiple layers of test coal samples are placed on the surface of the coal pile 20 in the carriage 10, and a detection layer is placed between two adjacent layers of test coal samples, and between the coal pile 20 and an adjacent test coal sample; wherein the multiple detection layers are displayed in different colors;

[0095] Step S102: detecting in real time whether the train has entered a tunnel, and starting the image acquisition module 200 when the train enters the tunnel to acquire an image of the coal pile in the carriage 10;

[0096] Step S103: performing recognition analysis on the collected coal pile image to obtain display information of the detection layer in the coal pile image and obtain the loss degree of the test coal sample;

[0097] Step S104: comparing the loss level of the test coal sample with a preset safety threshold, and generating an early warning instruction if the loss level is lower than the threshold;

[0098] Step S105 , based on the early warning instruction, planning the route of the train to the dust suppression station to guide the train to complete the re-spraying operation of the dust suppressant.

[0099] It is understood that in step S101, a 12mm thick space is reserved on top of the coal pile 20 in the carriage 10, and three layers of test coal samples are laid in sequence. A fluorescent detection layer is sprayed on the surface of adjacent test coal samples and the coal pile 20. The thickness of each test coal sample layer is set to 4mm. The fluorescent layer is also provided in three layers from bottom to top, and the colors can be different blue, orange, and yellow. The fluorescent agent can be a water-soluble fluorescent dye, and the colors between different layers must be distinct.

[0100] In step S102, the ambient light intensity can be monitored in real time by the light sensor 110. When the light intensity drops suddenly, a high-level signal is output to the control module 500. After receiving the enable signal, the photoelectric sensor 120 transmits an infrared signal toward the top of the tunnel. If the reflected signal intensity continues to increase, it is determined that the train has entered the tunnel and a first signal is sent to the control module 500. The light sensor 110 and the photoelectric sensor 120 are installed on the top of the train head in the direction of the train's travel, with a spacing of 10 cm. The transmitting end of the photoelectric sensor 120 is at a 45° angle to the horizontal direction, and the detection range is 50 m.

[0101] The camera 220 can be fixed to the top of the carriage 10 through a three-dimensional adjustment bracket 210. The shooting direction is opposite to the direction of the train's travel, and the lens is downward at an angle of 15° to the horizontal direction (adjustable by ±5°), covering most of the coal pile 20 area in the middle of the carriage 10; the control module 500 can delay, for example, 0.5 seconds to start the camera 220 after receiving the first signal, but there is no specific limitation.

[0102] In step S103, the cloud server receives the coal pile image transmitted by the vehicle-mounted camera 220 and identifies whether there is fluorescence within the image. If so, the color of the fluorescence is further determined. Specifically, if there is no fluorescence, the dust suppression is in good condition. If the color of the third fluorescent layer 43 is displayed, the first layer is ineffective. If the colors of the third fluorescent layer 43 and the second fluorescent layer 42 are displayed, the first two layers are ineffective. If three fluorescent colors are displayed, the dust suppression is completely ineffective.

[0103] In step S104, three threshold levels can be preset based on coal transportation industry standards and dust suppressant performance test data. For example, the normal threshold is a loss depth less than 4mm; the warning threshold is a loss depth greater than or equal to 4mm and less than 8mm; and the navigation threshold is a loss depth greater than or equal to 8mm. The evaluation and feedback module 400 can obtain the loss calculation results from the cloud server and compare them with the preset thresholds to generate corresponding instructions, including normal driving instructions, warning instructions, and navigation start instructions. The threshold grading mechanism in this embodiment enables refined management of dust suppression effects and avoids excessive re-spraying.

[0104] In step S105, upon receiving the navigation start command, control module 500 uses Beidou positioning to obtain the train's real-time coordinates. It then retrieves a database of dust suppression station locations within a 50km radius (e.g., pre-stored coordinates, operating capacity, busy / idle status, etc.) from a cloud server and simultaneously displays a route map in the cab. Once the train arrives at a dust suppression station and completes re-spraying, navigation module 600 plans a return route to the original route.

[0105] This embodiment uses a three-color fluorescent layer to visually detect wear depth without contact, thus preventing additional damage to the cured layer. Furthermore, a combination of light sensor 110 and photoelectric sensor 120 allows detection to be initiated only within the tunnel, minimizing external interference and reducing energy consumption. Furthermore, the fully automated process, from wear detection to route planning and precise re-spraying, offers a fast response and dynamically controllable dust suppression. By integrating data from the entire process through a cloud server, it is possible to analyze the impact of different routes, vehicle speeds, and number of tunnels on dust suppression effectiveness, providing data support for optimizing industry standards.

[0106] The technical features of the above-mentioned embodiments can be combined arbitrarily. In order to make the description concise, not all possible combinations of the technical features in the above-mentioned embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0107] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the spirit of the present application, and these modifications and improvements fall within the scope of protection of the present application. Therefore, the scope of protection of the present patent application shall be determined by the appended claims.

Claims

1. A dust suppression effect testing system, characterized in that: The contactless method is applied to a railway coal transportation system, which includes a train, a coal pile, a test coal sample, and a detection layer. The coal pile is located in a carriage of the train. The test coal sample contains a dust suppressant and is located on the outer surface of the coal pile. The detection layer is located between the test coal sample and the coal pile. The dust suppression effect test system includes: a tunnel detection module, provided on the train, for detecting whether the train has entered a tunnel and sending a first signal after the train has entered the tunnel; an image acquisition module, disposed on the carriage and activated based on the first signal to acquire an image of the coal pile in the carriage; a data processing module, communicatively connected to the image acquisition module, for receiving and processing the coal pile image to identify display information of the detection layer in the coal pile image and obtain the loss degree of the test coal sample; An evaluation and feedback module, in communication with the data processing module, is used to compare the loss degree of the test coal sample with a preset safety threshold, and generate an early warning instruction if the loss degree is lower than the threshold; A control module is respectively connected to the tunnel detection module, the image acquisition module, the data processing module and the evaluation feedback module, and the control module is used to receive the early warning instruction to guide the train to complete the re-spraying of dust suppressant.

2. The dust suppression effect testing system according to claim 1, characterized in that: The dust suppression effect testing system also includes a navigation module, which is arranged on the train. The navigation module is communicated with the control module and the data processing module respectively. The navigation module is used to respond to the early warning instruction to plan the route of the train to the dust suppression station to guide the train to complete the re-spraying operation of the dust suppressant.

3. The dust suppression effect testing system according to claim 2, characterized in that: The navigation module is also used to collect the position, speed and distance data of the train in real time; And / or, the tunnel detection module is further used to detect whether the train leaves the tunnel and send a second signal after the train leaves the tunnel; the image acquisition module is closed based on the second signal.

4. The dust suppression effect testing system according to claim 2, characterized in that: The data processing module is a cloud server, which is in communication with the navigation module and the image acquisition module respectively, and is used to process the received data; The evaluation feedback module is used to compare the loss degree of the test coal sample with a preset safety threshold to generate a detection result, and the detection result includes a normal driving instruction, the warning instruction or the start navigation instruction; the cloud server is wirelessly connected to the evaluation feedback module and the control module respectively, and the cloud server is used to send the detection result to the control module.

5. The dust suppression effect testing system according to any one of claims 1 to 4, characterized in that: The test coal sample comprises multiple layers, and a detection layer is provided between two adjacent layers of the test coal sample; wherein the multiple detection layers display different colors; The data processing module is used to identify different colors displayed in the coal pile image to determine the loss degree of the test coal sample.

6. The dust suppression effect testing system according to claim 5, characterized in that: The test coal samples include a first layer of test coal samples, a second layer of test coal samples and a third layer of test coal samples; The detection layer includes a first fluorescent layer, a second fluorescent layer, and a third fluorescent layer. The first fluorescent layer is arranged between the first test coal sample and the coal pile, the second fluorescent layer is arranged between the first test coal sample and the second test coal sample, and the third fluorescent layer is arranged between the second test coal sample and the third test coal sample. The colors displayed by each fluorescent layer are different. The data processing module determines the loss degree of the test coal sample in the following ways: no fluorescence is displayed in the coal pile image; or only the color of the third fluorescent layer is displayed in the coal pile image; Alternatively, the colors of the second fluorescent layer and the third fluorescent layer are displayed simultaneously in the coal pile image; or, the colors of the first fluorescent layer, the second fluorescent layer, and the third fluorescent layer are displayed simultaneously in the coal pile image.

7. The dust suppression effect testing system according to claim 6, characterized in that: The thickness of the first layer of test coal sample is between 3.5 mm and 5 mm; and / or, the thickness of the second layer of test coal sample is between 3.5 mm and 5 mm; and / or, the thickness of the third layer of test coal sample is between 3.5 mm and 5 mm; and / or, the thickness of the first layer of test coal samples, the second layer of test coal samples, and the third layer of test coal samples are all 4 mm; And / or, the first fluorescent layer includes a fluorescent agent that displays one of yellow, orange, and blue, the second fluorescent layer includes a fluorescent agent that displays one of yellow, orange, and blue, and the third fluorescent layer includes a fluorescent agent that displays one of yellow, orange, and blue.

8. The dust suppression effect testing system according to any one of claims 1 to 4, characterized in that: The tunnel detection module includes a photoelectric sensor and a light sensor connected to each other, wherein the light sensor is used to detect the intensity of ambient light to control the on or off of the photoelectric sensor; the photoelectric sensor is used to send the first signal to the control module when the train enters the tunnel, so that the control module controls the activation of the image acquisition module; And / or, the image acquisition module includes a camera and an adjustment bracket, the camera is arranged on the carriage through the adjustment bracket; the shooting direction of the camera is opposite to the traveling direction of the train.

9. The dust suppression effect testing system according to claim 8, characterized in that: The photoelectric sensor and the light sensor are both arranged on the top of the front of the train; And / or, the angle between the shooting angle of the camera and the horizontal direction is between 10° and 20°.

10. A dust suppression effect testing method, characterized in that: The dust suppression effect test method includes: Multiple layers of test coal samples are placed on the surface of a coal pile located in a carriage, and a detection layer is placed between two adjacent layers of the test coal samples, and between the coal pile and an adjacent test coal sample; wherein the multiple detection layers each display different colors; detecting in real time whether a train enters a tunnel, and activating an image acquisition module when the train enters the tunnel to acquire an image of the coal pile in the carriage; performing recognition analysis on the collected coal pile image to obtain display information of the detection layer in the coal pile image and obtain the loss degree of the test coal sample; Comparing the loss degree of the test coal sample with a preset safety threshold, and generating an early warning instruction if the loss degree is lower than the threshold; Based on the early warning instruction, the route of the train to the dust suppression station is planned to guide the train to complete the re-spraying operation of the dust suppressant.

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