Railway wagon loading state intelligent detection system and detection method

Abstract

The invention discloses an intelligent detection system and method for the loading state of a railway wagon. The system comprises a frame, a 3D acquisition module, a vehicle number identification module, a speed measurement module, a control center and a data processing module. The frame is erected across two sides of the track; the 3D acquisition module comprises a laser scanning turntable; the laser scanning turntable is arranged on the frame and comprises a base disc, a laser scanning unit and a rotating shaft; the plurality of laser scanning units are mounted on the base disc, are uniformly distributed on the circumference taking the rotating shaft as the center, and are used for acquiring contour information of the surface of the railway wagon body; and the data processing module reconstructs vehicle body surface three-dimensional information according to the contour information, and identifies and obtains the loading state of the railway freight car. The base disc drives the laser scanning unit to rotate around the axis of the rotating shaft, the rotating direction is the same as the advancing direction of the railway wagon, and meanwhile the posture is adjusted in real time, so that the problems of motion blurring, data dislocation, three-dimensional point cloud data oscillation and the like existing when 3D image information of the railway wagon passing at a high speed is scanned and collected are solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of railway freight car detection technology, and in particular to a railway freight car loading state intelligent detection system and a detection method. BACKGROUND

[0002] Railway freight transportation is the most important transportation channel in China at present, and railway freight detection is an important link to ensure the safety of railway transportation. With the continuous development of railway construction in China, railway freight detection has initially developed from traditional manual detection to a combination of man and machine, and the role of freight detection safety detection and video monitoring equipment is becoming more and more important, which has effectively promoted the improvement of the quality and efficiency of freight detection operation.

[0003] At present, various types of railway freight car loading state detection devices based on video information are increasingly developed, and the informationization and intelligentization of equipment play a prominent role in ensuring safety, but since most of such devices are based on two-dimensional image information, the image data lacks three-dimensional spatial coordinate information of the car body and the goods, which limits their application in complex item identification and detection such as car body expansion, car overloading, internal foreign matter, and bulk goods overloading. The collection of two-dimensional image information is also easily affected by factors such as light and shadow, which leads to a decline in image quality and further affects the detection effect.

[0004] In recent years, although some people have proposed railway freight car loading state detection technology based on 3D image acquisition and three-dimensional information reconstruction, this technology still has many problems when applied to scanning and collecting 3D image information of high-speed passing railway freight cars, and there is still a certain gap from mature use. SUMMARY

[0005] In view of the above problems, the present application provides a railway freight car loading state intelligent detection system and a railway freight car loading state intelligent detection method applied to the system to solve the problems of motion blur, data misplacement, and three-dimensional point cloud data shock when scanning and collecting 3D image information of high-speed passing railway freight cars in the prior art.

[0006] In a first aspect, the embodiments of the present application provide a railway freight car loading state intelligent detection system, which is a railway freight car loading state intelligent detection system based on 3D images.

[0007] The railway freight car loading state intelligent detection system comprises a frame, a 3D acquisition module, a car number recognition module, a train arrival starting module, a speed measurement module, a control center and a data processing module; the frame is erected across both sides of the track; the frame, the train arrival starting module, the car number recognition module and the speed measurement module are arranged at positions constituting a system laying area; the train arrival starting module and the speed measurement module are arranged at the front end of the system laying area.

[0008] The 3D acquisition module includes a laser scanning turntable and an attitude adjustment device. The laser scanning turntable is mounted on the frame and includes a base plate, laser scanning units, and a rotating shaft at the center of the base plate. Multiple laser scanning units are mounted on the base plate and evenly distributed around the rotating shaft to acquire contour information, including the contour information of the surface of the railway freight car body passing through the frame. The laser scanning units are oriented from the axis of the rotating shaft to the circumference. The base plate can drive the laser scanning units to rotate around the axis of the rotating shaft in the same direction as the railway freight car's travel.

[0009] The vehicle number recognition module is located below the frame and is used to collect vehicle number information of the carriages passing through the frame.

[0010] When a railway freight car enters the system's laying area, the approaching vehicle initiation module sends an approaching vehicle command to the control center. The control center then issues an initiation command to start the laser scanning turntable, speed measurement module, and vehicle number recognition module. Simultaneously, the speed measurement module collects the railway freight car's speed information in real time. Based on the obtained speed information, the control center adjusts the rotation speed of the base plate in real time, so that the linear speed of the laser scanning unit's end is controlled within the range of 5-80 km / h. This achieves real-time synchronization between the linear speed of the laser scanning unit when collecting contour information and the passing speed of the railway freight car.

[0011] The control center is located at the base of the frame structure and is used to control the operation of various modules within the system. It receives contour information sent by the laser scanning unit and vehicle number information sent by the vehicle number recognition module, performs preliminary processing on the contour information, and transmits the vehicle number information and the preliminarily processed contour information to the data processing module. An angle sensor is installed on the axis of the laser scanning turntable to obtain the angle value of the laser scanning turntable rotation, and thereby maps the phase angle of each laser scanning unit. The contour information sent by the laser scanning unit includes 3D point cloud data, laser scanning unit number, and the phase angle of the laser scanning unit when the 3D point cloud data was acquired. The contour information has a timestamp.

[0012] The attitude adjustment device is installed on at least one side of the base plate in the axial direction. When the base plate rotates, it uses the three-dimensional point cloud data collected by each laser scanning unit as feedback signal to adjust the attitude of the base plate in real time under the feedback control of the control center. This enables real-time adjustment of the attitude of each laser scanning unit and eliminates the impact of environmental disturbances and vibration disturbances caused by railway freight cars passing by on the accuracy of the three-dimensional point cloud data.

[0013] The data processing module reconstructs the three-dimensional information of the car body surface based on the contour information of the railway freight car body, and combines it with the dimensions of the car body corresponding to the car number information to identify the loading status of each car of the railway freight car, and gives processing instructions based on the identification status.

[0014] In one possible implementation, the distance between the vehicle initiation module and the frame is within the range of 150-300 meters. The speed measurement module is located between the vehicle initiation module and the frame, and the distance between the speed measurement module and the frame is not less than 150 meters.

[0015] In one possible implementation, the speed of railway freight cars within the system's coverage area should be controlled within the range of 5-80 km / h.

[0016] In one possible implementation, the base is disc-shaped; the laser scanning unit includes a laser source and a camera. The direction of the laser scanning unit refers to the direction of the laser source. The camera's direction forms an angle of 10-30° with the laser source's direction.

[0017] In one possible implementation, the number of laser scanning units is in the range of 15-25.

[0018] In one possible implementation, the frame includes two uprights and a crossbeam above the uprights, with the uprights positioned on either side of the track; multiple laser scanning turntables are respectively mounted on the two uprights and the crossbeam.

[0019] In one possible implementation, the axis of rotation of the laser scanning turntable mounted on the upright is perpendicular to the ground, while the axis of rotation of the laser scanning turntable mounted on the horizontal frame is parallel to the ground.

[0020] In one possible implementation, the distance between the end of the laser scanning unit and the axis of rotation is L, which is in the range of 15-25 cm; the rotation speed of the base plate can be adjusted in the range of 0-30 rpm.

[0021] In one possible implementation, the laser scanning turntable also includes a servo motor and a bearing housing; the rotating shaft is mounted on the bearing housing via a magnetic levitation bearing, and the servo motor drives the rotating shaft to rotate the base disk.

[0022] In one possible implementation, a shield is provided on the outer side of the laser scanning turntable; the shield has a shielding part on the side facing away from the railway freight car, which shields the laser scanning unit that has rotated to the side facing away from the railway freight car; the maximum distance between the inner wall of the shielding part and the axis of rotation is N, and N is less than 45 cm; the shield has an opening on the side facing the railway freight car, and the opening angle α of the opening edge is in the range of 90-120°.

[0023] In one possible implementation, the preliminary processing of the contour information by the control center includes: when a spatial point exists in a certain 3D point cloud data that is less than k×(NL) away from the end of the laser scanning unit recording the 3D point cloud data, the contour information including the 3D point cloud data is marked as invalid contour information and not transmitted to the data processing module, where k is the shielding coefficient and 0.9≤k≤1.1; and / or, when the phase angle when the end of the laser scanning unit is aligned with the opening edge of the shield is β, and the laser scanning unit will enter the opening area at the next moment, the contour information with a phase angle between 360°×n+β+α and 360°×(n+1)+β collected by the laser scanning unit is marked as invalid contour information and not transmitted to the data processing module, where n is a non-negative integer. When the attitude adjustment device adjusts the attitude of the base plate in real time under the feedback control of the control center, the feedback signal used does not include the 3D point cloud data in the invalid contour information.

[0024] In one possible implementation, the feedback control of the attitude adjustment device by the control center is a negative feedback control mode.

[0025] In the three-dimensional point cloud data of this application, the coordinate axis perpendicular to the plane where the base disk is located is the y-axis.

[0026] In one possible implementation, the attitude adjustment device includes a first adjustment disk, which is a disc coaxial with the base disk. Multiple first electromagnetic adjustment blocks are evenly distributed circumferentially on the surface of the first adjustment disk facing the base disk, the number of which is not less than the number of laser scanning units. Multiple first magnets are evenly distributed circumferentially on the surface of the base disk opposite to the first adjustment disk, the number of first magnets and their distance from the rotation axis corresponding to the number of first electromagnetic adjustment blocks. The control center independently and in real-time adjusts the current direction and magnitude of each first electromagnetic adjustment block based on feedback signals, thereby controlling the magnetic field of each first electromagnetic adjustment block in real-time to achieve real-time adjustment of the attitude of the base disk, and thus real-time adjustment of the attitude of each laser scanning unit. The attitude of the laser scanning unit includes the height and tilt angle of the laser scanning unit's end point along the axial direction of the base disk when the base disk rotates to a certain phase angle.

[0027] In one possible implementation, during the real-time adjustment of the attitude of each laser scanning unit, the adjustment accuracy of the height of the laser scanning unit's end point is 0.5-1 mm, and the adjustment accuracy of the tilt angle of the laser scanning unit's end point is 0.1-0.5°. The initial distance between the first adjustment disk and the base disk is between 10-30 mm.

[0028] In one possible implementation, the attitude adjustment device further includes a second adjustment disk, which is a disc coaxial with the base disk. The second adjustment disk and the first adjustment disk are respectively disposed on opposite sides of the base disk in the axial direction. Multiple second adjustment blocks are disposed on the surface of the second adjustment disk facing the base disk, and multiple second magnets are disposed on the surface of the base disk opposite to the second adjustment disk. The number and position of the second adjustment blocks and the second magnets correspond to the first electromagnetic adjustment blocks and the first magnets. The second adjustment blocks are in the form of electromagnetic or permanent magnets. When the second adjustment blocks are in the form of electromagnetic blocks, the control center independently adjusts the current direction and magnitude of each second adjustment block in real time according to the feedback signal to achieve real-time adjustment of the attitude of the base disk.

[0029] In one possible implementation, the initial distance between the second adjusting disc and the base disc is between 10-30 mm. Both the first and second adjusting discs are stationary during operation and do not rotate.

[0030] In one possible implementation, when a railway freight car enters the system laying area, the control center receives the arrival command and starts the laser scanning turntable to rotate. At the same time, it starts controlling the attitude adjustment device to continuously adjust the attitude of the base plate in real time until the tail of the railway freight car leaves the system laying area. This real-time adjustment includes the calibration attitude adjustment before the railway freight car begins to pass through the frame and the acquisition attitude adjustment during the railway freight car passing through the frame.

[0031] In one possible implementation, the control center treats different contour information with a phase angle difference of i×360° as contour information at the same position, where i is a positive integer.

[0032] In one possible implementation, before the railway freight car begins to pass the frame, a laser scanning unit that rotates with the base plate continuously collects the contour information of the track near the frame. The control center uses the three-dimensional point cloud data in the track contour information as feedback signals to control the attitude adjustment device to continuously calibrate and adjust the attitude of the base plate.

[0033] In one possible implementation, the attitude adjustment calibration includes: the control center retrieves m track contour information with the same timestamp in real time, and the laser scanning unit numbers of the m track contour information are consecutive, with m being an integer greater than or equal to 3; the control center performs fitting and comparison on the y-coordinates of the three-dimensional point cloud data of the m track contour information; when the comparison finds that the y-coordinate value of a certain track contour information deviates from that of the other m-1 track contour information, and the degree of deviation exceeds a first threshold, the control center adjusts the current of one or more first electromagnetic adjustment blocks located near the phase angle of the track contour information on the first adjustment disk, thereby changing the magnetic field near the phase angle accordingly; when the laser scanning unit on the base disk rotates through the phase angle, one or more first magnets near it are affected by the force of the change in the magnetic field at that location, driving the attitude of each part of the base disk that passes through the phase angle to change accordingly. As the timestamps of the track contour information extend, continuous feedback control adjusts the attitude of each laser scanning unit passing through that location. This gradually reduces the deviation of the y-coordinate value of subsequent track contour information at the same phase angle, making the 3D point cloud data at that location smoother than that at adjacent locations. This effectively eliminates the impact of environmental disturbances on the accuracy of the 3D point cloud data acquired by each laser scanning unit. Environmental disturbances include airflow, vibrations from passing vehicles on nearby tracks, and vibrations from detected freight cars that have entered the system's installation area, causing vibrations in the laser scanning units.

[0034] In one possible implementation, as the freight car passes through the frame, a laser scanning unit rotating with the base plate continuously acquires contour information of the freight car body surface near the frame. The control center uses the 3D point cloud data of a standard object in the contour information of the car body surface as a feedback signal to control the attitude adjustment device to continuously acquire and adjust the attitude of the base plate. The standard object is the top edge of the car body or the bottom edges of both sides of the car body.

[0035] In one possible implementation, the attitude adjustment acquisition includes: the control center retrieves m vehicle surface contour information with the same timestamp in real time, and the laser scanning unit numbers of these m contour information are consecutive, with m being an integer greater than or equal to 3; the control center performs fitting and comparison on the y-coordinate of the 3D point cloud data of the standard object in these m contour information; when the comparison reveals that the y-coordinate value of the standard object in a certain contour information deviates from that of the other m-1 contour information, and the degree of deviation exceeds a second threshold, the control center adjusts the current of one or more first electromagnetic adjustment blocks located near the phase angle of the contour information on the first adjustment disk, thereby changing the magnetic field near the phase angle accordingly; when the laser scanning unit on the base disk... When a scanning unit rotates through a phase angle, one or more first magnets nearby are affected by the force of the change in the magnetic field at that point. This drives corresponding changes in the attitude of various parts of the base plate that have passed through that phase angle. Through continuous feedback control, the attitude of each laser scanning unit passing through that point is adjusted, so that the deviation of the y-coordinate value of the standard object in the subsequent contour information at the same phase angle gradually decreases. This makes the 3D point cloud data of the standard object at that position smoother than the 3D point cloud data of the standard object at adjacent positions, thus eliminating the impact of vibration disturbances caused by the passing of railway freight cars on the accuracy of the 3D point cloud data acquired by each laser scanning unit. This allows each laser scanning unit to acquire stable, non-jumping contour information of the car body surface. The vibration disturbance includes the car body's own jumping caused by the vibration of the railway freight car body and the shaking caused by the laser scanning unit. The jumping mentioned in this application refers to oscillation in the y-axis direction.

[0036] In one possible implementation, the attitude adjustment further includes: the control center retrieving m vehicle surface contour information with the same laser scanning unit number and consecutive timestamps in real time, wherein the phase angle of the m contour information is within the range of 360°×n+β to 360°×n+90°, and m is an integer greater than or equal to 3; the control center performs fitting and comparison on the y-coordinate of the 3D point cloud data of the standard object in the m contour information; when the comparison reveals that the y-coordinate value of the standard object in the m contour information deviates from that of the m-1 contour information with an earlier timestamp, and the deviation exceeds a second threshold, the control center adjusts the current of one or more first electromagnetic adjustment blocks located downstream of and adjacent to the phase angle of the m contour information on the first adjustment disk, thereby increasing the magnetic field downstream of the phase angle. The field is adjusted accordingly. When the laser scanning unit with that number on the base plate rotates through the subsequent phase angle, the first magnet corresponding to the position of the laser scanning unit with that number is affected by the force of the change in the magnetic field at that point. This drives the posture of the base plate part corresponding to the laser scanning unit with that number to change accordingly. Through continuous feedback control, the posture of the laser scanning unit is adjusted in real time, so that the deviation of the y-coordinate value of the standard object in the contour information acquired by the laser scanning unit in the subsequent phase angle gradually tends to decrease. As the time stamp goes by, the three-dimensional point cloud data of the standard object acquired by the laser scanning unit gradually tends to be smooth. This achieves the effect of eliminating the impact of vibration disturbance when railway freight cars pass by on the accuracy of the three-dimensional point cloud data acquired by each laser scanning unit, so that each laser scanning unit can acquire stable and non-jumping contour information of the car body surface.

[0037] In one possible implementation, during the calibration and acquisition attitude adjustment processes, when the second adjustment block is electromagnetic, the control center adjusts the current of the first electromagnetic adjustment block to adjust the attitude of the base disk, and at the same time, it also adjusts the current of the second adjustment block at the corresponding position. The force generated between the second adjustment block and the second magnet under the influence of the adjustment is coupled with the force generated between the first electromagnetic adjustment block and the first magnet under the influence of the adjustment to form an adjustment torque, so that the attitude adjustment of the laser scanning unit end in the axial direction of the base disk, such as the height and tilt angle, can be realized, and the attitude adjustment of the base disk is stable and timely, avoiding attitude loss of control.

[0038] In one possible implementation, each laser scanning unit sends the acquired contour information to the control center via wireless data transmission.

[0039] In one possible implementation, each laser scanning unit sends the acquired contour information to the control center via one of the following wireless data transmission methods: Wi-Fi, UWB, 4G, and 5G.

[0040] Secondly, embodiments of this application provide an intelligent detection method for the loading status of railway freight cars. This method is applied to the aforementioned intelligent detection system for the loading status of railway freight cars.

[0041] The method includes: in response to a freight train entering the system laying area, sending a train arrival command to the control center via a train arrival start module; the speed of the freight train in the system laying area is within the range of 5-80 km / h. The control center receives the train arrival command and, in response, controls the base plate of the laser scanning turntable to rotate the laser scanning unit around its axis, and controls the speed measurement module to collect the speed information of the freight train in real time. The control center receives the speed information returned by the speed measurement module and adjusts the rotation speed of the base plate in real time based on the obtained speed information to achieve real-time synchronization between the linear velocity of the laser scanning unit's end and the passing speed of the freight train. The control center controls the laser scanning turntable mounted on the frame to collect the contour information of the freight train body surface passing through the frame, and receives the contour information of the freight train body surface returned by the laser scanning turntable. The control center controls the car number recognition module to collect the car numbers of the cars passing through the frame, and receives the car number information returned by the car number recognition module. The control center performs preliminary processing on the contour information of the car body surface and transmits the car number information and the pre-processed contour information of the car body surface to the data processing module. The data processing module reconstructs the three-dimensional information of the car body surface based on the contour information of the car body surface, and combines it with the car body size corresponding to the car number information to identify the loading status of each car of the railway freight car, and gives processing instructions based on the identification status.

[0042] In one possible implementation, the loading status identification includes whether each compartment has one or more of the following: external expansion of the freight car body, freight car over-limit, foreign objects inside the car, overloading of bulk cargo, detachment of the car door from the groove of the boxcar, and offset of the coiled steel loading.

[0043] In one possible implementation, the control center, while controlling the rotation of the base plate, also controls the attitude adjustment device to continuously adjust the attitude of the base plate in real time. This real-time adjustment begins when the railway freight car enters the system laying area and ends when the tail of the railway freight car leaves the system laying area. This real-time adjustment includes calibration attitude adjustment and acquisition attitude adjustment. Before the railway freight car begins to pass the frame, the laser scanning unit rotating with the base plate continuously acquires the contour information of the track near the frame. The control center uses the three-dimensional point cloud data in the track contour information as a feedback signal to control the attitude adjustment device to continuously calibrate and adjust the attitude of the base plate, eliminating the impact of environmental disturbances on the accuracy of the three-dimensional point cloud data acquired by each laser scanning unit. During the passage of the railway freight car through the frame, the laser scanning unit, which rotates with the base plate, continuously collects the contour information of the railway freight car body surface. The control center uses the 3D point cloud data of the standard object in the contour information of the car body surface as a feedback signal to control the attitude adjustment device to continuously adjust the attitude of the base plate. The standard object is selected from the top edge or bottom edge of the car body. Through continuous feedback control, the attitude of each laser scanning unit is adjusted in real time, so that the 3D point cloud data of the standard object collected by each laser scanning unit gradually becomes smooth, eliminating the impact of vibration disturbance when the railway freight car passes through the frame on the accuracy of the 3D point cloud data collected by each laser scanning unit, so that each laser scanning unit collects stable and non-jumping contour information of the car body surface.

[0044] In one possible implementation, the data processing module reconstructs the three-dimensional information of the vehicle surface by fusing the three-dimensional point cloud data of the vehicle surface from different perspectives acquired by the laser scanning unit at different phase angles layer by layer, thereby partially obtaining the three-dimensional information of the vehicle surface that is occluded by the occluded object.

[0045] For example, when the laser scanning unit is within the phase angle range of 360°×n+β to 360°×n+90°, it will acquire 3D point cloud data of the car body surface obscured by car body occlusions whose openings are in the same direction as the railway freight car's travel direction. When the laser scanning unit is within the phase angle range of 360°×n+90° to 360°×n+β+α, it will acquire 3D point cloud data of the car body surface obscured by car body occlusions whose openings are in the opposite direction to the railway freight car's travel direction. By fusing the car body surface contour information with phase angles in the above two ranges layer by layer, the 3D surface information of the car body surface obscured by occlusions can be obtained, thereby improving the accuracy and comprehensiveness of the 3D car body image.

[0046] The beneficial effects of this invention are: By adopting the concept of transforming dynamics into relative statics, a laser scanning turntable with a unique structural form was developed. The base rotation speed of the laser scanning turntable is adjusted in real time by the control center according to the train speed. This enables the linear velocity of the laser scanning unit to be synchronized with the passing speed of the railway freight car when collecting contour information. This allows the laser scanning unit to collect the contour information of the car body while it is relatively stationary with the object being collected (i.e., the railway freight car body). This solves the problems of motion blur and data misalignment that exist when laser scanning high-speed passing railway freight cars.

[0047] By developing a unique attitude adjustment device, the attitude of the base plate is continuously adjusted in real time as the railway freight car enters the system laying area, until the rear of the freight car leaves the system laying area. This real-time adjustment includes two stages: calibration attitude adjustment and acquisition attitude adjustment. In the calibration attitude adjustment stage, before the freight car begins to pass through the frame, the control center continuously adjusts the attitude of the base plate in real time using the static, straight track as a calibration reference to eliminate the impact of environmental disturbances on the accuracy of the 3D point cloud data acquired by each laser scanning unit. In the acquisition attitude adjustment stage, during the passage of the freight car through the frame, the control center continuously adjusts the attitude of the base plate in real time using the standard object of the continuously vibrating dynamic acquisition object—the car body—as a calibration reference. Through continuous feedback control, the attitude of each laser scanning unit is adjusted in real time, keeping each laser scanning unit in a "dynamically stable" state and eliminating the impact of vibration disturbances when the freight car passes through the frame on the accuracy of the 3D point cloud data acquired by each laser scanning unit. The attitude adjustment in the above two stages adopts the concepts of "static equilibrium" and "dynamic equilibrium" respectively, gradually eliminating the impact of environmental disturbances and railway freight car vibrations on the accuracy of the 3D point cloud data collected by the laser scanning unit. Ultimately, this allows each laser scanning unit to achieve vibration synchronization with the dynamically vibrating object. This technology enables the laser scanning unit and the car body to achieve not only macroscopic speed synchronization but also microscopic disturbance synchronization, ultimately achieving the technical effect of static acquisition of dynamic objects. It solves the problems of blurry and unclear image acquisition, which is conducive to the efficient and accurate formation of 3D point cloud data. It also solves the industry-inherent problem of 3D point cloud data oscillation, avoiding 3D imaging distortion and jitter during 3D reconstruction, obtaining stable and accurate 3D images, reducing the risk of misjudgment and missed detection, and improving the overall freight inspection efficiency of the station.

[0048] By rotating the base plate, the laser scanning unit can continuously switch the acquisition perspective. Combined with the data processing module's layer-by-layer fusion of the 3D point cloud data of the vehicle surface acquired from different perspectives during the reconstruction of the vehicle surface's 3D information, the 3D information of the vehicle surface obscured by objects can be obtained. This solves the inherent problem of conventional video acquisition systems being unable to detect blind spots and improves the accuracy and comprehensiveness of the vehicle's 3D images.

[0049] The above general description and the description below are exemplary and illustrative only and are not intended to limit this application. Attached Figure Description

[0050] One or more embodiments are illustrated by way of example with reference to the accompanying drawings. These illustrations and drawings do not constitute a limitation on the embodiments. Elements having the same reference numerals in the drawings are shown as similar elements, and the drawings do not constitute a limitation of scale. Wherein: Figure 1 This is a schematic front view of the components of an intelligent detection system for the loading status of railway freight cars provided in an embodiment of this application.

[0051] Figure 2 This is a schematic top view of the components of an intelligent detection system for the loading status of railway freight cars provided in an embodiment of this application.

[0052] Figure 3 This is a schematic front view of one embodiment of the 3D acquisition module provided in this application.

[0053] Figure 4 This is a top view illustrating the structure of one embodiment of the 3D acquisition module provided in this application.

[0054] Figure 5 This is a flowchart illustrating an intelligent detection method for the loading status of railway freight cars provided in an embodiment of this application.

[0055] Figure label: 1. Railway freight cars; 2. Track; 10. Frame; 101. Upright frame; 102. Horizontal frame; 20. Vehicle start module; 30. Speed ​​measurement module; 40. Vehicle license plate recognition module; 50, 3D acquisition module; 501, laser scanning turntable; 5011, base plate; 5012, laser scanning unit; 5013, rotating shaft; 5014, servo motor; 5015, bearing housing; 502, attitude adjustment device; 5021, first adjustment plate; 5022, first electromagnetic adjustment block; 5023, first magnet; 5024, second adjustment plate; 5025, second adjustment block; 5026, second magnet; 503, shielding cover; 60, control center; 70. Data processing module; 80, System deployment area; 90. Install the bracket. Detailed Implementation

[0056] The specific embodiments of the present invention are further described below with reference to the accompanying drawings. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. In the following description, for ease of explanation, several details are used to provide a full understanding of the invention. However, the invention can still be practiced without these details. In other instances, well-known structures and apparatuses may be shown in a simplified manner to simplify the drawings.

[0057] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate for the embodiments of the invention described herein.

[0058] In this invention, the terms "upper," "lower," "inner," "middle," "outer," "front," and "rear," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. These terms are primarily for the purpose of better describing this invention and are not intended to limit the indicated device, element, or component to having a specific orientation, or to require it to be constructed and operated in a specific orientation. Furthermore, some of the aforementioned terms may have other meanings besides indicating orientation or positional relationship; for example, the term "upper" may in some cases indicate a dependency or connection relationship. Those skilled in the art can understand the specific meaning of these terms in this invention based on the specific circumstances.

[0059] Furthermore, the terms "set up," "connect," and "fix" should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral structure; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be an internal connection between two devices, components, or parts. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0060] like Figure 1 , Figure 2 , Figure 3 and Figure 4 As shown in the figure, this application embodiment provides an intelligent detection system for the loading status of railway freight cars. The intelligent detection system for the loading status of railway freight cars includes: a frame 10, a train arrival start module 20, a speed measurement module 30, a car number recognition module 40, a 3D acquisition module 50, a control center 60, and a data processing module 70. The frame 10 is erected across both sides of the track 2, and the positions of the frame 10, the train arrival start module 20, the speed measurement module 30, and the car number recognition module 40 constitute the system laying area 80. The train arrival start module 20 and the speed measurement module 30 are located at the front end of the system laying area 80.

[0061] For example, frame 10 is used to install 3D acquisition module 50 and control center 60. Car number recognition module 40 can be specifically located below frame 10 to collect car number information of carriages passing through frame 10. Approaching car initiation module 20 is used to detect whether railway freight car 1 has entered the system laying area 80. When railway freight car 1 enters the system laying area 80, approaching car initiation module 20 sends an approaching car command to control center 60. Speed ​​measurement unit 30 is used to collect the speed information of railway freight car 1 in real time.

[0062] In one implementation, a fill light is also provided on the frame.

[0063] The 3D acquisition module 50 includes a laser scanning turntable 501 and an attitude adjustment device 502. The laser scanning turntable 501 is mounted on the frame 10 and includes a base plate 5011, laser scanning units 5012, and a rotating shaft 5013 located at the center of the base plate. Multiple laser scanning units 5012 are mounted on the base plate 5011 and evenly distributed around the circumference centered on the rotating shaft 5013. An angle sensor is installed on the rotating shaft 5013 to obtain the angle value rotated by the laser scanning turntable 501, thereby mapping the phase angle of each laser scanning unit 5012. The laser scanning units 5012 point from the axis of the rotating shaft 5013 to the circumference. The base plate 5011 can drive the laser scanning units 5012 to rotate around the axis of the rotating shaft 5013, with the rotation direction being the same as the direction of travel of the railway freight car.

[0064] The laser scanning unit is used to collect contour information, which represents the contour information of the surface of the railway freight car body passing through the frame. The contour information includes three-dimensional point cloud data, laser scanning unit number, and the phase angle of the laser scanning unit when the three-dimensional point cloud data was collected; the contour information has a timestamp.

[0065] exist Figure 3 In the embodiment shown, the attitude adjustment device 502 is disposed on both sides of the base disk 5011 in the axial direction. When the base disk 5011 rotates, it uses the three-dimensional point cloud data collected by each laser scanning unit as feedback signal to adjust the attitude of the base disk 5011 in real time under the feedback control of the control center 60.

[0066] For example, the intelligent detection system for the loading status of railway freight cars also includes a mounting bracket 90. The 3D acquisition module 50 is mounted on a vertical or horizontal frame via the mounting bracket 90.

[0067] The control center 60 is located on the base erected by the frame 10 and is used to control the operation of various modules within the system.

[0068] Specifically, in response to the approaching train start-up command sent by the approaching train start-up module, the control center issues a start-up command to activate the laser scanning turntable, speed measurement module, attitude adjustment device, and car number recognition module. The start-up command instructs each module within the system to begin operation. More specifically, the control center controls the base plate to rotate the laser scanning unit around its axis, and controls the speed measurement module to collect real-time speed information from railway freight cars, while also receiving speed information returned by the test module. Next, the control center adjusts the base plate's rotation speed in real-time based on the obtained speed information, maintaining the linear velocity of the laser scanning unit's end within the range of 5-80 km / h, achieving real-time synchronization between the laser scanning unit's linear velocity during contour information acquisition and the passing speed of the railway freight cars. Simultaneously, the control center can also control the attitude adjustment device to adjust the base plate's attitude in real-time, thereby adjusting the attitude of each laser scanning unit and eliminating the impact of environmental disturbances and vibrations from passing railway freight cars on the accuracy of the 3D point cloud data. The control center also controls the car number recognition module to collect car number information from the carriages passing through the frame.

[0069] The control center receives contour information sent by the laser scanning unit and vehicle number information sent by the vehicle number recognition module, performs preliminary processing on the contour information, and transmits the vehicle number information and the preliminary processed contour information to the data processing module.

[0070] The data processing module reconstructs the three-dimensional information of the car body surface based on the contour information of the railway freight car body, and combines it with the dimensions of the car body corresponding to the car number information to identify the loading status of each car of the railway freight car, and gives processing instructions based on the identification status.

[0071] For example, the loading status identification includes whether each compartment has one or more of the following: the exterior of the freight car is bulging, the freight car is oversized, there are foreign objects inside the car, the bulk cargo is overloaded or off-center, the boxcar door is out of groove, or the rolled steel is loaded off-center.

[0072] For example, the data processing module 70 communicates with the control center 60 via a network.

[0073] In some embodiments, the distance between the vehicle initiation module and the frame is within the range of 150-300 meters. The speed measuring module is located between the vehicle initiation module and the frame, and the distance between the speed measuring module and the frame is not less than 150 meters.

[0074] For example, the speed of railway freight cars in the system-covered area ranges from 5 to 80 km / h.

[0075] In some embodiments, the base plate is disc-shaped. The laser scanning unit includes a laser source and a camera. The direction of the laser scanning unit refers to the direction of the laser source. The camera points at an angle of 10-30° to the direction of the laser source. The number of laser scanning units ranges from 15 to 25.

[0076] For example, the laser source is located at the end of the laser scanning unit.

[0077] In some embodiments, combined with Figure 1 and Figure 2 As shown, the frame 10 includes two uprights 101 and a horizontal frame 102 extending across the uprights. The uprights 101 are positioned on either side of the track 2. For example, there may be multiple laser scanning turntables 501, respectively mounted on the two uprights 101 and the horizontal frame 102.

[0078] For example, the pivot point on the upright is perpendicular to the ground, while the pivot point on the crossbar is parallel to the ground.

[0079] In some embodiments, the distance between the end of the laser scanning unit and the axis of rotation is L, where L is in the range of 15-25 cm; the rotation speed of the base plate can be adjusted in the range of 0-30 rpm to regulate the linear velocity of the end of the laser scanning unit.

[0080] In some embodiments, such as Figure 3 and Figure 4 As shown, the laser scanning turntable 501 also includes a servo motor 5014 and a bearing housing 5015; the rotating shaft 5013 is mounted on the bearing housing 5015 via a magnetic levitation bearing, and the servo motor 5014 drives the rotating shaft 5013 to rotate the base disk 5011.

[0081] In some embodiments, such as Figure 3 and Figure 4 As shown, a shield 503 is provided on the outer side of the laser scanning turntable 501; the shield 503 has a shielding part on the side facing away from the railway freight car, which shields the laser scanning unit 5012 that has rotated to the side facing away from the railway freight car. The maximum distance between the inner wall of the shielding part and the axis of rotation is N, and N is less than 45 cm; the shield 503 has an opening on the side facing the railway freight car, and the opening angle α of the opening edge is in the range of 90-120°.

[0082] In some embodiments, the preliminary processing of contour information by the control center includes: when there is a spatial point in a certain 3D point cloud data that is less than k×(NL) away from the end of the laser scanning unit recording the 3D point cloud data, the contour information including the 3D point cloud data is marked as invalid contour information and not transmitted to the data processing module; where k is the shielding coefficient, and 0.9≤k≤1.1. And / or, when the phase angle when the end of the laser scanning unit is aligned with the opening edge of the shield is β, and the laser scanning unit will enter the opening area at the next moment, the contour information with a phase angle between 360°×n+β+α and 360°×(n+1)+β collected by the laser scanning unit is marked as invalid contour information and not transmitted to the data processing module; where n is a non-negative integer. When the attitude adjustment device adjusts the attitude of the base plate in real time under the feedback control of the control center, the feedback signal used does not include the 3D point cloud data in the invalid contour information.

[0083] In one implementation, the control center's feedback control of the attitude adjustment device is a negative feedback control mode.

[0084] In the three-dimensional point cloud data of the technical solution of this application, the coordinate axis perpendicular to the plane where the base disk is located is the y-coordinate axis.

[0085] In some embodiments, such as Figure 3 and Figure 4 As shown, the attitude adjustment device 502 includes a first adjustment disk 5021, a first electromagnetic adjustment block 5022, and a first magnet 5023. The first adjustment disk 5021 is a disc-shaped disk coaxial with the base disk 5011. A plurality of first electromagnetic adjustment blocks 5022 are evenly distributed along the circumference on the surface of the first adjustment disk 5021 facing the base disk 5011, and the number of first electromagnetic adjustment blocks 5022 is not less than the number of laser scanning units 5012. A plurality of first magnets 5023 are evenly distributed along the circumference on the surface of the base disk 5011 on the side opposite to the first adjustment disk 5021.

[0086] The number of first magnets and their distance from the rotating shaft correspond to the first electromagnetic adjustment blocks; the control center independently adjusts the current direction and magnitude of each first electromagnetic adjustment block in real time according to the feedback signal, thereby adjusting the magnetic field of each first electromagnetic adjustment block in real time, so as to realize the real-time adjustment of the attitude of the base disk, and then realize the real-time adjustment of the attitude of each laser scanning unit; the attitude of the laser scanning unit includes the height and tilt angle of the end of the laser scanning unit at a certain phase angle on the axis of the base disk when the base disk rotates to a certain phase angle.

[0087] For example, the first electromagnetic regulating block is of electromagnetic form.

[0088] In some embodiments, during the real-time adjustment of the attitude of each laser scanning unit, the adjustment accuracy of the height of the laser scanning unit's end point is 0.5-1 mm, and the adjustment accuracy of the tilt angle of the laser scanning unit's end point is 0.1-0.5°. The initial distance between the first adjustment disk and the base disk is between 10-30 mm.

[0089] In some embodiments, such as Figure 3 and Figure 4 As shown, the attitude adjustment device 502 further includes a second adjustment disk 5024, a second adjustment block 5025, and a second magnet 5026. The second adjustment disk 5024 is a disc-shaped disk coaxial with the base disk 5011. The second adjustment disk 5024 and the first adjustment disk 5021 are respectively disposed on both sides of the base disk 5011 in the axial direction. A plurality of second adjustment blocks 5025 are disposed on the surface of the second adjustment disk 5024 facing the base disk 5011, and a plurality of second magnets 5026 are disposed on the surface of the base disk 5011 opposite to the second adjustment disk 5024.

[0090] The number and position of the second adjusting block and the second magnet correspond to the first electromagnetic adjusting block and the first magnet.

[0091] For example, the second regulating block is in the form of an electromagnetic or permanent magnet. When the second regulating block is in the form of an electromagnetic block, the control center independently adjusts the current direction and magnitude of each second regulating block in real time according to the feedback signal, so as to realize the real-time adjustment of the attitude of the base plate.

[0092] In some embodiments, the initial distance between the second adjusting disc and the base disc is between 10-30 mm. Both the first and second adjusting discs are stationary during operation.

[0093] In some embodiments, when a railway freight car enters the system laying area, the control center receives the arrival command and starts the laser scanning turntable to rotate. At the same time, it starts controlling the attitude adjustment device to continuously adjust the attitude of the base plate in real time until the tail of the railway freight car leaves the system laying area. This real-time adjustment includes the calibration attitude adjustment before the railway freight car begins to pass through the frame and the acquisition attitude adjustment during the railway freight car passing through the frame.

[0094] In some embodiments, the control center treats different contour information with a phase angle difference of i×360° as contour information at the same position, where i is a positive integer.

[0095] In some embodiments, before the railway freight car begins to pass the frame, the laser scanning unit rotating with the base plate continuously collects the contour information of the track near the frame, and the control center uses the three-dimensional point cloud data in the track contour information as a feedback signal to control the attitude adjustment device to continuously calibrate and adjust the attitude of the base plate.

[0096] In some embodiments, the calibration attitude adjustment includes: the control center retrieves m track contour information with the same timestamp in real time, and the laser scanning unit numbers of the m track contour information are consecutive, where m is an integer greater than or equal to 3; the control center performs fitting comparison on the y-coordinates in the three-dimensional point cloud data of the m track contour information; when the comparison finds that the y-coordinate value of a certain track contour information deviates from that of the other m-1 track contour information, and the degree of deviation exceeds a first threshold, the control center adjusts the current of one or more first electromagnetic adjustment blocks located near the phase angle of the track contour information on the first adjustment disk, thereby changing the magnetic field near the phase angle accordingly; when the laser scanning unit on the base disk rotates through the phase angle, one or more first magnets near it are affected by the force of the change in the magnetic field at that location, driving the attitude of each part of the base disk that passes through the phase angle to change accordingly. As the timestamps of the track contour information extend, continuous feedback control adjusts the attitude of each laser scanning unit passing through that location. This gradually reduces the deviation of the y-coordinate value of subsequent track contour information at the same phase angle, making the 3D point cloud data at that location smoother than that at adjacent locations. This effectively eliminates the impact of environmental disturbances on the accuracy of the 3D point cloud data acquired by each laser scanning unit. Environmental disturbances include airflow, vibrations from passing vehicles on nearby tracks, and vibrations from detected freight cars that have entered the system's installation area, causing vibrations in the laser scanning units.

[0097] In some implementations, as the freight car passes the frame, a laser scanning unit rotating with the base plate continuously acquires contour information of the freight car body surface near the frame. The control center uses the 3D point cloud data of a standard object in the contour information of the car body surface as a feedback signal to control the attitude adjustment device to continuously acquire and adjust the attitude of the base plate. The standard object is the top edge of the car body or the bottom edges of both sides of the car body.

[0098] In some implementations, the attitude adjustment acquisition includes: the control center retrieving m vehicle surface contour information with the same timestamp in real time, and the laser scanning unit numbers of the m contour information are consecutive, where m is an integer greater than or equal to 3; the control center performs fitting and comparison on the y-coordinate of the 3D point cloud data of the standard object in the m contour information; when the comparison reveals that the y-coordinate value of the standard object in a certain contour information deviates from that of the other m-1 contour information, and the degree of deviation exceeds a second threshold, the control center adjusts the current of one or more first electromagnetic adjustment blocks located near the phase angle of the contour information on the first adjustment disk, thereby changing the magnetic field near the phase angle accordingly; when the laser scanning unit on the base disk... When the base rotates through the phase angle, one or more first magnets nearby are affected by the force of the change in the magnetic field at that point, driving corresponding changes in the attitude of various parts of the base disk that have passed through the phase angle. Through continuous feedback control, the attitude of each laser scanning unit passing through that point is adjusted, so that the deviation of the y-coordinate value of the standard object in the subsequent contour information at the same position as the phase angle gradually decreases. This makes the 3D point cloud data of the standard object at that position smoother than the 3D point cloud data of the standard object at adjacent positions, achieving the effect of eliminating the impact of vibration disturbances when railway freight cars pass on the accuracy of the 3D point cloud data collected by each laser scanning unit. This allows each laser scanning unit to collect stable, non-jumping contour information of the car body surface. The vibration disturbance includes the car body's own jumping caused by the vibration of the railway freight car body and the shaking caused by the laser scanning unit. The jumping mentioned in this application refers to oscillation in the y-axis direction.

[0099] In some implementations, the attitude adjustment process further includes: the control center retrieving m vehicle surface contour information with the same laser scanning unit number and consecutive timestamps in real time, wherein the phase angle of the m contour information is within the range of 360°×n+β to 360°×n+90°, and m is an integer greater than or equal to 3; the control center performs fitting and comparison on the y-coordinate of the 3D point cloud data of the standard object in the m contour information; when the comparison reveals that the y-coordinate value of the standard object in the m contour information deviates from that of the m-1 contour information with earlier timestamps, and the deviation exceeds a second threshold, the control center adjusts the current of one or more first electromagnetic adjustment blocks located downstream of and adjacent to the phase angle of the m contour information on the first adjustment disk, thereby affecting the magnetic field downstream of the phase angle. When the corresponding control changes, as the laser scanning unit with that number on the base plate rotates through the subsequent phase angle, the first magnet corresponding to the position of the laser scanning unit with that number is affected by the force of the change in the magnetic field at that location. This drives the posture of the base plate part corresponding to the laser scanning unit with that number to change accordingly. Through continuous feedback control, the posture of the laser scanning unit is adjusted in real time, so that the deviation of the y-coordinate value of the standard object in the contour information acquired by the laser scanning unit in the subsequent phase angle gradually tends to decrease. As the time stamp progresses, the three-dimensional point cloud data of the standard object acquired by the laser scanning unit gradually tends to become smoother. This achieves the effect of eliminating the impact of vibration disturbance when railway freight cars pass by on the accuracy of the three-dimensional point cloud data acquired by each laser scanning unit, so that each laser scanning unit can acquire stable and non-jumping contour information of the car body surface.

[0100] In some implementations, during the calibration and acquisition attitude adjustment processes, when the second adjustment block is electromagnetic, the control center adjusts the current of the first electromagnetic adjustment block to adjust the attitude of the base disk, and at the same time, it also adjusts the current of the second adjustment block at the corresponding position. The force generated between the second adjustment block and the second magnet under the influence of the adjustment is coupled with the force generated between the first electromagnetic adjustment block and the first magnet under the influence of the adjustment to form an adjustment torque, so that the attitude adjustment of the laser scanning unit end in the axial direction of the base disk, such as the height and tilt angle, can be realized, and the attitude adjustment of the base disk is stable and timely, avoiding attitude loss of control.

[0101] In some implementations, each laser scanning unit transmits the acquired contour information to the control center via wireless data transmission.

[0102] In one implementation, each laser scanning unit sends the acquired contour information to the control center via one of the following wireless data transmission methods: Wi-Fi, UWB, 4G, and 5G.

[0103] The following description, in conjunction with the above-mentioned intelligent detection system for railway freight car loading status and accompanying drawings, provides an exemplary introduction to the intelligent detection method for railway freight car loading status provided in this application.

[0104] like Figure 5 As shown, this application provides an intelligent detection method for the loading status of railway freight cars, applied to the aforementioned intelligent detection system for the loading status of railway freight cars. The method includes: S501, in response to the entry of railway freight cars into the system's laying area, sends a train arrival command to the control center via the train arrival start module.

[0105] The approaching train instruction is used to direct the entry of freight cars into the system-laid area. The speed of freight cars in the system-laid area is in the range of 5-80 km / h.

[0106] The control center receives the incoming vehicle command and begins operations in response.

[0107] The S502 receives train arrival commands from the control center and responds to these commands by controlling the base of the laser scanning turntable to rotate the laser scanning unit around the axis of rotation, as well as controlling the speed measurement module to collect real-time speed information of railway freight cars.

[0108] The S503 receives speed information returned by the speed measurement module through the control center and adjusts the rotation speed of the base plate in real time according to the obtained speed information, so as to realize the real-time synchronization of the linear speed of the laser scanning unit with the passing speed of the railway freight car.

[0109] In some embodiments, while regulating the rotational speed of the base plate, the control center also controls the attitude adjustment device to continuously adjust the attitude of the base plate in real time until the rear of the railway freight car leaves the system laying area. This real-time adjustment includes calibrating attitude adjustment and acquiring attitude adjustment data.

[0110] Before the railway freight cars begin to pass the frame, the laser scanning unit, which rotates with the base plate, continuously collects the contour information of the track near the frame. The control center uses the three-dimensional point cloud data in the track contour information as a feedback signal to control the attitude adjustment device to continuously calibrate and adjust the attitude of the base plate, eliminating the impact of environmental disturbances on the accuracy of the three-dimensional point cloud data collected by each laser scanning unit.

[0111] In one implementation, the attitude adjustment calibration includes: the control center retrieves m track contour information with the same timestamp in real time, and the laser scanning unit numbers of the m track contour information are consecutive, with m being an integer greater than or equal to 3; the control center performs fitting and comparison on the y-coordinates of the three-dimensional point cloud data of the m track contour information; when the comparison finds that the y-coordinate value of a certain track contour information deviates from that of the other m-1 track contour information, and the degree of deviation exceeds a first threshold, the control center adjusts the current of one or more first electromagnetic adjustment blocks located near the phase angle of the track contour information on the first adjustment disk, thereby changing the magnetic field near the phase angle accordingly; when the laser scanning unit on the base disk rotates through the phase angle, one or more first magnets near it are affected by the force of the change in the magnetic field at that location, driving the attitude of each part of the base disk that passes through the phase angle to change accordingly. As the timestamps of the track contour information extend, continuous feedback control adjusts the attitude of each laser scanning unit passing through that location. This gradually reduces the deviation of the y-coordinate value of subsequent track contour information at the same phase angle, making the 3D point cloud data at that location smoother than that at adjacent locations. This effectively eliminates the impact of environmental disturbances on the accuracy of the 3D point cloud data acquired by each laser scanning unit. Environmental disturbances include airflow, vibrations from passing vehicles on nearby tracks, and vibrations from detected freight cars that have entered the system's installation area, causing vibrations in the laser scanning units.

[0112] As the freight train passes over the frame, laser scanning units rotating with the base plate continuously acquire contour information of the freight train's surface. The control center uses the 3D point cloud data of a standard object within the contour information as feedback signals to control the attitude adjustment device, continuously adjusting the base plate's attitude. The standard object is selected from either the top or bottom edge of the freight train body. Through continuous feedback control, the attitude of each laser scanning unit is adjusted in real time, gradually smoothing the 3D point cloud data of the standard object acquired by each laser scanning unit. This eliminates the impact of vibration disturbances during the freight train's passage over the frame on the accuracy of the 3D point cloud data acquired by each laser scanning unit, ensuring that each laser scanning unit acquires stable, non-jumping contour information of the freight train's surface.

[0113] In one implementation, the attitude adjustment acquisition includes: the control center retrieves m vehicle surface contour information with the same timestamp in real time, and the laser scanning unit numbers of these m contour information are consecutive, with m being an integer greater than or equal to 3; the control center performs fitting and comparison on the y-coordinate of the 3D point cloud data of the standard object in these m contour information; when the comparison reveals that the y-coordinate value of the standard object in a certain contour information deviates from that of the other m-1 contour information, and the degree of deviation exceeds a second threshold, the control center adjusts the current of one or more first electromagnetic adjustment blocks located near the phase angle of the contour information on the first adjustment disk, thereby changing the magnetic field near the phase angle accordingly; when the laser scanning unit on the base disk... When the base rotates through the phase angle, one or more first magnets nearby are affected by the force of the change in the magnetic field at that point, driving corresponding changes in the attitude of various parts of the base disk that have passed through the phase angle. Through continuous feedback control, the attitude of each laser scanning unit passing through that point is adjusted, so that the deviation of the y-coordinate value of the standard object in the subsequent contour information at the same position as the phase angle gradually decreases. This makes the 3D point cloud data of the standard object at that position smoother than the 3D point cloud data of the standard object at adjacent positions, achieving the effect of eliminating the impact of vibration disturbances when railway freight cars pass on the accuracy of the 3D point cloud data collected by each laser scanning unit. This allows each laser scanning unit to collect stable, non-jumping contour information of the car body surface. The vibration disturbance includes the car body's own jumping caused by the vibration of the railway freight car body and the shaking caused by the laser scanning unit. The jumping mentioned in this application refers to oscillation in the y-axis direction.

[0114] In one implementation, the attitude adjustment further includes: the control center retrieving m vehicle surface contour information with the same laser scanning unit number and consecutive timestamps in real time, wherein the phase angle of the m contour information is within the range of 360°×n+β to 360°×n+90°, and m is an integer greater than or equal to 3; the control center performs fitting and comparison on the y-coordinate of the 3D point cloud data of the standard object in the m contour information; when the comparison reveals that the y-coordinate value of the standard object in the m contour information deviates from that of the m-1 contour information with an earlier timestamp, and the deviation exceeds a second threshold, the control center adjusts the current of one or more first electromagnetic adjustment blocks located downstream of and adjacent to the phase angle of the m contour information on the first adjustment disk, thereby affecting the magnetic field downstream of the phase angle. When the corresponding control changes, as the laser scanning unit with that number on the base plate rotates through the subsequent phase angle, the first magnet corresponding to the position of the laser scanning unit with that number is affected by the force of the change in the magnetic field at that location. This drives the posture of the base plate part corresponding to the laser scanning unit with that number to change accordingly. Through continuous feedback control, the posture of the laser scanning unit is adjusted in real time, so that the deviation of the y-coordinate value of the standard object in the contour information acquired by the laser scanning unit in the subsequent phase angle gradually tends to decrease. As the time stamp progresses, the three-dimensional point cloud data of the standard object acquired by the laser scanning unit gradually tends to become smoother. This achieves the effect of eliminating the impact of vibration disturbance when railway freight cars pass by on the accuracy of the three-dimensional point cloud data acquired by each laser scanning unit, so that each laser scanning unit can acquire stable and non-jumping contour information of the car body surface.

[0115] Optionally, during the calibration and acquisition attitude adjustment process, when the second adjustment block is electromagnetic, the control center adjusts the current of the first electromagnetic adjustment block to adjust the attitude of the base disk, and at the same time, adjusts the current of the second adjustment block at the corresponding position. The force generated between the second adjustment block and the second magnet under the influence of the adjustment is coupled with the force generated between the first electromagnetic adjustment block and the first magnet under the influence of the adjustment to form an adjustment torque, so that the attitude adjustment of the laser scanning unit end in the axial direction of the base disk, such as the height and tilt angle, can be realized, and the attitude adjustment of the base disk is stable and timely, avoiding attitude loss of control.

[0116] S504 controls a laser scanning turntable mounted on the frame to collect contour information of the surface of the railway freight car body passing through the frame, and receives the contour information of the railway freight car body surface returned by the laser scanning turntable.

[0117] For example, the control center treats different contour information with a phase angle difference of i×360° as contour information at the same position, where i is a positive integer.

[0118] The S505 uses the vehicle number recognition module controlled by the control center to collect the vehicle numbers of the carriages passing through the frame and receives the vehicle number information returned by the vehicle number recognition module.

[0119] The execution order of step S505 and steps S502 to S504 is not limited.

[0120] S506 performs preliminary processing of the vehicle body surface contour information through the control center, and transmits the vehicle number information and the preliminary processed vehicle body surface contour information to the data processing module.

[0121] In one implementation, the preliminary processing of the contour information by the control center includes: when there is a spatial point in a certain 3D point cloud data that is less than k×(NL) away from the end of the laser scanning unit that records the 3D point cloud data, the contour information including the 3D point cloud data is marked as invalid contour information and is not transmitted to the data processing module; where k is the masking coefficient and 0.9≤k≤1.1.

[0122] In one implementation, when the phase angle of the laser scanning unit is β when the end of the laser scanning unit is aligned with the opening edge of the shield, and the laser scanning unit will enter the opening area at the next moment, the contour information collected by the laser scanning unit with a phase angle between 360°×n+β+α and 360°×(n+1)+β is marked as invalid contour information and is not transmitted to the data processing module; where n is a non-negative integer.

[0123] In one implementation, when the attitude adjustment device adjusts the attitude of the base plate in real time under the feedback control of the control center, the feedback signal used does not include the three-dimensional point cloud data in the invalid contour information.

[0124] S507 uses a data processing module to reconstruct the three-dimensional information of the car body surface based on the contour information of the car body surface, and combines it with the car body size corresponding to the car number information to identify the loading status of each car of the railway freight car, and gives processing instructions based on the identification status.

[0125] For example, the loading status identification includes: whether each compartment has one or more of the following: the exterior of the freight car is bulging, the freight car is oversized, there are foreign objects inside the car, the bulk cargo is overloaded or off-center, the door of the boxcar is out of the groove, or the steel coil is loaded off-center.

[0126] In one implementation, the process of the data processing module reconstructing the three-dimensional information of the vehicle surface includes fusing the three-dimensional point cloud data of the vehicle surface from different perspectives collected by the laser scanning unit at different phase angles, thereby partially obtaining the three-dimensional information of the vehicle surface obscured by the occluded object.

[0127] For example, when the laser scanning unit is within the phase angle range of 360°×n+β to 360°×n+90°, it will acquire 3D point cloud data of the car body surface obscured by car body occlusions whose openings are in the same direction as the railway freight car's travel direction. When the laser scanning unit is within the phase angle range of 360°×n+90° to 360°×n+β+α, it will acquire 3D point cloud data of the car body surface obscured by car body occlusions whose openings are in the opposite direction to the railway freight car's travel direction. By fusing the car body surface contour information with phase angles in the above two ranges layer by layer, the 3D surface information of the car body surface obscured by occlusions can be obtained, thereby improving the accuracy and comprehensiveness of the 3D car body image.

[0128] The inventors discovered in their research that, in order to meet the technical requirements of non-stop inspection, conventional laser scanners and industrial cameras often suffer from motion blur and data misalignment when scanning high-speed (up to 80 km / h) railway freight cars. Furthermore, image acquisition devices such as laser scanners and 3D cameras are easily affected by environmental disturbances and the violent vibrations of passing freight cars when acquiring images of the car body contours. Combined with the car body's own bouncing caused by the vibrations, this often results in blurry and unclear images, making it difficult to form 3D point cloud data. More importantly, this shaking and bouncing can cause unpredictable oscillations in the acquired 3D point cloud data, even exceeding controllable thresholds, making subsequent 3D reconstruction difficult. This leads to 3D imaging distortion and bouncing, increasing the risk of misjudgment and missed detections. In complex working conditions, manual on-site observation and judgment are still required, affecting the overall efficiency of freight inspection operations at the station. In developing the laser scanning turntable of this application, the inventors discovered that maintaining a stable state relative to the target object while acquiring vehicle contour information is crucial for the laser scanning unit driven by a high-speed rotating base plate. Without overcoming this key technology, conventional 3D acquisition devices will suffer from the same problems as those encountered with environmental and vehicle-body disturbances, resulting in blurred, unclear, and inaccurate images. Furthermore, when using laser scanners and cameras to scan and acquire vehicle contours, blind spots caused by occlusions are frequently encountered, and the detection of such blind spots is often ineffective.

[0129] To address the aforementioned issues, this application adopts a concept of transforming dynamic processes into relative static ones, developing a laser scanning turntable with a unique structural form. The control center adjusts the base rotation speed of the laser scanning turntable in real time based on the train speed, achieving real-time synchronization between the linear velocity of the laser scanning unit during contour information acquisition and the passing speed of the railway freight car. This allows the laser scanning unit to acquire the contour information of the train body while remaining relatively stationary with the object being scanned (i.e., the railway freight car body), resolving issues such as motion blur and data misalignment that exist when scanning high-speed railway freight cars. Furthermore, this application also develops a unique attitude adjustment device, which continuously adjusts the base attitude in real time as the railway freight car enters the system laying area, continuing until the rear of the freight car leaves the system laying area. This real-time adjustment includes two stages: calibration attitude adjustment and acquisition attitude adjustment. In the calibration attitude adjustment stage, before the railway freight car begins to pass through the frame, the control center continuously adjusts the base attitude in real time using a static, straight track as a calibration reference, eliminating the impact of environmental disturbances on the accuracy of the 3D point cloud data acquired by each laser scanning unit. During the attitude adjustment phase, when the railway freight car passes through the frame, the control center continuously adjusts the attitude of the base plate in real time using the standard object of the dynamically acquired object—the car body—which is under continuous vibration, as the calibration reference. Through continuous feedback control, the attitude of each laser scanning unit is adjusted in real time, so that each laser scanning unit is in a "dynamically stable" state, eliminating the impact of vibration disturbance when the railway freight car passes through the frame on the accuracy of the three-dimensional point cloud data acquired by each laser scanning unit. The attitude adjustment in the above two stages adopts the concepts of "static equilibrium" and "dynamic equilibrium" respectively, gradually eliminating the impact of environmental disturbances and railway freight car vibrations on the accuracy of the 3D point cloud data collected by the laser scanning unit. Ultimately, this allows each laser scanning unit to achieve vibration synchronization with the dynamically vibrating object. This technology enables the laser scanning unit and the car body to achieve not only macroscopic speed synchronization but also microscopic disturbance synchronization, ultimately achieving the technical effect of static acquisition of dynamic objects. It solves the problems of blurry and unclear image acquisition, which is conducive to the efficient and accurate formation of 3D point cloud data. It also solves the industry-inherent problem of 3D point cloud data oscillation, avoiding 3D imaging distortion and jitter during 3D reconstruction, obtaining stable and accurate 3D images, reducing the risk of misjudgment and missed detection, and improving the overall freight inspection efficiency of the station. Thirdly, this application enables the laser scanning unit to continuously switch acquisition angles by rotating the base plate. Combined with the data processing module's fusion of the three-dimensional point cloud data of the vehicle surface acquired from different angles during the reconstruction of the vehicle surface's three-dimensional information, the three-dimensional information of the surface contour of the vehicle surface with occlusions can be obtained, thus solving the inherent problem that conventional video acquisition systems cannot detect blind spots in the field of view.

[0130] The embodiments of the present invention are not limited to the structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the present invention is limited only by the appended claims.

Claims

1. An intelligent detection system for the loading status of railway freight cars, characterized in that, include: The system consists of a frame, a 3D acquisition module, a vehicle number recognition module, an approaching vehicle start module, a speed measurement module, a control center, and a data processing module. The frame spans both sides of the track. The positions of the frame, the approaching vehicle start module, the vehicle number recognition module, and the speed measurement module constitute the system's installation area. The approaching vehicle start module and the speed measurement module are located at the front end of the system's installation area. The 3D acquisition module includes a laser scanning turntable and an attitude adjustment device. The laser scanning turntable is mounted on the frame and includes a base plate, laser scanning units, and a rotating shaft located at the center of the base plate. Multiple laser scanning units are mounted on the base plate and evenly distributed on the circumference centered on the rotating shaft. They are used to acquire contour information, including the contour information of the surface of the railway freight car body passing through the frame. The laser scanning units are oriented from the axis of the rotating shaft to the circumference. The base plate can drive the laser scanning units to rotate around the axis of the rotating shaft in the same direction as the railway freight car's travel direction. The vehicle number recognition module is located below the frame and is used to collect vehicle number information of the carriages passing through the frame; When a railway freight car enters the system's laying area, the approaching vehicle initiation module sends an approaching vehicle command to the control center. The control center then issues an initiation command to start the laser scanning turntable, speed measurement module, and vehicle number recognition module. Simultaneously, the speed measurement module collects the railway freight car's speed information in real time. Based on the obtained speed information, the control center adjusts the rotation speed of the base plate in real time, so that the linear speed of the laser scanning unit's end is controlled within the range of 5-80 km / h. This achieves real-time synchronization between the linear speed of the laser scanning unit when collecting contour information and the passing speed of the railway freight car. The control center is located at the base of the frame structure and is used to control the operation of various modules within the system. It receives contour information from the laser scanning unit and vehicle number information from the vehicle number recognition module, performs preliminary processing on the contour information, and transmits the vehicle number information and the preliminarily processed contour information to the data processing module. An angle sensor is installed on the axis of the laser scanning turntable to obtain the angle value of the turntable's rotation, thereby mapping the phase angle of each laser scanning unit. The contour information sent by the laser scanning unit includes 3D point cloud data, the laser scanning unit number, and the phase angle of the laser scanning unit when acquiring that 3D point cloud data. The contour information also includes a timestamp. The attitude adjustment device is set on at least one side of the two sides in the axial direction of the base plate. When the base plate rotates, it uses the three-dimensional point cloud data collected by each laser scanning unit as feedback signal to adjust the attitude of the base plate in real time under the feedback control of the control center. This enables real-time adjustment of the attitude of each laser scanning unit and eliminates the impact of environmental disturbances and vibration disturbances when railway freight cars pass on the accuracy of the three-dimensional point cloud data. The data processing module reconstructs the three-dimensional information of the car body surface based on the contour information of the railway freight car body, and combines it with the dimensions of the car body corresponding to the car number information to identify the loading status of each car of the railway freight car, and gives processing instructions based on the identification status.

2. The intelligent detection system for the loading status of railway freight cars according to claim 1, characterized in that, The distance between the end of the laser scanning unit and the center of the rotating shaft is L, which is in the range of 15-25 cm; the rotation speed of the base plate can be adjusted in the range of 0-30 rpm.

3. The intelligent detection system for the loading status of railway freight cars according to claim 1, characterized in that, The laser scanning turntable also includes a servo motor and a bearing housing; the rotating shaft is mounted on the bearing housing via a magnetic levitation bearing, and the servo motor drives the rotating shaft to rotate the base disk.

4. The intelligent detection system for the loading status of railway freight cars according to claim 2, characterized in that, A shield is provided on the outer side of the laser scanning turntable; the shield has a shielding part on the side facing away from the railway freight car, which shields the laser scanning unit that has rotated to the side facing away from the railway freight car; the maximum distance between the inner wall of the shielding part and the axis of rotation is N, and N is less than 45 cm; the shield has an opening on the side facing the railway freight car, and the opening angle α of the opening edge is in the range of 90-120°.

5. The intelligent detection system for the loading status of railway freight cars according to claim 4, characterized in that, The initial processing of contour information by the control center includes: when there is a spatial point in a certain 3D point cloud data that is less than k×(NL) away from the end of the laser scanning unit that records the 3D point cloud data, the contour information including the 3D point cloud data is marked as invalid contour information and is not transmitted to the data processing module; where k is the masking coefficient and 0.9≤k≤1.1; And / or, when the phase angle of the laser scanning unit is β when the end of the laser scanning unit is aligned with the opening edge of the shield, and the laser scanning unit will enter the opening area at the next moment, the contour information acquired by the laser scanning unit with a phase angle between 360°×n+β+α and 360°×(n+1)+β is marked as invalid contour information and is not transmitted to the data processing module; where n is a non-negative integer; When the attitude adjustment device adjusts the attitude of the base plate in real time under the feedback control of the control center, the feedback signal used does not include the three-dimensional point cloud data in the invalid contour information.

6. The intelligent detection system for the loading status of railway freight cars according to claim 1, characterized in that, The attitude adjustment device includes a first adjustment disk, which is a disc coaxial with the base disk. Multiple first electromagnetic adjustment blocks are evenly distributed along the circumference on the surface of the first adjustment disk facing the base disk, the number of which is not less than the number of laser scanning units. Multiple first magnets are evenly distributed along the circumference on the surface of the base disk opposite to the first adjustment disk, the number of which and their distance from the rotation axis correspond to the number of first electromagnetic adjustment blocks. The control center independently and in real-time adjusts the current direction and magnitude of each first electromagnetic adjustment block based on feedback signals, thereby achieving real-time adjustment of the base disk's attitude and consequently, real-time adjustment of the attitude of each laser scanning unit. The attitude of the laser scanning unit includes the height and tilt angle of the laser scanning unit's end point along the axial direction of the base disk when the base disk rotates to a certain phase angle.

7. The intelligent detection system for the loading status of railway freight cars according to claim 6, characterized in that, The attitude adjustment device also includes a second adjustment disk, which is a disc coaxial with the base disk. The second adjustment disk and the first adjustment disk are respectively arranged on both sides of the base disk in the axial direction. Multiple second adjustment blocks are arranged on the surface of the second adjustment disk facing the base disk, and multiple second magnets are arranged on the surface of the base disk opposite to the second adjustment disk. The number and position of the second adjustment blocks and the second magnets correspond to the first electromagnetic adjustment blocks and the first magnets. The second adjustment blocks are in the form of electromagnetic or permanent magnets. When the second adjustment blocks are in the form of electromagnetic blocks, the control center independently adjusts the current direction and magnitude of each second adjustment block in real time according to the feedback signal to realize the real-time adjustment of the attitude of the base disk.

8. A method for intelligent detection of the loading status of railway freight cars, applied to the intelligent detection system for the loading status of railway freight cars as described in any one of claims 1-7, characterized in that, include: In response to the entry of railway freight cars into the system's laying area, the system sends an arrival command to the control center via the arrival start module; the speed of railway freight cars in the system's laying area is within the range of 5-80 km / h. The control center receives train arrival instructions and responds to these instructions by controlling the base of the laser scanning turntable to rotate the laser scanning unit around the axis of the rotating shaft, and controlling the speed measurement module to collect the speed information of railway freight cars in real time. The control center receives speed information returned by the speed measurement module and adjusts the rotation speed of the base plate in real time based on the obtained speed information to achieve real-time synchronization between the linear speed at the end of the laser scanning unit and the passing speed of the railway freight car. The control center controls a laser scanning turntable mounted on the frame to collect contour information of the surface of the railway freight car body passing through the frame, and receives the contour information of the railway freight car body surface returned by the laser scanning turntable. The control center controls the vehicle number recognition module to collect the vehicle numbers of the carriages passing through the frame and receives the vehicle number information returned by the vehicle number recognition module. The control center performs preliminary processing on the contour information of the vehicle body surface and transmits the vehicle number information and the preliminary processed contour information of the vehicle body surface to the data processing module. The data processing module reconstructs the three-dimensional information of the car body surface based on the contour information of the car body surface, and combines it with the car body size corresponding to the car number information to identify the loading status of each car of the railway freight car, and gives processing instructions based on the identification status.

9. The intelligent detection method for the loading status of railway freight cars according to claim 8, characterized in that, While controlling the rotation of the base plate, the control center also controls the attitude adjustment device to continuously adjust the attitude of the base plate in real time until the tail of the railway freight car leaves the system laying area; this real-time adjustment includes calibrating attitude adjustment and collecting attitude adjustment data. Before the railway freight cars begin to pass the frame, the laser scanning unit that rotates with the base plate continuously collects the contour information of the track near the frame. The control center uses the three-dimensional point cloud data in the track contour information as feedback signal to control the attitude adjustment device to continuously calibrate and adjust the attitude of the base plate, eliminating the impact of environmental disturbances on the accuracy of the three-dimensional point cloud data collected by each laser scanning unit. During the passage of the railway freight car through the frame, the laser scanning unit, which rotates with the base plate, continuously collects the contour information of the railway freight car body surface. The control center uses the 3D point cloud data of the standard object in the contour information of the car body surface as a feedback signal to control the attitude adjustment device to continuously adjust the attitude of the base plate. The standard object is the top edge or bottom edge of the car body. Through continuous feedback control, the attitude of each laser scanning unit is adjusted in real time, so that the 3D point cloud data of the standard object collected by each laser scanning unit gradually becomes smooth, eliminating the impact of vibration disturbance when the railway freight car passes through the frame on the accuracy of the 3D point cloud data collected by each laser scanning unit, so that each laser scanning unit collects stable and non-jumping contour information of the car body surface.

10. The intelligent detection method for the loading status of railway freight cars according to claim 8, characterized in that, The data processing module reconstructs the three-dimensional information of the vehicle surface by fusing the three-dimensional point cloud data of the vehicle surface from different perspectives collected by the laser scanning unit at different phase angles layer by layer, thereby partially obtaining the three-dimensional information of the vehicle surface that is occluded by the occluded object.

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