FRD data acquisition system for monitoring running state of tail of train based on ultra-high frequency identification

Abstract

This disclosure provides a FRD (Frequency Radio Frequency) data acquisition system for monitoring the operational status of train tails based on UHF RFID, relating to the field of railway monitoring technology. The system includes a back-end monitoring unit, train tail device tags, and an FRD data acquisition unit. The train tail device tags are installed on the train tail device host, and the FRD data acquisition unit is installed on the sleepers. The train tail device tags are read by the UHF RFID card reader module in the FRD data acquisition unit, and the train tail information is sent to the back-end monitoring unit. The FRD data acquisition unit has a train detection module, used to activate the UHF RFID card reader module when a train is detected. It also includes a dynamic adjustment module connected to the UHF RFID card reader module and the train detection module. When the train detection module detects a train, it activates the dynamic adjustment module. The dynamic adjustment module controls the UHF RFID card reader module based on a generated dynamic wake-up time and card reader window duration. This disclosure further provides data support for centralized information management of railways.

Description

Technical Field

[0001] This disclosure relates to the field of railway monitoring technology, and in particular to a FRD data acquisition system for monitoring the tail-end operation status of trains based on ultra-high frequency identification. Background Technology

[0002] The FRD data collector is an RFID information collection device for the rear of trains, primarily used to collect information from the rear of freight cars in operation. By matching the collected information with a backend database, it clearly displays information about the main unit and accessories currently installed on the locomotive. The train rear safety protection device is a specialized transportation safety device developed to improve railway transportation safety when the rear of freight trains is unattended after the removal of guard cars. This device utilizes computer coding, wireless remote control, voice synthesis, and computer processing technology to ensure safe train operation. It is also an important piece of railway traffic equipment, significantly improving vehicle safety.

[0003] FRD (Front End Relay) data collectors are mainly installed on the tracks at the entrances and exits of railway stations. When the RFID tag at the rear of a train pulled by a locomotive passes the collector on this track, the dynamic information of the train's rear is collected by identifying the information on the RFID tag on the RFID tag. The data is then transmitted back to the service center via the 4G function of the FRD data collector, achieving dynamic updates of the train's rear information, improving management, and further ensuring freight transport safety. Currently, only during operations are the train's rear device and train number information manually recorded; there is no background record of the train's position or running status.

[0004] Currently, the tail-end device moves along the track with the train, and management personnel cannot keep track of its operating section in real time. Without a device management backend, it is impossible to view information about the corresponding equipment and battery accessories in real time. The tail-end host may move out of the station area under the jurisdiction of the railway bureau with the train, making it difficult to track back and causing unnecessary safety hazards if not detected in time. Summary of the Invention

[0005] This disclosure provides a train tail operation status monitoring FRD data acquisition system based on ultra-high frequency identification, which solves the problems that managers cannot grasp the section where the train is running in real time, and that there is no equipment management backend to view information such as corresponding equipment and battery accessories in real time. The technical solution is as follows:

[0006] This disclosure discloses a train tail operation status monitoring FRD data acquisition system based on ultra-high frequency identification, which specifically includes: a background monitoring unit, a train tail device tag, and an FRD data acquisition device;

[0007] The tail device label is installed on the tail device host, and the FRD data collector is installed on the sleeper;

[0008] The FRD data acquisition unit reads the tag of the tail device by the ultra-high frequency RFID card reading module and sends the obtained tail information to the server of the background monitoring unit through the wireless communication module.

[0009] The FRD data collector is also equipped with a train detection module, which is used to activate the UHF RFID card reader module to read the card when a train is detected.

[0010] It also includes a dynamic adjustment module, which is connected to the UHF RFID card reader module and the train detection module. The dynamic adjustment module is activated after the train detection module detects a train. The dynamic adjustment module controls the start and stop of the UHF RFID card reader module by generating a dynamic wake-up time and a card reader window duration.

[0011] Furthermore, an FRD data acquisition device is also installed at the entrance of the tail-end maintenance workshop;

[0012] The FRD data acquisition unit includes an MCU and an ultra-high frequency RFID card reader module, a wireless communication module, a train detection module, and a power supply module connected to the MCU;

[0013] The MCU uses an STM32L152 chip.

[0014] Furthermore, the UHF RFID card reader module includes an UHF RFID module and an RFID antenna module connected thereto, and adopts a separate design for the UHF RFID module and the RFID antenna module connected thereto.

[0015] The UHF RFID reader module supports the ISO18000-6C protocol and controls the reading distance between the UHF RFID reader module and the tag at the end of the column by adjusting the output power.

[0016] Furthermore, the wireless communication module includes a 4G communication module and a LoRa communication module; wherein,

[0017] The 4G communication module includes an AIR780 module, which is connected to a 4G communication antenna;

[0018] The LoRa communication module uses an SX1262 wireless module and is connected to a LoRa communication antenna.

[0019] Furthermore, the train detection module uses wheelset sensors to monitor the train wheels, or millimeter-wave radar to monitor the train body.

[0020] Furthermore, the power module includes a 12V battery pack to power the FRD data acquisition unit and supports solar panel charging and AC 220V charging.

[0021] The distance between the solar panel and the train track is greater than or equal to 6 meters.

[0022] Furthermore, the MCU is also connected to a detachment detection module and a reed switch;

[0023] The detachment detection module is used to determine whether the FRD data acquisition device is turned on based on the detection of the reed switch. The reed switch is used to restart the acquisition system without contact.

[0024] Furthermore, the tag of the tail device adopts a circular design, the circular ring includes a double-layer shell, and the RFID tag is encapsulated inside the shell;

[0025] The tail device label is equipped with screws and air ducts to secure the tail device label to the tail device host; the gaps at the RFID tag and air duct joints are filled and reinforced with glue.

[0026] Furthermore, the background monitoring unit includes a server and a monitoring terminal;

[0027] The server receives information sent by the FRD data collector via a wireless communication device, and simultaneously monitors the operating status of the FRD data collector.

[0028] Furthermore, it also includes a dynamic adjustment module, which is connected to the FRD data acquisition unit for data interaction;

[0029] The dynamic adjustment module is used to perform the following steps:

[0030] The system acquires environmental temperature and humidity, rain and snow conditions, and electromagnetic interference status, and performs preprocessing to obtain environmental data.

[0031] The environmental status level is calculated based on the environmental data, and the train speed and direction of travel are calculated based on the distance between two adjacent wheel sensors and the time difference between their triggering.

[0032] The target train is identified by matching the train's speed, direction of travel, and corresponding time with the train schedule, and then determined based on the target train's travel information.

[0033] The parameter mapping table is queried according to the train running speed, train running direction and environmental status level to obtain the coefficients in the preset compensation formula, and the dynamic wake-up time and card reading window duration are calculated based on the compensation formula.

[0034] The dynamic wake-up time and card reading window duration are transmitted to the UHF RFID card reading module to record the train speed, train direction, environmental status level, dynamic wake-up time and card reading window duration for each train operation.

[0035] Based on the collected tag information and the recorded tail device tag settings of the target train, the optimal coefficients of the compensation formula under different train operating speeds, train operating directions, and environmental condition levels are analyzed using machine learning algorithms and fed back to the parameter mapping table.

[0036] This disclosure has the following advantages:

[0037] This disclosure uses an FRD data collector to collect the tag of the tail device and transmits the collected tail information to the background monitoring unit, which further standardizes the safe use of the tail device, clearly displays the usage information of the tail device in the station section, improves the data-driven use of the tail device, increases the transparency of the use of the tail device, and ensures the safety of train operation.

[0038] This disclosure also includes a train detection module and a dynamic adjustment module. After detecting a train, the train detection module can either directly activate the UHF RFID card reader module to read the card, or first calculate the dynamic wake-up time and card reading window duration through the dynamic adjustment module before collecting the tag from the tail device. This improves the identification accuracy, fundamentally avoids data confusion, and avoids energy waste caused by frequent invalid wake-ups by waking up on demand.

[0039] This disclosure can provide a data interface for the station equipment management platform, further providing data support for the centralized information management of railways; it improves the management methods for the end-of-train equipment, further enhancing the added value of the equipment, and can display the information of the end-of-train equipment in real time. Attached Figure Description

[0040] Figure 1 This is a schematic diagram of the FRD data acquisition system for monitoring the tail-of-train operation status based on ultra-high frequency identification;

[0041] Figure 2 This is a flowchart of the workflow of the FRD data acquisition device;

[0042] Figure 3 This is a flowchart illustrating the abnormal workflow of the FRD data acquisition device;

[0043] Figure 4 This is a hardware block diagram of the FRD data acquisition unit;

[0044] Figure 5 This is a schematic diagram of the appearance of the ultra-high frequency RFID module;

[0045] Figure 6 This is a schematic diagram of the MCU;

[0046] Figure 7 This is a schematic diagram of the 4G communication module;

[0047] Figure 8This is a schematic diagram of the LoRa module;

[0048] Figure 9 This is a schematic diagram of the ranging radar.

[0049] Figure 10 This is a schematic diagram of the power module;

[0050] Figure 11 This is a schematic diagram of the installation of the solar panel;

[0051] Figure 12 This is a circuit diagram of the shedding detection module;

[0052] Figure 13 This is a schematic diagram of the reed switch;

[0053] Figure 14 This is a schematic diagram of the appearance of the RFID tag. Detailed Implementation

[0054] like Figure 1 As shown, the FRD data acquisition system for monitoring the running status of the tail of the train based on ultra-high frequency identification includes a background monitoring unit, a tail device tag, and an FRD data acquisition device.

[0055] The background monitoring unit consists of a server and a monitoring terminal. It receives information from the FRD data collector via wireless communication equipment, and can view the tail device tag information of the main unit at the end of the train passing through the track in the background. At the same time, it can monitor the operating status of the FRD data collector, making it convenient to monitor its operation.

[0056] End-of-line device tag: An RFID tag is installed on the main unit of the end-of-line device to realize the identification function of the end-of-line device. The identification includes the end-of-line number information.

[0057] FRD Data Acquisition Unit: Equipped with an UHF RFID reader module, a wireless communication module, and a train detection module. Mounted on a train sleeper, the FRD data acquisition unit uses the UHF RFID reader module to read tags installed at the rear of the train and transmits the data to a server via the wireless communication module. The FRD data acquisition unit uses the train detection module to determine the presence of a moving train. Normally operating in low-power mode, it activates the UHF RFID reader module only when a train is detected, or via a dynamic adjustment module after a train is detected. The FRD data acquisition unit is powered by solar energy.

[0058] Furthermore, this data acquisition system displays the tail numbers of trains running in different sections. At the same time, an FRD data acquisition device is also installed at the entrance of the tail maintenance workshop. When train equipment returns to the warehouse for maintenance, the system automatically registers the tail number and displays all the tail equipment in use and under maintenance on the monitoring terminal, which makes it convenient for dispatchers to keep track of the tail usage in real time.

[0059] The system also features an electronic fence function. If a train forgets to replace its tail device at the junction of different railway bureaus, the FRD data collector will detect the passing tail device and the system will immediately sound an alarm to remind management personnel and prevent the loss of tail devices within the railway bureau.

[0060] like Figure 2 As shown, the train detection module in the FRD data collector continuously monitors for passing trains. When a train is detected, the power to the UHF RFID card reader module is turned on to read the card. The train tail information from the end-of-train device tag is then transmitted to the server via the wireless communication module. After the card reading is completed or fails due to timeout, the power to the UHF RFID card reader module is turned off, entering a low-power mode. The FRD data collector periodically sends host information and heartbeats to the server. The heartbeat refers to the FRD host periodically sending its own status information to the server when no train tail host is detected, informing the backend of the current device status and letting the backend know that the device is still working normally, just without detecting train tail host data.

[0061] Combination Figure 3 As shown, the FRD data collector is inevitably subject to damage or unauthorized movement during operation, thus requiring anomaly detection. Activating the looseness detection switch on the FRD data collector activates the Global Navigation Satellite System (GNSS) power supply for positioning, transmitting positioning information to the server in real time. Simultaneously, a status alarm is triggered in the background. The location of the alarm device can also be shared via a mobile app, allowing one-click navigation to the alarm device's location, improving system security. If positioning fails, base station positioning data is sent to the server for auxiliary positioning.

[0062] like Figure 4 As shown, the FRD data acquisition unit adopts an integrated design, including an MCU and an ultra-high frequency RFID module, a wireless communication module, a train detection module, a detachment detection module, and a power supply module, all connected to the MCU. The FRD data acquisition unit has the function of reading RFID tags from the train tail host and battery; it has 4G communication capabilities; it has an ultra-high frequency RFID module fault detection function; it has a system power acquisition function; it can send its own status information and the identified train tail host tag information to a designated backend; it has low-power power management capabilities; and it can meet the application requirements for long-term outdoor operation.

[0063] like Figure 5 The UHF RFID module and its connected RFID antenna module constitute an UHF RFID reader module. The UHF RFID reader module uses a long-range UHF RFID reader, employing a separate design for the UHF RFID module and its connected RFID antenna module. It supports the ISO18000-6C protocol, has a reading distance of 0-20 meters, a maximum output power of 30dBm, and the reading distance between the UHF RFID reader module and the tag at the end of the column can be controlled by adjusting the output power. It is IP68 waterproof and dustproof, and has a lightning protection rating of 6000V. The UHF RFID long-range reader has a built-in high-gain circularly polarized antenna, expanding the signal reception range. It has minimal requirements on tag orientation, supports continuous identification of multiple tags, and features a wide antenna radiation range and high sensitivity. Only a waterproof power supply connector is exposed on the casing, facilitating on-site installation and debugging while ensuring the device's waterproof operation. In addition, the FRD data collector adds dual fault detection for the UHF RFID module. When the module power supply is abnormal, the FRD data collector outputs abnormal information. In addition, when the interface communication fails, the FRD data collector also issues an abnormal alarm. The background management system can promptly report repairs based on the alarm status, thereby improving the system's safety early warning.

[0064] like Figure 6 As shown, the MCU uses the STM32L152 chip, which provides dynamic voltage regulation, ultra-low power clock oscillator, LCD interface, comparator, DAC and hardware encryption functions.

[0065] like Figure 7 As shown, the 4G communication module includes an AIR780 module. The wireless communication module of the FRD data acquisition device includes a 4G communication module and a LoRa communication module. The 4G communication module is connected to a 4G communication antenna module, and the LoRa communication module is connected to a LoRa communication antenna module. Using a 4G communication module in the wireless communication module results in a more stable wireless communication signal and higher communication quality. In one embodiment, as... Figure 8 As shown, the new generation LoRa module SX1262 is also used for wireless configuration parameters. SX1262 has improved performance compared to SX1278, with better power efficiency, lower power consumption, and support for more spreading coefficients and larger data buffers.

[0066] The train detection module is used to wake up the FRD data collector when the train passes by. The FRD data collector's UHF RFID card reader module has high power consumption, requiring 5V / 1A in normal card reading mode, which is very high for the charging system. Since the end-of-train devices are located at the rear of the carriages, the FRD data collector can be woken up directly when the train head passes by, activating the UHF RFID card reader module. When the RFID tag of the end-of-train host passes the card reader location, it can be captured. After the train leaves the detection area, the FRD data collector returns to sleep mode.

[0067] There are two specific implementation schemes for the train detection module. The first scheme uses wheelset sensors to monitor the train wheels. The detection principle is that the system uses non-contact metal detection sensors, meaning the wheelset sensors are installed on the main rail. When a wheel passes over the wheelset sensor, a sensing response is generated, thereby waking up the system. This sensor has low power consumption, almost negligible, and uses non-contact sensing to ensure driving safety. Furthermore, the sensor only reacts to metal, avoiding false triggering and further ensuring system stability. The wheelset sensors are also simple to install, with dedicated clamps, ensuring a secure and reliable installation. Preferably, at least two wheelset sensors are used. The second scheme uses millimeter-wave radar to monitor the train body, such as... Figure 9 As shown, the train detection module uses millimeter-wave ranging radar, which can detect the movement of objects within a small range at the millimeter level. It is also highly moisture-proof, dust-proof, and anti-interference, and can penetrate acrylic, glass, plastic, and other thin non-metallic materials. It is easy to integrate into the housing without the need for a separate housing or additional debugging. However, the radar detects moving objects, and will output signals to passing garbage, people, etc., which will cause the system to wake up more often and increase the power consumption of the system. Therefore, the first method is chosen as the preferred option.

[0068] In addition, this disclosure also includes a dynamic adjustment module, which is connected to the UHF RFID card reader module and the train detection module for data interaction. The train detection module starts the dynamic adjustment module after detecting a train. The dynamic adjustment module controls the start and stop of the UHF RFID card reader module by generating a dynamic wake-up time and a card reader window duration.

[0069] In this disclosure, the UHF RFID card reader module can be directly activated by the train detection module for card reading. Alternatively, the train detection module can first activate the dynamic adjustment module, which calculates the dynamic wake-up time and card reading window duration and feeds the calculation results back to the UHF RFID card reader module for start-up and shutdown. This can maximize the reliability of card reading, slow down the aging of the UHF RFID module, extend the battery life, and ensure the long-term stable and reliable use of the system.

[0070] Specifically, the dynamic adjustment module is mainly used to adjust the power-on time and power-on delay time of the FRD data acquisition unit in real time according to the environment. In one specific embodiment, the dynamic adjustment module is used to perform the following steps:

[0071] S1. Acquire environmental temperature and humidity, rain and snow conditions, and electromagnetic interference status, and perform preprocessing to obtain environmental data;

[0072] (1) The ambient temperature and humidity can be obtained by connecting an external temperature and humidity sensor to the pin of the FRD data collector. The data is collected every 3 seconds, and the environmental conditions are determined based on the acquired temperature and humidity.

[0073] (2) Rain and snow conditions can be determined based on the signal characteristics of the wheelset sensors. The stability and trigger rate of the wheelset sensors' trigger signals are directly related to the accuracy of train status perception. Under severe weather conditions such as rain and snow, the signal characteristics of the wheelset sensors will change significantly, and it is necessary to make a judgment by analyzing the pulse width fluctuations and trigger rates.

[0074] In this disclosure, at least two wheelset sensors can be configured. The pulse width can be obtained from the signal waveform of the wheelset sensor, specifically the time interval from the detection of the axle to the signal recovery baseline. The pulse width fluctuation is obtained by calculating the standard deviation of multiple pulse widths. The trigger rate is obtained by calculating the actual number of triggers and the theoretical number of triggers of the wheelset sensor. The theoretical number of triggers can be calculated using the train car distribution and the train's transit time.

[0075] Due to rainwater, snow, etc. on the rail surface, the medium distribution between the wheelset sensor and the wheel axle is uneven. The rising and falling edges of the signal will change randomly over time, or some wheel axles will not reach the trigger threshold of the wheelset sensor.

[0076] In one specific embodiment, it is determined whether the standard deviation of multiple pulse widths is less than or equal to a first preset value; if so, then:

[0077] Determine if the trigger rate is 1. If the trigger rate is 1, the weather is considered normal (wheelset sensors are working normally, and there is no water or snow accumulation on the rail surface). If the trigger rate is not 1, determine if the collected temperature and humidity are within the specified range. Use temperature and humidity to help determine whether it is a fault or an environmental factor. If it is within the specified range, it is considered rainy or snowy weather; otherwise, it is considered a wheelset sensor fault.

[0078] If not, then:

[0079] This indicates abnormal pulse width fluctuation. Enter the fluctuation range check: Determine if the pulse width is within the preset fluctuation range. If it is within the preset fluctuation range, determine if the collected temperature and humidity meet the range. If they meet the range, determine if it is rainy or snowy weather; otherwise, determine if the wheelset sensor is faulty.

[0080] (3) Electromagnetic interference can be judged by the signal strength received by the UHF RFID reader module. The signal strength is judged to meet the preset strength level. Different preset strength levels correspond to different interference levels. For example, if the signal strength fluctuates drastically between -40dBm and -60dBm with a fluctuation range greater than 10dB, it is strong interference; if the signal strength jumps between -45dBm and -55dBm with a fluctuation range of 6-10dB, it is weak interference; if the signal strength changes slowly between -45dBm and -50dBm with a fluctuation range less than or equal to 5dB, it is no interference.

[0081] Preprocessing includes operations such as removing outliers, smoothing filtering, and data standardization to improve the reliability and consistency of the data, which will not be elaborated on here.

[0082] S2. Calculate the environmental state level based on the environmental data, and calculate the train speed and train direction based on the distance between two adjacent wheel sensors and the time difference between their triggering.

[0083] In one specific embodiment, the steps for calculating the environmental state level are as follows:

[0084] Based on the real-time temperature and humidity values ​​collected by the temperature and humidity sensors, a predefined temperature and humidity status mapping table is consulted to obtain the temperature and humidity status level. High temperature and high humidity may cause surface condensation, leading to short circuits or degraded antenna performance; low temperature may affect battery discharge performance.

[0085] The rain and snow condition level is determined based on the rain and snow conditions and the preset rain and snow mapping table.

[0086] The interference level is determined based on the electromagnetic interference situation and the preset interference mapping table.

[0087] The final environmental state level can be calculated by taking the largest decision function, so as to ensure that sufficiently proactive compensation measures can be taken when any environmental factor deteriorates, thereby ensuring reliable operation even under the most unfavorable conditions.

[0088] The train's speed is the ratio of the distance between two adjacent wheel sensors to the time difference between their triggering. The train's direction of travel can be easily determined by comparing the triggering order of two adjacent wheel sensors.

[0089] S3. Match the train's speed, direction of travel, and corresponding time with the train schedule to confirm the target train.

[0090] By matching the detected train speed, direction, and time with the planned train schedule, a unique target train is identified, ensuring that subsequent train tail information can be correctly linked to this target train. The key operating parameters of the target train are accurately obtained and isolated from background interference, providing a unique object for subsequent precise control.

[0091] S4. Query the parameter mapping table set according to the train running speed, train running direction and environmental status level, obtain each coefficient in the preset compensation formula, and calculate the dynamic wake-up time and card reading window duration based on the compensation formula.

[0092] It should be noted that the train speed determines the time window for the tail of the train to pass through the detection area; the train's direction of travel determines the relative position and timing between the tail of the train and the detection equipment, which can serve as a supplement to the scenario based on speed, ensuring that the speed can match the actual needs under different operating conditions, such as uniform or decelerated entry into the station, shunting, etc.; the environment will affect the detection capability of the hardware, and if only a single dimension is adapted, there will be a risk of missed readings and misreadings.

[0093] The parameter mapping table defines different coefficient values ​​for the compensation formula under different scenario dimensions (i.e., corresponding to different train speeds, train directions, and environmental state levels).

[0094] In this disclosure, multidimensional influencing factors need to be mapped linearly or nonlinearly onto the compensation formula. The coefficients of the compensation formula can be calibrated through multiple rounds of experiments, thereby ensuring that the tail tags of trains passing through at high speeds in adverse weather conditions can be read completely and accurately. At the same time, it avoids invalid card reading for too long on slow trains in good conditions, thus saving resources.

[0095] For example, the compensation formula for dynamic wake-up time is as follows:

[0096] ,

[0097] Where T represents the dynamic wake-up time, and t represents the baseline wake-up time based on the train's direction of travel, i.e., the basic waiting time from detecting the train head to waking up the FRD data collector, which can be set according to actual conditions; the baseline wake-up time value is larger for the departure direction. , Here, represents a coefficient, E is the environmental condition level, and v represents the train speed. This represents the speed compensation term; the faster the speed, the larger the value. This represents the environmental compensation item; the worse the environment, the larger the value.

[0098] The compensation formula for the card reader window duration is as follows:

[0099] ,

[0100] in, Indicates the duration of the card reader window. This indicates the baseline window duration based on the train's direction of travel, and the basic working duration after the UHF RFID reader module is turned on. It can be set according to the actual situation. and denoted by a coefficient, and L represents the maximum length of the train. Similarly, for the environmental compensation item, the worse the environment, the longer the window duration is needed to ensure tag capture. This indicates the train length compensation amount, ensuring that tag information can still be read while the rear of the train has completely passed.

[0101] S5. Transmit the dynamic wake-up time and card reading window duration to the UHF RFID card reading module and record the train running speed, train running direction, environmental status level, dynamic wake-up time and card reading window duration for each train.

[0102] The dynamic adjustment module feeds back the dynamic wake-up time and card reading window duration to the train detection module in the FRD data collector. After waiting for the dynamic wake-up time, the train detection module wakes up the UHF RFID card reading module, and the UHF RFID card reading module continuously collects data for the card reading window duration to ensure the integrity of tag collection.

[0103] S6. Based on the collected tag information and the recorded tail device tag settings of the target train, analyze the optimal coefficients of the compensation formula under different train operating speeds, train operating directions, and environmental condition levels using machine learning algorithms, and feed them back to the parameter mapping table.

[0104] By comparing the collected label information with the set label information of the column tail device, we can determine whether the collection was successful or not. Then, we use machine learning algorithms to analyze the optimal setting of coefficients under different scenarios and update the data accordingly.

[0105] like Figure 10 As shown, the power module is the power supply device that ensures the normal operation of the data acquisition system disclosed herein. The power module supports both solar panel charging and AC 220V charging, and uses a 12V battery pack. Normally, the 12V battery pack powers the FRD data acquisition unit. The battery pack and power management module are encapsulated in a sealed battery box, making the entire system waterproof and dustproof, and placed below the solar panel to fully utilize the solar panel's protective function. External power supply uses a waterproof connector, outputting a low-voltage DC 12V to ensure the equipment's power supply safety. Figure 11 As shown, the solar panels installed on site do not encroach on the power lines, do not affect driving safety, and are at least 6 meters away from the train tracks.

[0106] Furthermore, the MCU of the FRD data acquisition unit is also connected to a FLASH module, LED indicators, a detachment detection module, and a reed switch. The FLASH module is used to store data, and the LED indicators are used to indicate the working status. Figure 12 As shown, the detachment detection module is based on reed switch detection and is used to determine whether the FRD data acquisition unit has been turned on. Another set of reed switches is used for non-contact system restart, reconfiguring system parameters during the bootloader period, such as adjusting the operating mode and configuring the ID, without needing to disassemble the casing for configuration.

[0107] Figure 13 This is a circuit diagram of the reed switch. There is one set of reed switch detection ports on each of the left and right sides of the inner casing circuit board. Looseness detection: During installation, a magnet is attached to the sleeper at the bottom of the outer casing. When the outer casing is removed, the reed switch on the circuit board cannot detect the magnet, and the internal circuitry will immediately drive the system to send a looseness alarm.

[0108] When the FRD data collector is running, it is activated when a train enters the detection area. The FRD data collector then begins detection and sends the detected data to the backend. After the train leaves the detection area, the FRD data collector shuts down the 4G and UHF RFID modules and enters a low-power mode. After installation and operation, the FRD data collector's casing has a loosening / detachment detection feature. If any abnormality occurs, such as the device falling off, it promptly sends a notification to the backend for personnel to inspect.

[0109] like Figure 14 As shown, the main unit of the tail-end device uses a specially designed tag for identification. The tag uses a ring design with a double-layer shell to encapsulate the RFID tag inside, and is secured with four screws and a duct. To install the tag, the duct on the main unit is removed, the RFID tag is inserted into the duct, the tag chip is aligned, and the four screws are used to fix the RFID tag to the duct connector. The gap between the RFID tag and the duct connector can be filled and reinforced with glue. After installation, the duct is reinstalled on the main unit.

[0110] This disclosure uses an FRD data collector to collect the tag of the tail device and transmits the collected tail information to the background monitoring unit, which further standardizes the safe use of the tail device, clearly displays the usage information of the tail device in the station section, improves the data-driven use of the tail device, increases the transparency of the use of the tail device, and ensures the safety of train operation.

[0111] This disclosure also includes a train detection module and a dynamic adjustment module. After detecting a train, the train detection module can either directly activate the UHF RFID card reader module to read the card, or first calculate the dynamic wake-up time and card reading window duration through the dynamic adjustment module before collecting the tag from the tail device. This improves the identification accuracy, fundamentally avoids data confusion, and avoids energy waste caused by frequent invalid wake-ups by waking up on demand.

[0112] This invention is easy to install, uses wireless communication and solar power, avoids laying cables, facilitates product promotion, and further expands the company's product line.

[0113] This disclosure can provide a data interface for the station equipment management platform, further providing data support for the centralized information management of railways; it improves the management methods for the end-of-train equipment, further enhancing the added value of the equipment, and can display the information of the end-of-train equipment in real time.

Claims

1. A system for collecting FRD data based on ultra-high frequency identification of running state of the tail of a train, characterized in that, This includes a background monitoring unit, a tail device label, and an FRD data collector; The tail device label is installed on the tail device host, and the FRD data collector is installed on the sleeper; The FRD data acquisition unit reads the tag of the tail device by the ultra-high frequency RFID card reading module and sends the obtained tail information to the server of the background monitoring unit through the wireless communication module. The FRD data collector is also equipped with a train detection module, which is used to activate the UHF RFID card reader module to read the card when a train is detected. It also includes a dynamic adjustment module, which is connected to the UHF RFID card reader module and the train detection module. The dynamic adjustment module is activated after the train detection module detects a train. The dynamic adjustment module controls the start and stop of the UHF RFID card reader module by generating a dynamic wake-up time and a card reader window duration. The dynamic adjustment module is used to perform the following steps: The system acquires environmental temperature and humidity, rain and snow conditions, and electromagnetic interference status, and performs preprocessing to obtain environmental data. The environmental status level is calculated based on the environmental data, and the train speed and direction of travel are calculated based on the distance between two adjacent wheel sensors and the time difference between their triggering. The target train is confirmed by matching the train's speed, direction of travel, and corresponding time with the train schedule. The parameter mapping table is queried according to the train running speed, train running direction and environmental status level to obtain the coefficients in the preset compensation formula, and the dynamic wake-up time and card reading window duration are calculated based on the compensation formula. The dynamic wake-up time and card reading window duration are transmitted to the UHF RFID card reading module to record the train speed, train direction, environmental status level, dynamic wake-up time and card reading window duration for each train operation. Based on the collected tag information and the recorded tail device tag settings of the target train, the optimal coefficients of the compensation formula under different train operating speeds, train operating directions, and environmental condition levels are analyzed using machine learning algorithms and fed back to the parameter mapping table.

2. The FRD data acquisition system for monitoring the tail-of-train operation status based on ultra-high frequency identification as described in claim 1, characterized in that, An FRD data acquisition device is also installed at the entrance of the tail maintenance workshop; The FRD data acquisition unit includes an MCU and an ultra-high frequency RFID card reader module, a wireless communication module, a train detection module, and a power supply module connected to the MCU; The MCU uses an STM32L152 chip.

3. The FRD data acquisition system for monitoring the train tail operation status based on ultra-high frequency identification as described in claim 1, characterized in that, The UHF RFID reader module includes an UHF RFID module and an RFID antenna module connected thereto, and adopts a separate design for the UHF RFID module and the RFID antenna module connected thereto. The UHF RFID reader module supports the ISO18000-6C protocol and controls the reading distance between the UHF RFID reader module and the tag at the end of the column by adjusting the output power.

4. The ultra-high frequency identification based train end running status monitoring (FRD) data acquisition system according to claim 1, characterized in that, The wireless communication module includes a 4G communication module and a LoRa communication module; wherein... The 4G communication module includes an AIR780 module, which is connected to a 4G communication antenna; The LoRa communication module uses an SX1262 wireless module and is connected to a LoRa communication antenna.

5. The FRD data acquisition system for monitoring the tail-of-train operation status based on ultra-high frequency identification as described in claim 1, characterized in that, The train detection module uses wheelset sensors to monitor the train wheels or millimeter-wave radar to monitor the train body.

6. The ultra-high frequency identification based train end running status monitoring (FRD) data acquisition system according to claim 2, characterized in that, The power module includes a 12V battery pack to power the FRD data acquisition unit and supports solar panel charging and AC 220V charging. The distance between the solar panel and the train track is greater than or equal to 6 meters.

7. The ultra-high frequency identification based train end running status monitoring (FRD) data acquisition system according to claim 2, characterized in that, The MCU is also connected to a detachment detection module and a reed switch; The detachment detection module is used to determine whether the FRD data acquisition device is turned on based on the detection of the reed switch. The reed switch is used to restart the acquisition system without contact.

8. The ultra-high frequency identification based train end running status monitoring (FRD) data acquisition system according to claim 1, characterized in that, The tag of the tail device adopts a circular design, and the circular ring includes a double-layer shell, with an RFID tag encapsulated inside the shell. The tail device label is equipped with screws and air ducts to secure the tail device label to the tail device host; the gaps at the RFID tag and air duct joints are filled and reinforced with glue.

9. The FRD data acquisition system for monitoring the tail-of-train operation status based on ultra-high frequency identification as described in claim 1, characterized in that, The background monitoring unit includes a server and a monitoring terminal; The server receives information sent by the FRD data collector via a wireless communication device, and simultaneously monitors the operating status of the FRD data collector.

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