Multi-sensor fused dynamic monitoring device and method for unbalance loading and overrun of railway flatcar

Abstract

The invention provides a multi-sensor fusion dynamic monitoring device and method for unbalance loading and overrun of a railway flatcar, and relates to the technical field of railway transportation and safety, and the device comprises a bearing base which is used for being fixedly connected with a railway flatcar body; the bearing detection plate integrates a plurality of pressure sensing units, is assembled above the bearing base and is used for collecting pressure data of goods borne by the flatcar; the motion state sensing unit is used for acquiring real-time motion parameters in the train running process; the data processing and communication control unit is used for receiving and processing the pressure data and the motion parameters and outputting an unbalance loading detection result; the boundary overrun detection units are assembled on the two sides of the flatcar body and used for recognizing the overrun state that the goods exceed the preset boundary of the flatcar. Real-time monitoring of unbalance loading and over-limit in the loading process and the driving process of the flatcar is achieved, dynamic data compensation ensures measurement accuracy, timely alarming can effectively avoid safety accidents, and the system is suitable for safety monitoring scenes of the railway freight flatcar.

Description

Technical Field

[0001] This invention relates to the field of railway transportation and safety technology, and in particular to a multi-sensor fusion dynamic monitoring device and method for railway flatcar eccentric loading and over-limit monitoring. Background Technology

[0002] Railway freight flatcars are an important transportation tool in the logistics industry, widely used for transporting bulk goods and heavy equipment. With the rapid development of the logistics industry, higher demands are being placed on the safety and efficiency of cargo transportation. The evenness of weight distribution on the flatcar directly affects the stability of the vehicle during operation. Uneven loading can lead to vehicle bumps, imbalance, or even overturning, seriously threatening railway transportation safety.

[0003] Currently, the industry primarily relies on two methods to detect off-center loading: one is to use a wheel load cell for single-point measurement after loading and then calculate the off-center loading status; the other is to drive the vehicle to a specific location and weigh it using a weighbridge. However, both methods have significant limitations. Wheel load cells are cumbersome and inefficient, typically only allowing for spot checks after loading and failing to provide real-time monitoring of the loading process; weighbridges, on the other hand, are limited by their fixed installation locations and cannot provide dynamic monitoring along with the vehicle. Therefore, existing technologies struggle to detect off-center loading in real time during loading and provide timely adjustment guidance, and they also cannot effectively monitor load changes caused by dynamic factors such as vibration, turning, acceleration, and deceleration during travel.

[0004] Furthermore, current monitoring of material overloading and falling during train operation relies heavily on manual inspections, lacking real-time and comprehensive capabilities, making timely warnings and responses difficult, further increasing transportation risks. Therefore, developing a technical device capable of real-time, dynamic monitoring of off-center loading and overloading conditions during loading and operation has become an urgent need in the field of railway freight safety. Summary of the Invention

[0005] To address this, this invention provides a multi-sensor fusion-based dynamic monitoring device and method for railway flatcar eccentricity and over-limit conditions, which solves the problems of the inability to monitor eccentricity in real time and dynamically and the reliance on fixed-location measurements in the prior art. It enables continuous detection and real-time alarm of eccentricity and over-limit conditions during loading and operation.

[0006] To address the aforementioned problems, this invention provides a multi-sensor fusion dynamic monitoring device for eccentric loading and over-limit conditions of railway flatcars. The device includes: a load-bearing base for fixed connection to the flatcar body; a load-bearing detection plate integrating multiple pressure sensing units, mounted above the load-bearing base, for collecting pressure data of the goods carried by the flatcar; a motion state sensing unit for acquiring real-time motion parameters during train operation; a data processing and communication control unit electrically connected to the pressure sensing units and motion state sensing units, for receiving and processing the pressure data and motion parameters, and outputting eccentric loading detection results; and a boundary over-limit detection unit mounted on both sides of the flatcar body for identifying over-limit conditions where the goods exceed the flatcar's preset boundaries.

[0007] Preferably, the plurality of pressure sensing units have fixed coordinate parameters in a preset measurement coordinate system, and the detection data of each pressure sensing unit includes the pressure value at the corresponding detection location. and its own coordinates in the measurement coordinate system The data processing and communication control unit is used to calculate the center of gravity of the cargo based on the coordinate parameters and pressure values.

[0008] Preferably, the motion state sensing unit includes at least a speed sensor, an acceleration sensor, a tilt sensor, and a position sensor, for acquiring the train's running speed in real time. Linear acceleration Vehicle body tilt angle and turning radius At least one motion parameter in the data provides a basis for data compensation in dynamic off-center load detection.

[0009] Preferably, the boundary over-limit detection unit is a laser scanning detection unit, which is symmetrically arranged along the length of the flatcar body. It is used to scan the side space of the flatcar in real time and generate side plane contour data. When the contour data is detected to exceed the preset boundary range of the flatcar, an over-limit signal is sent to the data processing and communication control unit.

[0010] This invention also provides a multi-sensor fusion method for dynamic monitoring of eccentric loading and over-limit loads on railway flatcars. This method is applied to the aforementioned multi-sensor fusion dynamic monitoring device for eccentric loading and over-limit loads on railway flatcars and includes the following steps: S1: When the flatcar is in a static loading or stationary state, pressure data is collected through multiple pressure sensing units of the load detection plate. and corresponding coordinates The data processing and communication control unit calculates the coordinates of the cargo's center of gravity based on the torque balance principle and the structural parameters of the flatbed wheelset. and the static load capacity of each wheelset ; S2: When the flatcar is in dynamic operation, the real-time motion parameters of the train are obtained through the motion state sensing unit. Based on the motion parameters and the structural characteristics of the flatcar itself, the data processing and communication control unit calculates the dynamic load transfer amount. and utilize The original pressure data collected by the pressure sensing unit is compensated and corrected to obtain the dynamic load-bearing capacity of the wheelset; S3: The data processing and communication control unit calculates the lateral off-center load data based on the corrected wheelset dynamic load capacity. Simultaneously, based on the scanning results of the boundary over-limit detection unit, it is determined whether the preset alarm conditions are met; if so, an alarm message is generated and remotely transmitted to the control terminal via the communication module, while issuing a graded warning to the on-site operator.

[0011] Preferably, in step S1, the coordinates of the cargo's center of gravity... The calculation method is as follows: , ; in, The sum of pressure values ​​collected by all pressure sensing units. For each pressure value and its corresponding The sum of coordinate products For each pressure value and its corresponding The sum of coordinate products.

[0012] Preferably, in step S1, the static bearing capacity of the wheelset The calculation requires the introduction of the wheel set bearing capacity benchmark value when the flatcar is unloaded. And combined with the wheelbase of the inner wheelset of the flatcar Wheelbase of outer wheelset and wheelbase The pressure data is processed using a preset algorithm. This is converted into the load-bearing capacity of each wheelset, making the wheelset's static load-bearing capacity... Keep synchronized with weighbridge inspection data.

[0013] Preferably, in step S2, the dynamic load transfer amount The calculation corresponds to at least one of the following scenarios: Train acceleration and deceleration scenarios: Based on train acceleration Total weight of vehicle body and load-bearing test plate Wheelbase and center of gravity height calculate ; Road surface tilt scenario: based on gravitational acceleration Vehicle body tilt angle Wheelbase and center of gravity height calculate ; Train cornering scenario: based on train speed Turning radius Wheelbase Rail tilt angle and center of gravity height calculate And the cornering scene This is the sum of the load transfer caused by centrifugal force and the load transfer caused by rail tilt.

[0014] Preferably, in step S3, the preset alarm conditions include: Lateral off-center load data The load exceeds the preset off-center threshold, and the duration of this overload condition is not less than the preset duration. ; The side plane contour data generated by the boundary over-limit detection unit exceeds the preset boundary range of the flatcar. The alarm information shall at least include the alarm type (off-center load alarm / over-limit alarm) and the current off-center load data. Alternatively, the coordinates of the out-of-limit location can be used. The graded warnings are divided into alert level, warning level, and emergency level according to the degree of exceeding the limit.

[0015] Preferably, in step S2, the compensation logic for the original pressure data is as follows: when the train accelerates, the detection data of the pressure sensing unit corresponding to the rear wheel is superimposed. The average share is calculated by deducting the detection data from the pressure sensor unit corresponding to the front wheel. The compensation logic is reversed when the train decelerates compared to when it accelerates. When the road surface is tilted or the train is turning, the pressure data of the corresponding wheelset is compensated in the same or opposite direction based on the load transfer direction to eliminate the interference of motion state on pressure detection.

[0016] As can be seen from the above technical solutions, this invention application has the following beneficial effects: (1) To address the limitations of existing wheel load meters ("sampling after loading and cumbersome operation") and weighbridges ("fixed-location measurement"), this invention integrates a pressure sensing unit, a motion state sensing unit, and a boundary over-limit detection unit to construct a real-time monitoring system covering the entire process of "static loading - dynamic driving". During static loading, the pressure sensing unit can collect pressure data in real time and calculate the coordinates of the cargo's center of gravity, providing intuitive guidance for on-site cargo stacking adjustments. During dynamic driving, the motion state sensing unit acquires parameters such as train speed, acceleration, and tilt angle in real time, and simultaneously corrects pressure data deviations, avoiding the shortcomings of traditional methods in failing to capture uneven loading during loading and dynamic risks during driving, and significantly improving the timeliness and continuity of monitoring.

[0017] (2) Existing methods do not consider the interference of train motion states (acceleration, deceleration, cornering, road inclination) on the detection data, and cannot directly correlate with the "wheelset load-bearing capacity" indicator that the railway bureau is concerned about. This invention ensures data accuracy through two major technical means: First, for dynamic scenarios, the load transfer amount is calculated based on motion parameters to compensate for the original pressure data and eliminate motion interference; Second, the pressure data is converted into wheelset load-bearing capacity through a preset algorithm, and the benchmark value of the unloaded wheelset load-bearing capacity of the flatcar is introduced to synchronize the calculation results with the weighbridge detection data, meet the railway bureau's core standard for off-center load detection, and solve the problems of large data deviation and disconnection from industry standards in traditional methods.

[0018] (3) Traditional methods rely on manual inspection for cargo exceeding limits (exceeding the flatcar boundary), which lacks real-time and comprehensiveness and has no clear alarm mechanism. This invention strengthens safety through "dual monitoring + graded alarm": On the one hand, the lidar on both sides of the car body scans the side plane in real time to accurately identify the cargo exceeding the limit and make up for the blind spots of manual inspection; on the other hand, based on the lateral off-center load data, a threshold is set, and the over-limit situation is divided into multiple levels of warnings: "prompt level - early warning level - emergency level". The alarm information is remotely sent to the control car through the information transmission module, and at the same time, sound and light / voice prompts are issued to the on-site operators to ensure that the operators adjust the cargo loading status in time, effectively avoid safety accidents such as vehicle bumps, overturning and cargo falling, and significantly improve the safety of railway freight. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly described below. Referring to the drawings will make the features and advantages of the present invention clearer. The drawings are illustrative and should not be construed as limiting the present invention in any way. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Wherein: Figure 1 A block diagram of a multi-sensor fusion dynamic monitoring device for eccentric loading and over-limit conditions of railway flatcars provided by the present invention; Figure 2 This is a schematic diagram of the coordinate system setting in this invention; Figure 3 The flowchart illustrates a multi-sensor fusion method for dynamic monitoring of eccentric loading and over-limit conditions on railway flatcars, as provided by this invention. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0021] Example 1: To address the limitations of existing technologies that cannot provide real-time, dynamic monitoring of off-center load conditions and rely on measurements at fixed locations, this example implements continuous detection and real-time alarms for off-center loads and over-limit conditions during loading and operation. Figure 1 As shown, this invention proposes a multi-sensor fusion dynamic monitoring device for eccentric loading and over-limit of railway flatcars. The device includes: a load-bearing base for fixed connection to the flatcar body; a load-bearing detection plate integrating multiple pressure sensing units, mounted on top of the load-bearing base, for collecting pressure data of the goods carried by the flatcar; a motion state sensing unit for acquiring real-time motion parameters during train operation; a data processing and communication control unit electrically connected to the pressure sensing unit and the motion state sensing unit respectively, for receiving and processing pressure data and motion parameters, and outputting eccentric loading detection results; and a boundary over-limit detection unit mounted on both sides of the flatcar body for identifying the over-limit state of goods exceeding the preset boundary of the flatcar.

[0022] The multi-sensor fusion dynamic monitoring device for eccentric loading and over-limit testing of railway flatcars in this embodiment has a core structure including a load-bearing base, a load-bearing detection plate, a motion state sensing unit, a data processing and communication control unit, and a boundary over-limit detection unit. The structural design, functional parameters, and assembly methods of each component are as follows: 1. Supporting base: Functional positioning: As the basic support component of the device, it is used to achieve a rigid fixed connection with the railway flatcar body, ensuring that there is no relative displacement between the device and the car body during the monitoring process, and avoiding detection errors caused by vibration.

[0023] Structural design: Made of high-strength steel, the shape is adapted to the bearing surface of the flatcar body (usually rectangular), and four symmetrically distributed bolt holes are set at the bottom, which are fastened to the pre-set mounting holes of the flatcar body by high-strength bolts.

[0024] Assembly requirements: Before installation, the oil and rust on the flatcar mounting surface must be cleaned to ensure that the gap between the base and the car body is ≤0.5mm; after installation, it must be calibrated with a level to ensure that the base levelness error is ≤0.1°, so as to avoid the initial pressure detection deviation caused by the base tilting.

[0025] 2. Load Capacity Detection Board (Integrated Pressure Sensing Unit) Functional positioning: Directly carries flatcar cargo, and collects real-time pressure distribution data of cargo through multiple integrated pressure sensing units to provide raw data for center of gravity calculation and wheelset load-bearing capacity conversion.

[0026] Structural design: The main body of the load-bearing detection plate is made of thick aluminum alloy sheet (lightweight and with sufficient rigidity), and its size is consistent with the load-bearing base. It can be adapted and adjusted according to the flatcar model. The pressure sensing unit uses a resistance strain gauge pressure sensor (range 0~50kN, accuracy 0.1%FS), with a total of 16 sensors (4×4 matrix distribution) to ensure coverage of the main stress areas of the flatcar bearing surface; Each pressure sensing unit is fixed in a pre-set mounting groove at the bottom of the load-bearing detection plate via a threaded connection. The top of the sensor is flush with the upper surface of the detection plate, and an insulating gasket is placed between the sensor and the detection plate to avoid electromagnetic interference affecting the detection accuracy.

[0027] Coordinate system setting: such as Figure 2 As shown, a preset measurement coordinate system is established, with the geometric center of the bearing detection plate as the origin (0,0), the X-axis along the length of the flatbed (from front to rear), and the Y-axis along the width of the flatbed (from left to right). Each pressure sensing unit is numbered according to the "row-column" rule. (m=1~4, corresponding to 4 rows in the X-axis direction; n=1~4, corresponding to 4 columns in the Y-axis direction), its fixed coordinate parameters are pre-stored in the data processing and communication control unit, denoted as The specific coordinates need to be calibrated according to the actual size of the detection plate.

[0028] Data acquisition characteristics: Each pressure sensing unit acquires the pressure value at the corresponding detection location in real time, denoted as... (unit: The sampling frequency is set to 10Hz to ensure data stability during static loading and to capture instantaneous pressure changes during dynamic operation.

[0029] 3. Motion state sensing unit Functional positioning: Real-time acquisition of motion parameters during train operation, providing a basis for data compensation for dynamic off-center load detection, and eliminating interference from factors such as train acceleration and deceleration, cornering, and road inclination on pressure detection.

[0030] Composition and selection: Speed ​​sensor: A Hall effect wheel speed sensor (measurement range 0~200km / h, accuracy ±0.5km / h) is used, installed at the front axle of the flatcar, to calculate the real-time speed of the train by collecting the axle rotation speed. ; Accelerometer: A triaxial MEMS accelerometer (measuring range -10g to +10g, accuracy ±0.01g) is used, mounted at the geometric center of the support base, to collect the linear acceleration of the train along the X-axis (longitudinal direction). (Acceleration is positive, deceleration is negative); Tilt sensor: A dual-axis tilt sensor (measuring range -15~+15°, accuracy ±0.05°) is used, mounted on the upper surface of the load-bearing detection plate, to collect the tilt angle of the vehicle body along the X-axis (longitudinal tilt, such as a slope) and the Y-axis (lateral tilt, such as the rails rising when cornering). ; Position sensor: Employs a BeiDou / GPS dual-mode positioning module (positioning accuracy 1m), installed on the top of the flatcar cab, to calculate the train's turning radius using continuous positioning data. (When the positioning trajectory is a curve, a circle is fitted based on 3 consecutive positioning points, and its radius is the turning radius.) ).

[0031] Assembly requirements: All sensors are mounted using shock-absorbing brackets (made of rubber) to prevent damage or data jitter caused by train bumps; the sensors are connected to the data processing and communication control unit via a CAN bus with a data transmission rate of 500kbps to ensure real-time performance.

[0032] 4. Data processing and communication control unit Functional positioning: As the "core brain" of the device, it is responsible for receiving raw data from the pressure sensing unit and motion state sensing unit, performing data processing, calculation and compensation logic, communicating with the control terminal, and triggering alarms.

[0033] Hardware composition: It adopts an industrial-grade microcontroller (model STM32H743) as the core processor, equipped with a 16-bit ADC module for receiving analog signals from pressure sensors, and integrates a CAN bus interface, a 4G communication module and an RS485 interface; the outer shell is a metal box with an IP65 protection rating, installed inside the flatcar cab to prevent rain and dust from entering.

[0034] Software functions: Pre-stores all algorithms of this invention (center of gravity calculation, wheelset load capacity conversion, dynamic load compensation, off-center load judgment), features data storage (supports SD card expansion, can store 3 months of historical data), and real-time display (displays current data via LCD screen). , It has functions for motion parameters and fault self-check (automatically indicating the fault type when the sensor is disconnected).

[0035] 5. Boundary over-limit detection unit Functional positioning: Real-time scanning of the side space of the flatbed cart to identify whether the goods exceed the preset boundaries of the flatbed cart, realizing over-limit status monitoring.

[0036] Structural Design: Two 2D lidar units (measuring distance 0.1m~30m, angular resolution 0.1°, scanning frequency 20Hz) are used as the laser scanning detection unit, arranged symmetrically along the length of the flatcar (installed on the top of the guardrail on the left and right sides of the flatcar, at a height of 1.5m, parallel to the length of the car body); the scanning plane of the lidar is a side plane perpendicular to the ground (covering the side of the flatcar in a height range of 0.5m~3m), and the preset flatcar boundary is "0.3m outward from the side outline of the car body" (which can be adjusted according to the railway bureau's oversize standards).

[0037] Working logic: The lidar generates side plane contour data in real time and compares it with the pre-stored standard boundary contour of the flatbed. If the distance of a certain scanning point is less than the preset boundary distance (i.e. the goods exceed the boundary), an over-limit signal is generated and transmitted to the data processing and communication control unit through the RS485 interface.

[0038] like Figure 3 As shown, the present invention also provides a multi-sensor fusion method for dynamic monitoring of eccentric loading and over-limit loads on railway flatcars. This method is applied to the aforementioned multi-sensor fusion dynamic monitoring device for eccentric loading and over-limit loads on railway flatcars and includes the following steps: S1: When the flatcar is in a static loading or stationary state, pressure data is collected through multiple pressure sensing units on the load detection plate. and corresponding coordinates The data processing and communication control unit calculates the coordinates of the cargo's center of gravity based on the torque balance principle and the structural parameters of the flatbed wheelset. and the static load capacity of each wheelset ; S2: When the flatcar is in dynamic operation, the real-time motion parameters of the train are obtained through the motion state sensing unit. The data processing and communication control unit calculates the dynamic load transfer amount based on the motion parameters and the structural characteristics of the flatcar itself. and utilize The raw pressure data collected by the pressure sensing unit is compensated and corrected to obtain the dynamic load-bearing capacity of the wheelset; S3: Data processing and communication control unit calculates lateral eccentric load data based on the corrected wheelset dynamic load capacity. Simultaneously, based on the scanning results of the boundary over-limit detection unit, it is determined whether the preset alarm conditions are met; if so, an alarm message is generated and remotely transmitted to the control terminal via the communication module, while issuing a graded warning to the on-site operator.

[0039] The monitoring method of the present invention is based on the above-mentioned device and consists of three core steps: static monitoring stage (S1), dynamic monitoring and data compensation stage (S2), and off-center load / over-limit judgment and alarm stage (S3). The specific implementation process is as follows: 1. Static Monitoring Phase (S1): Center of Gravity Calculation and Wheelset Static Bearing Capacity Conversion This stage applies to the static loading process of flatcars (when the goods are hoisted to the load-bearing detection plate) or the stationary state (before driving after loading). The purpose is to calculate the center of gravity coordinates of the goods to guide the loading, and at the same time convert the static load-bearing capacity of the wheelsets to synchronize with the weighbridge data.

[0040] 1.1 Data Acquisition The control data processing and communication control unit activates the pressure sensing unit to collect real-time pressure values ​​from 16 pressure sensing units. (Collect data 5 times consecutively, and take the average value to eliminate random errors), while simultaneously calling the pre-stored coordinates of each sensor. .

[0041] 1.2, Cargo center of gravity coordinates calculate Based on the principle of torque balance, the data processing and communication control unit calculates the coordinates of the cargo's center of gravity in the preset coordinate system using the following formula. This coordinate is used to guide on-site operators in adjusting the stacking position of goods (for example, indicating to move the goods in the opposite direction when the center of gravity shifts). Centroid coordinates in the width direction: ; Centroid coordinates along the length direction: ; in, The sum of pressure values ​​collected by all pressure sensing units (unit: This reflects the total weight of the goods; The sum of the products of each pressure value and its corresponding X-coordinate (unit: ); The sum of the products of each pressure value and its corresponding Y-coordinate (unit: The number of pressure sensors arranged in the width direction of the flatbed truck The number of sensors arranged along the length of the flatbed. .

[0042] Example: If there are 16 sensors The total is 200kN. ,but This indicates that the center of gravity of the cargo is offset by 50mm along the positive X-axis (rear direction of the vehicle), and the cargo needs to be adjusted towards the front of the vehicle.

[0043] 1.3, Static bearing capacity of wheelset ( )calculate Since the railway bureau's core focus for detecting uneven load is the wheelset's load-bearing capacity, pressure data is required. The algorithm converts it into 8 wheelsets (flatcars are usually 4 axles and 8 wheels, numbered). , For the front wheel assembly, The static bearing capacity of the rear wheel assembly needs to be determined, and the unloaded reference value needs to be introduced. ) and flat vehicle structural parameters (inner wheelset wheelbase) Wheelbase of outer wheelset Wheelbase (left and right) ): No-load reference value : When the flatcar is unloaded, this device collects the load-bearing capacity of 8 wheelsets at one time (at this time, there is no cargo on the load-bearing detection plate). ), as a base value pre-stored, for example , (Specific values ​​vary depending on the flatcar model); Structural parameters: The wheelbase is the distance between the inner wheelsets (those closest to the center of the vehicle body). The wheelbase is the distance between the outer wheel sets (wheel sets furthest from the center of the vehicle body). This refers to the wheelbase on the left and right sides.

[0044] The data processing and communication control unit calculates the static load capacity of each wheelset using the following formula. Ensure that it is synchronized with the weighbridge detection data: ; ; ; ; ; ; ; .

[0045] 2. Dynamic Monitoring and Data Compensation Stage (S2): Load Correction under Motion This stage applies to the dynamic operation of the flatcar (while the train is moving). It needs to consider load transfer caused by factors such as train acceleration and deceleration, cornering, and road inclination, and calculate the dynamic load transfer amount through motion parameters. The original pressure data is compensated to ensure the accuracy of the wheelset's dynamic load-bearing capacity.

[0046] 2.1 Motion Parameter Acquisition The data processing and communication control unit receives parameters from the motion state sensing unit in real time: train speed v, longitudinal acceleration, etc. Vehicle body tilt angle Turning radius Simultaneously, it calls the pre-stored flatcar structural parameters (total weight of the car body and load-bearing detection plate). Wheelbase Center of gravity height Wheelbase ).

[0047] 2.2 Dynamic load transfer amount ( )calculate Based on the train's current motion status, the data processing and communication control unit determines the scenario and calculates... Specifically, it can be divided into three categories of scenarios: Scenario 1: Train acceleration and deceleration When a train accelerates or decelerates, the inertial force generates a pitching moment Ma about the center of gravity, causing a transfer of load between the front and rear axles. The calculation formula is as follows: ; in, Total weight of vehicle body and load-bearing test plate (unit: ); Longitudinal acceleration (unit: During acceleration When decelerating ); Center of gravity height (unit: ); Wheelbase (unit: ).

[0048] Compensation logic: During acceleration, the rear wheels ( The load on the front wheels increases, The load on the wheels decreases during deceleration; the opposite occurs during deceleration. Since the load transfer on the four wheels of the same axle is approximately the same, the compensation formula is: Front wheel pressure data: ( (Raw pressure data); Rear wheel pressure data: .

[0049] Scenario 2: Road surface tilt When the road surface is sloping, the lower side wheels bear more load. The calculation formula is as follows: ; in, Let gravitational acceleration be (take) ); Road surface inclination angle (unit: (The lower side is negative, and the higher side is positive). Wheelbase (unit: ).

[0050] Compensation logic: Overlay pressure data corresponding to the lower side wheel The pressure data corresponding to the high side wheel is deducted. For example, the left side of the vehicle body is tilted ( ), then the left wheel ( , , , )add Right wheel ( , , , )reduce .

[0051] Scene 3: Train rounding a bend When a train curves, the centrifugal force and the tilting of the rails (the outer side rising) work together. The calculation formula is as follows, which is the superposition of the two load transfer quantities: ; in, Train speed (unit: ); Turning radius (unit: ); Wheelbase (unit: ); The angle of inclination of the rail (unit: When the outer side is raised ).

[0052] Compensation logic: Centrifugal force increases the load on the outer wheel, and the tilt of the rail further adjusts the load distribution, ultimately affecting the outer wheel (e.g., during a right turn). , , , Corresponding pressure data overlay The pressure data corresponding to the inner wheel is deducted. .

[0053] 2.3 Correction of Dynamic Load-Bearing Capacity of Wheelsets The data processing and communication control unit will process the compensated pressure data (corrected) Substitute into section 1.3 The calculation formula yields the dynamic load-bearing capacity of the wheelset (after correction). ).

[0054] 3. Off-center load / over-limit judgment and alarm stage (S3): Risk identification and early warning This stage involves calculating lateral offset load data. It analyzes boundary over-limit signals, determines whether an alarm is triggered, and sends warnings to the control terminal and on-site personnel.

[0055] 3.1 Lateral Offset Load Data ( )calculate The data processing and communication control unit calculates the lateral off-center load data based on the corrected wheelset dynamic load capacity using the following formula. (As a basis for detecting overload):

[0056] in, For the first Real-time load data for each wheelset To sum the load-bearing capacities of wheelsets numbered 1 to 4, i.e., the total load-bearing capacity of the front wheelset, To sum the load-bearing capacities of wheelsets numbered 5 to 8, i.e., the total load-bearing capacity of the rear wheelset, This is the difference between the total load-bearing capacity of the front wheel assembly and the total load-bearing capacity of the rear wheel assembly. The weight of the flatcar itself; This is a dimensionless parameter that reflects the degree of lateral load imbalance (the railway bureau's preset load imbalance threshold is ±0.05, which can be adjusted). 3.2 Alarm Condition Judgment The data processing and communication control unit simultaneously judges two types of alarm conditions, and triggers an alarm if either condition is met: Off-center load alarm conditions: Lateral off-center load data Exceeding the preset threshold (e.g.) Furthermore, the duration of this over-limit state is ≥10s (to avoid false alarms caused by instantaneous fluctuations). Over-limit alarm conditions: The boundary over-limit detection unit (LiDAR) generates an over-limit signal (i.e., the goods exceed the preset boundary of the flatcar).

[0057] 3.3 Alarm Execution Alarm information generation: Alarm information includes alarm type (off-center load alarm / over-limit alarm), current status, and alarm type. Value (when the load is off-center) or coordinates of the over-limit location (when the limit is exceeded, the X / Y coordinates of the over-limit point scanned by the lidar are reported), alarm time; Remote transmission: Alarm information is sent to the control terminal (PC or mobile APP) of the railway freight control center via a 4G communication module to ensure that dispatchers are aware of the information in real time; Graded warnings: Warning levels are assigned based on the degree of over-limit behavior, and the audible and visual alarms in the flatcar cab are used to alert the operators on site. Tip level ( (Or slightly exceeding the limit): Green light flashes, buzzer sounds once every 2 seconds; Warning level ( Or moderate over-limit): yellow light flashes, buzzer sounds once every 1 second; Emergency level ( Or seriously overloaded): The red light stays on, the buzzer sounds continuously, and the driver's cab voice prompt is triggered ("Attention! The flatcar is seriously unbalanced / overloaded, and you need to slow down and check immediately").

[0058] After receiving the warning, the operator must promptly check the cargo loading status of the flatcar (which can be viewed on the LCD screen in the driver's cab). If the cargo is at a value or exceeds the limit, slow down or stop to adjust the cargo if necessary to avoid accidents such as overturning or cargo falling.

[0059] To verify the effectiveness of this invention, a certain model of railway flatcar (4 axles, 8 wheels, 50t load capacity) was selected for testing: Static test: Loaded with 20t of cargo, the test results are calculated by this device. =30mm =-20mm, instruct the operator to move the goods 30mm towards the front of the vehicle and 20mm to the right, then check again. =0mm、 =0mm (center of gravity centered); simultaneously comparing the wheel set load-bearing capacity measured by the weighbridge, the value calculated by this device... The error between the weighbridge data and the actual data is ≤2%, which meets the synchronization requirements.

[0060] Dynamic test: The train travels at 80 km / h and when cornering ( , This device collects... , ,calculate After compensation , , (Not exceeding the limit); After the goods were deliberately shifted, (If the threshold is exceeded), the system triggers a warning-level alarm after 10 seconds. The control terminal successfully receives the alarm information, verifying the accuracy of dynamic monitoring and alarm.

[0061] In summary, this implementation method, by clarifying the device structure, refining the monitoring process, and quantifying the calculation parameters, fully realizes the dynamic monitoring of uneven loading and overloading of railway flatcars, solves the problems of poor real-time performance and large dynamic errors in existing technologies, and ensures the safety of cargo transportation.

[0062] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0063] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0064] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The functions specified in one or more boxes. These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable apparatus for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0065] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of this invention.

Claims

1. A multi-sensor fusion railway flatcar load distribution and overloading dynamic monitoring device, characterized in that, Comprise: A bearing base for fixed connection with a railway flatcar body; a load detection plate integrated with multiple pressure sensing units, the load detection plate is assembled above the bearing base for collecting pressure data of the flatcar loaded goods; A motion state sensing unit for obtaining real-time motion parameters during train operation; a data processing and communication control unit electrically connected with the pressure sensing unit and the motion state sensing unit respectively, for receiving and processing the pressure data and motion parameters, and outputting the load imbalance detection result; and a boundary overrun detection unit assembled on both sides of the flatcar body for identifying the overrun state of the goods beyond the preset boundary of the flatcar.

2. The multi-sensor fusion based dynamic monitoring device for rail flat car load distribution and overload according to claim 1, characterized in that, The plurality of pressure sensing units have fixed coordinate parameters in a preset measurement coordinate system, and the detection data of each pressure sensing unit includes a pressure value corresponding to a detection position and a coordinate of the pressure sensing unit in the measurement coordinate system The data processing and communication control unit is configured to calculate the center of gravity of the cargo based on the coordinate parameters and the pressure values.

3. The multi-sensor fusion based dynamic monitoring device for rail flat car load distribution and overload according to claim 1, characterized in that, The motion state sensing unit at least includes a speed sensor, an acceleration sensor, an inclination sensor and a position sensor, for acquiring at least one motion parameter of a running speed , a linear acceleration , a body inclination angle and a turning radius of the train in real time, to provide a basis for data compensation of dynamic load detection.

4. The multi-sensor fusion based dynamic monitoring device for rail flat car load distribution and overload according to claim 1, characterized in that, The boundary overrun detection unit is a laser scanning detection unit, which is symmetrically arranged along the length direction of the flatcar body for real-time scanning of the space on both sides of the flatcar and generating side plane contour data, and when it is identified that the contour data exceeds the preset boundary range of the flatcar, it sends an overrun signal to the data processing and communication control unit.

5. A multi-sensor fusion-based dynamic monitoring method for railway flatcar load distribution and overloading, applied to the multi-sensor fusion-based dynamic monitoring device for railway flatcar load distribution and overloading according to any one of claims 1 to 4, characterized in that, The steps comprise: S1: When the flat car is in a static loading or resting state, the multiple pressure sensing units of the bearing detection plate collect pressure data and corresponding coordinates The data processing and communication control unit calculates the gravity center coordinates of the goods based on the moment balance principle and the wheel set structure parameters of the flat car and the static bearing capacity of each wheel set ; S2: when the flat car is in a dynamic running state, the real-time motion parameters of the train are acquired through the motion state sensing unit, and the data processing and communication control unit calculates the dynamic load transfer amount based on the motion parameters and the structure characteristics of the flat car itself , and compensates and corrects the original pressure data collected by the pressure sensing unit to obtain the dynamic load capacity of the wheel set. S3: The data processing and communication control unit calculates lateral unbalance data based on the corrected wheelset dynamic bearing capacity Meanwhile, combined with the scanning results of the boundary overrun detection unit, it is judged whether the preset alarm condition is met; if met, an alarm information is generated and transmitted remotely to the control terminal through the communication module, and a hierarchical warning is issued to the on-site operator.

6. The multi-sensor fusion based dynamic monitoring method of rail flat car load distribution and overloading according to claim 5, wherein, In step S1, the cargo center of gravity coordinates are calculated as follows: ， ； wherein is the sum of all pressure values collected by the pressure sensing units, is the sum of all pressure values collected by the pressure sensing units, is the sum of all pressure values collected by the pressure sensing units, is the sum of all pressure values collected by the pressure sensing units, is the sum of all pressure values collected by the pressure sensing units.

7. The multi-sensor fusion based dynamic monitoring method of rail flat car load distribution and overloading according to claim 5, wherein, In step S1, the calculation of the wheelset static bearing capacity needs to introduce the wheelset bearing capacity reference value when the flat car is unloaded , and combine the inside wheelset wheelbase , the outside wheelset wheelbase and the left and right wheel track , and through a preset algorithm, the pressure data is converted into the bearing load of each wheelset, so that the wheelset static bearing capacity is synchronized with the weighbridge detection data.

8. The multi-sensor fusion based dynamic monitoring method of rail flat car load distribution and overloading according to claim 5, wherein, In step S2, the dynamic load transfer amount corresponds to at least one of the following scenarios: Train acceleration and deceleration scenarios: based on train acceleration , carbody and load detection plate total weight , wheel axle distance and gravity center height calculation ; Road surface inclination scenario: based on gravitational acceleration , vehicle body inclination angle , wheel axle distance and center of gravity height calculation ; Train passing curve scenario: based on train speed , curve radius , wheel base , rail inclination angle and height of gravity center Calculation , and the load transfer amount of the passing curve scenario is the superimposed value of the load transfer amount caused by centrifugal force and the load transfer amount caused by rail inclination.

9. The multi-sensor fusion based dynamic monitoring method of rail flat car load distribution and overloading according to claim 5, wherein, In step S3, the preset alarm condition comprises: Lateral load data Exceeds the preset load threshold, and the duration of the overrun state is not less than the preset duration ; The side plane contour data generated by the boundary overrun detection unit exceeds the preset boundary range of the flatcar; The alarm information at least includes alarm type, current unbalanced load data or over-limit position coordinates, and the hierarchical warning is divided into prompt level, pre-warning level and emergency level according to over-limit degree.

10. The multi-sensor fusion based dynamic monitoring method of rail flat car load distribution and overloading according to claim 5, wherein, The compensation logic for the original pressure data in step S2 is: when the train accelerates, the detection data of the rear wheel corresponding pressure sensing unit is superimposed with The detection data of the front wheel corresponding pressure sensing unit is deducted by When the train decelerates, the compensation logic is opposite to that when the train accelerates; when the road surface is inclined or the train passes a curve, the pressure data of the corresponding side wheels are compensated in the same direction or in the opposite direction based on the load transfer direction to eliminate the interference of the motion state on the pressure detection.

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