Rail train weighing system and method, electronic equipment and storage medium

Abstract

The embodiment of the invention provides a rail train weighing system and method, electronic equipment and a storage medium. The rail train weighing system comprises a weighing platform, wherein the weighing platform comprises M weighing units and a foundation; wherein the weighing unit comprises a lever structure and two weighing sensors, and the weighing sensors are located below the lever structure and connected with the lever structure and the foundation in a hinged mode so as to detect the pressure applied by the rail train when the rail train passes. The processing module is connected with the weighing sensor and is used for carrying out self-checking on the weighing sensor based on the pressure data detected by the weighing sensor and the size parameters of the lever structure; and under the condition that the self-checking is passed, the weight data of the rail train is obtained based on the pressure data detected by the weighing sensor. The system can realize dynamic weighing of the rail train in a low-cost, high-efficiency and high-reliability manner.

Description

Technical Field

[0001] This application relates to the field of rail train inspection, and in particular to a rail train weighing system, method, electronic device and storage medium. Background Technology

[0002] The weight distribution of a rail train directly affects its dynamic performance, braking efficiency, track wear, and energy consumption. In high-speed railways and urban rail transit, dynamic weighing systems can monitor vehicle load distribution in real time, optimizing train balance operation and maintenance strategies.

[0003] Currently, static weighing methods are mostly used, while existing dynamic weighing methods use multiple weighing units and load sensors arranged under the track to weigh a single vehicle section. Finally, wheel load, axle load, and vehicle weight are calculated through signal processing and data analysis.

[0004] However, existing dynamic weighing systems generally suffer from problems such as a large number of sensors, complex structure, high cost, and large measurement errors, making it difficult to meet the urgent needs of practical applications for high precision, low cost, and easy maintenance. Summary of the Invention

[0005] This application provides a rail train weighing system, method, electronic device, and storage medium to solve the problems of sensor redundancy, error superposition, off-center load measurement error, and lack of self-calibration function in existing dynamic weighing technologies.

[0006] In a first aspect, embodiments of this application provide a rail train weighing system, comprising:

[0007] The weighing platform includes M weighing units and a foundation; wherein, each weighing unit includes a lever structure and two weighing sensors, the weighing sensors being located below the lever structure and connected to the lever structure and the foundation by a hinge, so as to detect the pressure applied by the rail train when the rail train passes by; the value of M corresponds to the number of wheels deployed on the bogie of the rail train;

[0008] The processing module, connected to the weighing sensor, is used to perform self-calibration on the weighing sensor based on the pressure data detected by the weighing sensor and the dimensional parameters of the lever structure; and if the self-calibration passes, to obtain the weight data of the railcar based on the pressure data detected by the weighing sensor.

[0009] Optionally, the weighing platform may further include: connecting rails, transition rails, and sleepers;

[0010] The weighing sensor is connected to the transition rail via a connecting rail, and to other weighing sensors located on the same side; sleepers are arranged between the oppositely arranged transition rails, and the transition rails are used to connect with the traffic track of the rail train.

[0011] Optionally, one weighing sensor in the weighing unit is disposed at the fixed end of the lever structure, and is spaced apart from the other weighing sensor by a first distance. The other weighing sensor is spaced apart from the free end of the lever structure by a second distance, and the first distance and the second distance are equal.

[0012] Optionally, the processing module is specifically used for:

[0013] Based on the pressure data of the same wheel detected by the two weighing sensors in the weighing unit, and the linear relationship between the pressure data detected by the two weighing sensors, the weighing sensors in the weighing unit are self-calibrated.

[0014] If the self-verification passes, the weight data of the railcar is obtained based on the pressure data detected by the weighing sensor and the dimensional parameters of the lever structure.

[0015] Optionally, the processing module is further configured to:

[0016] If the self-calibration fails, an alarm message indicating a fault in the weighing sensor will be output.

[0017] Optionally, the processing module is specifically used for:

[0018] Based on the pressure data detected by the weighing sensor in the weighing unit, the wheel weight data of the rail train is obtained;

[0019] Based on the pressure data detected by the weighing sensor in the weighing unit on the same side, the axle load data of the rail train is obtained;

[0020] Based on the passing order of the railcars and the pressure data and detection order detected by the weighing sensors in the M weighing units, the weighing data of the bogies of each railcar of the railcar are obtained, as well as the vehicle weight data and end position difference data of each railcar of the railcar.

[0021] Based on the weight data of each carriage of the rail train, the train weight data of the rail train is obtained.

[0022] Optionally, the processing module is further configured to:

[0023] Based on the dimensional parameters of the lever rail and the detection time of the two weighing sensors in the weighing unit, the passing speed of the railcar during weighing is obtained.

[0024] Secondly, this application provides a method for weighing a rail train. The rail train weighing system includes a weighing platform, which comprises M weighing units and a foundation. Each weighing unit includes a lever structure and two weighing sensors. The weighing sensors are located below the lever structure and are hinged to the lever structure and the foundation to detect the pressure applied by the rail train as it passes. The value of M corresponds to the number of wheels deployed on the bogie of the rail train. The method is applied to a processing module connected to the weighing sensors. The method includes:

[0025] The weighing sensor is self-calibrated based on the pressure data detected by the weighing sensor and the dimensional parameters of the lever structure.

[0026] If the self-calibration passes, the weight data of the railcar is obtained based on the pressure data detected by the weighing sensor.

[0027] Thirdly, embodiments of this application provide an electronic device, including: a memory and a processor;

[0028] The memory stores computer-executed instructions;

[0029] The processor executes computer execution instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0030] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0031] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0032] The rail train weighing system, method, electronic device, and storage medium provided in this application embodiment consist of a weighing platform with M weighing units and a foundation, and a processing module connected to the weighing sensors. Each weighing unit has a lever structure and two weighing sensors hinged to the lever structure and the foundation. M corresponds to the number of wheels of the train bogie. The system can use the processing module to self-calibrate the weighing sensors using pressure data and lever structure size parameters. After the self-calibration is successful, the train weight is obtained, achieving accurate weighing and having a self-calibration function to improve data accuracy. Attached Figure Description

[0033] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0034] Figure 1 A schematic diagram of the rail train weighing system provided in this application;

[0035] Figure 2 A schematic diagram of the structure of the weighing unit of the rail train weighing system provided in this application;

[0036] Figure 3 A schematic diagram illustrating the relationship between sensor readings and lever structure dimensions and downward force provided in this application;

[0037] Figure 4 A schematic diagram of the layout of the weighing unit of the rail train weighing system provided in this application;

[0038] Figure 5 A flowchart illustrating the railcar weighing method provided in this application;

[0039] Figure 6 A schematic diagram of the structure of the electronic device provided in this application.

[0040] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0041] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0042] Dynamic weighing technology for rail trains is widely used in scenarios such as safety monitoring, freight management, and vehicle health diagnosis in the railway transportation sector.

[0043] In freight safety monitoring, dynamic weighing systems need to detect the wheel load, axle load, and total weight of trains in real time to identify abnormalities such as overloading and uneven loading, and prevent derailment risks or track structure damage caused by uneven load distribution. In freight weight-based charging scenarios (such as heavy-haul railway transportation), dynamic weighing data can be directly used for billing, avoiding the waiting time of traditional static weighing and improving transportation efficiency.

[0044] Furthermore, dynamic weighing can also be used for wheel health diagnosis. By analyzing the dynamic changes in wheel-rail contact forces, it can detect potential faults such as wheel out-of-roundness, tread damage, and insufficient axle box spring stiffness, and combine this with vibration signals to provide early fault warnings. In high-speed railways and urban rail transit, dynamic weighing systems can monitor vehicle load distribution in real time, optimizing train balance operation and maintenance strategies.

[0045] However, existing dynamic weighing systems generally suffer from problems such as a large number of sensors, complex structure, high cost, and large measurement errors, making it difficult to meet the urgent needs of practical applications for high precision, low cost, and easy maintenance. Therefore, there is an urgent need for a dynamic weighing system and method that is simple in structure, high in precision, low in cost, and has self-calibration capabilities to solve the above-mentioned technical problems and promote the intelligent and efficient development of railway transportation.

[0046] To address the aforementioned problems, this application proposes a rail train weighing system. By integrating load cells with a lever structure, the system utilizes the lever principle to convert wheel load into load cell readings, reducing the number of sensors. Furthermore, the system achieves self-calibration of the load cells through lever structure parameters, thus overcoming the shortcomings of existing technologies such as sensor redundancy, error superposition, off-center load measurement errors, and the lack of self-calibration functionality. This method combines structural simplification with algorithm optimization, balancing the accuracy and efficiency requirements of dynamic weighing.

[0047] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0048] Figure 1 This is a structural schematic diagram of the rail train weighing system provided in this application, as shown below. Figure 1 As shown, the system includes:

[0049] The weighing platform includes M weighing units 101 and a foundation 102. The value of M corresponds to the number of wheels deployed on the bogie of the railcar.

[0050] The aforementioned weighing platform refers to a special structure used to weigh railcars. It can convert the pressure of the vehicle on the track into an electrical signal through sensors, and then calculate parameters such as wheel load, axle load, bogie weight and total vehicle weight.

[0051] The aforementioned weighing unit 101 refers to the component in the rail train weighing platform that directly contacts the wheels to achieve weight measurement. The wheelset distribution of the rail train is a crucial factor determining the data from the weighing unit 101. For example, if the rail train has two bogies, each bogie has two wheelsets, for a total of four wheels, then simultaneously measuring the weight of all wheels requires four weighing units 101, meaning M equals 4.

[0052] The aforementioned foundation 102 refers to the basic structure used to support the weighing platform, which can be used for the passage of rail trains and the installation of other components of the weighing platform.

[0053] Figure 2 A schematic diagram of the weighing unit of the rail train weighing system provided in this application is shown below. Figure 2 As shown, the weighing unit 101 includes a lever structure 201 and two weighing sensors 202. The weighing sensors 202 are located below the lever structure 201 and are connected to the lever structure 201 and the foundation 102 by a hinge to detect the pressure applied by the rail train when the rail train passes by.

[0054] The lever structure 201 refers to a rigid structure used to transmit and convert mechanical forces, transforming the wheel weight into a force input for the load cell 202 through a lever arm ratio. The load cell 202 refers to a device that converts mechanical force into an electrical signal, used to measure the magnitude of the force exerted by the wheel weight.

[0055] The hinged connection connects two or more components via hinge 203 or a similar structure, allowing the connected components to rotate about an axis within a specific plane while restricting movement in other directions. Hinged connections do not require precise alignment or high-precision machining, reducing installation difficulty. The load cell 202 can be independently removed and replaced without disassembling the entire lever structure 201.

[0056] The lever structure 201 can amplify or distribute the force to be measured to the load cell 202 through the lever principle. The hinged connection allows the force to be transmitted along the fixed axis, which means that the load cell 202 can detect the vertical force applied by the rail train and avoid lateral force or torque interfering with the output of the load cell 202.

[0057] The processing module 103 is connected to the weighing sensor 202 and is used to perform self-verification on the weighing sensor 202 based on the pressure data detected by the weighing sensor 202 and the dimensional parameters of the lever structure 201. If the self-verification is successful, the weight data of the rail train is obtained based on the pressure data detected by the weighing sensor 202.

[0058] Understandably, the processing module 103 is the computing unit of the rail train weighing system. It is connected to the weighing sensor 202 and realizes data interaction. When the rail train passes the weighing platform, the weighing sensor 202 can detect the pressure applied by the rail train to the weighing sensor 202 in real time. The pressure is the vertical force information generated by the weight of the rail train itself.

[0059] After acquiring the pressure data detected by the load cell 202, the processing module 103 can further combine it with the pre-set, measured dimensional parameters of the lever structure 201. These dimensional parameters may include information such as the lever's length and fulcrum position. The processing module then performs a self-verification of the load cell 202 to determine whether the data detected by the load cell 202 is correct. This self-verification function improves the reliability of the railcar weighing system by comparing actual data with theoretical data in real time.

[0060] After the weighing sensor 202 passes self-calibration, mathematical calculations or model analysis can be performed on the pressure data to calculate the actual weight data of the rail train.

[0061] In some embodiments, such as Figure 2 As shown, one weighing sensor 202 in the weighing unit 101 is disposed at the fixed end of the lever structure 201, and is spaced apart from another weighing sensor 202 by a first distance. The other weighing sensor 202 is spaced apart from the free end of the lever structure 201 by a second distance. The first distance and the second distance are equal.

[0062] in, Figure 2 The load cell 202 at the fixed end is the load cell A, and its reading is expressed as F. A The other weighing sensor 202 is weighing sensor B, and its reading is expressed as F. B L1 is the first distance, and L2 is the second distance.

[0063] Understandably, by setting the two weighing sensors 202 at specific positions and distances on the lever structure 201, the force acting on the lever structure 201 can be sensed and measured more accurately.

[0064] Because the transmission and distribution of force in the lever principle is related to distance, setting equal distances can make the force or torque information measured by the two sensors correlated and symmetrical, which helps to calculate and analyze the weight more accurately and avoid the accumulation of measurement errors caused by distance differences, thereby improving the measurement accuracy and reliability of the entire weighing unit 101. The purpose of setting the fixed position and fixed distance of the weighing sensor 202 is to achieve more accurate weight measurement and meet the needs of application scenarios with high weight detection requirements.

[0065] like Figure 1As shown, the weighing platform also includes: connecting rail 104, transition rail 105, and sleeper 106;

[0066] The load cell 202 is connected to the transition rail 105 via the connecting rail 104, and other load cells 202 located on the same side are in contact with it. Sleepers 106 are arranged between the opposite transition rails 105. The transition rail 105 is used to connect with the traffic track of the rail train.

[0067] The aforementioned connecting rail 104 is a connecting structure that connects two weighing units 101, ensuring that the vehicle can travel normally from one weighing unit 101 to the next. It is usually forged from high-strength alloy steel and abuts against the weighing sensor 202, which can ensure that the train wheelset passes smoothly and avoid the impact force generated by the rail joint from interfering with the weighing accuracy.

[0068] The transition rail 105 is the connecting section between the weighing platform and the normal rail track for rail trains. Setting up the transition rail 105 can solve the impact problem when rail trains enter and exit the weighing platform, allowing the rail trains to enter the platform smoothly. The transition rail 105 can be made of segmented materials, transitioning from composite materials to ordinary steel rails, achieving a gradual change in stiffness and friction coefficient.

[0069] The sleeper 106 is the basic component supporting the transition rail 105. It can evenly distribute the vertical pressure of the train wheelset and prevent the transition rail 105 from sinking locally. At the same time, the spacing of the sleepers 106 and the fixing device can maintain the standard distance between the transition rails 105, ensuring driving safety.

[0070] In some embodiments, the process of the processing module performing self-verification on the repetition unit specifically includes:

[0071] The weighing sensors in the weighing unit are self-calibrated based on the pressure data of the same wheel detected by two weighing sensors in the weighing unit, and the linear relationship between the pressure data detected by the two weighing sensors.

[0072] This is understandable, as the load cell is installed in a fixed position. With this installation method, based on the structural design and lever principle, the correlation between the load cell reading and the lever structure dimensions and the downward force generated can be plotted.

[0073] Figure 3 This application provides a schematic diagram illustrating the relationship between sensor readings, lever structure dimensions, and downward force. Specifically, it shows the relationship between the downward force F generated when one wheel of the rail vehicle passes the weighing unit and the lever structure dimensions. Figure 3 As shown, the load cell reading is positive when stretched and negative when compressed.

[0074] Through the Figure 3Analysis reveals that when the wheel travels at a constant speed across the lever structure, the readings of the two load cells change linearly. Specifically, when L1 = L2, the load cell reading F... A With F B The sum of these values ​​equals twice the wheel weight F. From this, we can derive the relationship between the downward pressure F on the wheel and the readings of the two load cells.

[0075] Therefore, after the pressure data of the same wheel detected by the load cell, the calculated wheel weight can be compared with the theoretical value of the load cell reading to verify the accuracy of the sensor data.

[0076] For example, if the actual F A +F B If the measured value deviates significantly from the theoretical value, it indicates that the value obtained by the weighing sensor has a large error, and the weighing sensor needs to be replaced to ensure the accuracy of the railcar's weight. If the actual F... A +F B If the deviation between the measured value and the theoretical value is within a certain range, it indicates that the value measured by the weighing sensor is reasonable and can be used for weighing measurement of rail trains.

[0077] By comparing the sensor data with a preset linear relationship, real-time verification can be achieved. The self-verification process can eliminate measurement deviations caused by sensor errors or external interference, significantly improving the data reliability and long-term stability of the dynamic weighing system.

[0078] If the self-calibration passes, the weight data of the railcar is obtained based on the pressure data detected by the weighing sensor and the dimensional parameters of the lever structure.

[0079] Understandably, once the self-calibration of the load cell is successfully completed, ensuring its measurement accuracy and reliability, the processing module can perform subsequent calculations based on the pressure data detected by the load cell. The pressure data reflects the force exerted by the rail train on the sensor.

[0080] During the calculation, the dimensional parameters of the lever structure also need to be considered. Since the lever structure plays a role in force transmission and conversion in the weighing system, the length of each part also needs to be considered. By combining the pressure data detected by the weighing sensor and the dimensional parameters of the lever structure, and through specific algorithms and mathematical models, the actual weight data of the railcar can be obtained.

[0081] One possible implementation is that the weight data may include: wheel load data, axle load data, weighing data, end-position difference data, and train weight data. The specific process for determining the aforementioned data includes:

[0082] 1. Wheel weight data: Based on the pressure data detected by the weighing sensors in the weighing unit, the wheel weight data of the rail train is obtained.

[0083] Understandably, the pressure data detected by the load cells in the weighing unit is the pressure value sensed by the load cells when the wheels of the railcar act on the track. The number of weighing units is equal to the number of wheels of the railcar, so the pressure data from the load cells can directly reflect the magnitude of the pressure exerted by each wheel on the track.

[0084] Wheel weight data, or the weight of the train wheels, helps technicians determine whether the force on each wheel is balanced. Uneven wheel weight distribution can cause problems such as train deviation and swaying during operation, seriously affecting train safety and potentially accelerating wear on the tracks and wheels.

[0085] After ensuring that the load cell can work accurately and stably, that is, after the self-calibration is passed, the raw pressure signal collected by the sensor can be transmitted to the processing module. The processing module can receive the signal and process it to obtain pressure data.

[0086] Specifically, due to the complex environment in which the sensor operates, the raw signals acquired may contain various types of noise and interference. This interference can severely affect signal quality and increase measurement errors. The processing module can use filtering techniques to select an appropriate filtering algorithm based on the noise frequency characteristics to initially purify the signal.

[0087] The signal output by the load cell is usually a weak analog signal with low amplitude and power. The processing module can use an amplifier circuit to amplify the signal and increase its amplitude to a range suitable for the analog-to-digital converter to ensure that key information is not lost during the conversion process due to insufficient amplitude.

[0088] The amplified analog signal needs to be converted into a digital signal before it can be further processed by the processing module. The analog-to-digital converter can sample and quantize the analog signal according to the set sampling frequency, convert it into a digital signal, and thus obtain the pressure data.

[0089] Since the load cells directly measure the pressure of the wheel on the track, ideally, this pressure value is equivalent to the wheel weight. The processing module only needs to record and analyze the pressure data from each sensor to obtain the wheel weight data for each wheel.

[0090] The formula for determining pressure data can be:

[0091]

[0092] Here, F represents the pressure data.

[0093] 2. Axle load data: The axle load data of the railcar is obtained based on the pressure data detected by the weighing sensors in the weighing unit on the same side.

[0094] Understandably, the pressure data detected by the load cells in the same weighing unit represents the sum of the pressure exerted by the two wheels on the same axle of the train. Axle load data reflects the weight borne by each axle of the train. Appropriate axle load ensures stable train operation on the track, and axle load data also helps staff promptly detect overload or uneven loading of the axles, ensuring the safety and stability of train operation.

[0095] When calculating axle load data, it is first necessary to determine the number of wheels covered by the weighing unit on the same side and the correspondence between the wheels and the axle. Generally speaking, an axle connects two wheels, and the weighing unit on the same side can measure the wheel pressure associated with that axle.

[0096] By summing the pressure data detected by all weighing sensors in the same weighing unit, the total pressure of all wheels on the track on that side can be obtained. For example, Figure 4 This is a schematic diagram of the layout of the weighing unit of the rail train weighing system provided in this application, as shown below. Figure 4 As shown, if the train's forward direction is numbered from front to back as weighing units 1 and 2, and the other side as 3 and 4, then the sum of the wheel weight data of weighing units 1 and 2, and the sum of the wheel weight data of weighing units 3 and 4, respectively represent the axle weight data of one side of the train.

[0097] in addition, Figure 4 In the diagram, 1A represents the pressure data of one load cell in weighing unit 1, and 1B represents the pressure data of another load cell. The other weighing units are similar and will not be described in detail here.

[0098] 3. Weighing data and end position difference data: Based on the passing order of the railcars and the pressure data and detection order detected by the weighing sensors in the M weighing units, the weighing data of the bogies of each railcar are obtained, as well as the vehicle weight data and end position difference data of each railcar.

[0099] Understandably, the order in which the train carriages pass through the weighing platform can indicate the time sequence in which each carriage passes the platform. By analyzing the pressure data detected by the weighing sensors in the M weighing units and their detection sequence, it is possible to determine the pressure exerted on the track by the wheels at each position when the train passes the weighing platform.

[0100] Bogie weighing data reflects the stress state of the train bogies and can be used to evaluate their performance and stability. Vehicle weight data is fundamental information about the overall weight of the railcar. End-position difference data reflects the difference in weighing data between the front and rear bogies of the same car, indicating an imbalance in load distribution. Excessive end-position difference data may cause problems such as car tilting during operation, affecting driving safety and passenger comfort.

[0101] By acquiring the weighing data of each car bogie, the data range of the weighing unit corresponding to each car can be determined based on the order in which the cars pass through and the detection order of the weighing units. Since a bogie typically connects to multiple wheels, the sensor pressure data corresponding to the wheels at the bogie locations are summed and analyzed. For example,... Figure 4 As shown, a bogie may be connected to 4 wheels. By adding the pressure data of the sensors corresponding to these 4 wheels, that is, by adding the pressure data of weighing units 1, 2, 3, and 4, and making appropriate corrections according to the structure and stress characteristics of the bogie, the weighing data of the bogie can be obtained.

[0102] By adding up the weighing data of all bogies in each car, the approximate weight of that car can be obtained.

[0103] The end-position difference data can be obtained by comparing the weighing data of the bogies at both ends of the car. Subtracting the weighing data of the other bogie from the weighing data of one end of the car gives the end-position difference data. The magnitude of this difference directly reflects the degree of weight imbalance at both ends of the car.

[0104] 4. Train weight data: Based on the weight data of each carriage of the rail train, the train weight data of the rail train is obtained.

[0105] Understandably, the weight data for each carriage represents the weight of each individual carriage in a rail train. Accurate train weight data helps relevant personnel to rationally plan train operations and ensure that the train operates within safe load limits.

[0106] In addition to the weight data mentioned above, the processing module can also obtain the passing speed of the railcar during weighing based on the size parameters of the lever rail and the detection time of the two weighing sensors in the weighing unit.

[0107] Understandably, during actual weighing operations, the two weighing sensors in the weighing unit can sequentially detect the passing of the train and record the corresponding detection time. According to... Figure 3 As shown, given that L1 + L2 equals the length of the lever structure, F B The time it takes for F to reach 0 is -2F. A The time from F to -F is t.

[0108] In this rail vehicle weighing system, the distance traveled by the vehicle is the length of the lever rail L1+L2. The specific pressure change time t collected by the weighing sensor can be regarded as the time taken for the rail train to travel this distance. Therefore, the speed of the rail train during weighing can be calculated by v=(L1+L2) / t.

[0109] This calculation method is based on the physical kinematics principle, that is, speed equals distance divided by time. Here, distance is the length of the lever rail, and time is the detection time of the two sensors. Through such calculation, the train weighing system can be provided with accurate data on the speed of the train passing through, thereby ensuring the accuracy and reliability of the entire weighing process.

[0110] Optionally, in the event of a failure to self-calibrate the weighing sensor, the processing module can output an alarm message indicating a fault in the weighing sensor detection.

[0111] Understandably, when the load cell fails to self-calibrate, it means that the data fed back by the load cell deviates significantly from the theoretical value. This deviation can indicate that the load cell has malfunctioned or has been subjected to external interference, causing its measurement results to become inaccurate and unreliable.

[0112] When the processing module detects this anomaly, it can trigger an alarm mechanism. The processing module can quickly transmit the alarm information to the relevant monitoring terminal or operator, and simultaneously mark the sensor data as unreliable. This marking helps operators understand the sensor's operating status in a timely manner and reminds them to replace the weighing sensor.

[0113] In some embodiments, the above-described rail train weighing system further includes a data display interface. The data display module is connected to the processing module and is used to display various weighing data and speeds calculated by the processing module.

[0114] Understandably, maintaining a connection between the data display module and the processing module ensures the timeliness and accuracy of data transmission. The data display module can present the weighing data and speed information calculated by the processing module in an intuitive, clear, and easy-to-understand manner on a specific interface.

[0115] This data display interface can take various forms, such as intuitive charts, clearly showing the weight changes of different parts of the train and speed fluctuations in the form of bar charts, line graphs, etc. Through such a data display interface, operators can quickly obtain key information about train weighing, thereby making timely and correct decisions.

[0116] Figure 5This is a flowchart illustrating the rail train weighing method provided in this application. The rail train weighing system includes a weighing platform, which comprises M weighing units and a foundation. Each weighing unit includes a lever structure and two weighing sensors. The weighing sensors are located below the lever structure and are connected to the lever structure and the foundation via hinges to detect the pressure applied by the rail train as it passes. The value of M corresponds to the number of wheels deployed on the bogie of the rail train. The method is applied to a processing module connected to the weighing sensors, such as... Figure 5 As shown, the method includes:

[0117] S501: Based on the pressure data detected by the weighing sensor and the dimensional parameters of the lever structure, the weighing sensor is self-calibrated.

[0118] S502: If the self-calibration passes, obtain the weight data of the rail train based on the pressure data detected by the weighing sensor.

[0119] The rail train weighing method provided in this embodiment is similar in principle and technical effect to the aforementioned rail train weighing system, and will not be described in detail here.

[0120] Figure 6 A schematic diagram of the structure of the electronic device provided in this application. Figure 6 As shown, the electronic device 60 provided in this embodiment includes at least one processor 601 and a memory 602. Optionally, the device 60 further includes a communication component 603. The processor 601, memory 602, and communication component 603 are connected via a bus 604.

[0121] In a specific implementation, at least one processor 601 executes computer execution instructions stored in memory 602, causing at least one processor 601 to perform the above-described method.

[0122] The specific implementation process of processor 601 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0123] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0124] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0125] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0126] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0127] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0128] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0129] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0130] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0131] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0132] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0133] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0134] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0135] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A weighing system for rail trains, characterized in that, include: The weighing platform includes M weighing units and a foundation. Each weighing unit includes a lever structure and two weighing sensors. The weighing sensors are located below the lever structure and are connected to the lever structure and the foundation by a hinge. The weighing sensors are used to detect the pressure applied by the rail train when it passes by. The value of M corresponds to the number of wheels deployed on the bogie of the rail train. The processing module, connected to the weighing sensor, is used to perform self-calibration on the weighing sensor based on the pressure data detected by the weighing sensor and the dimensional parameters of the lever structure. If the self-calibration passes, the module obtains the weight data of the railcar based on the pressure data detected by the weighing sensor.

2. The system according to claim 1, characterized in that, The weighing platform also includes: connecting rails, transition rails, and sleepers; The weighing sensor is connected to the transition rail via a connecting rail, and other weighing sensors located on the same side. Sleepers are arranged between the oppositely arranged transition rails. The transition rail is used to connect with the traffic track of the rail train.

3. The system according to claim 1, characterized in that, One weighing sensor in the weighing unit is disposed at the fixed end of the lever structure, and is spaced apart from the other weighing sensor by a first distance. The other weighing sensor is spaced apart from the free end of the lever structure by a second distance, and the first distance and the second distance are equal.

4. The system according to claim 3, characterized in that, The processing module is specifically used for: Based on the pressure data of the same wheel detected by the two weighing sensors in the weighing unit, and the linear relationship between the pressure data detected by the two weighing sensors, the weighing sensors in the weighing unit are self-calibrated. If the self-verification passes, the weight data of the railcar is obtained based on the pressure data detected by the weighing sensor and the dimensional parameters of the lever structure.

5. The system according to claim 4, characterized in that, The processing module is further configured to: If the self-calibration fails, an alarm message indicating a fault in the weighing sensor will be output.

6. The system according to claim 4, characterized in that, The processing module is specifically used for: Based on the pressure data detected by the weighing sensor in the weighing unit, the wheel weight data of the rail train is obtained; Based on the pressure data detected by the weighing sensor in the weighing unit on the same side, the axle load data of the rail train is obtained; Based on the passing order of the railcars and the pressure data and detection order detected by the weighing sensors in the M weighing units, the weighing data of the bogies of each railcar of the railcar are obtained, as well as the vehicle weight data and end position difference data of each railcar of the railcar. Based on the weight data of each carriage of the rail train, the train weight data of the rail train is obtained.

7. The system according to any one of claims 1-6, characterized in that, The processing module is further configured to: Based on the dimensional parameters of the lever rail and the detection time of the two weighing sensors in the weighing unit, the passing speed of the railcar during weighing is obtained.

8. A method for weighing railcars, characterized in that, The railcar weighing system includes a weighing platform, which comprises M weighing units and a foundation. Each weighing unit includes a lever structure and two load cells. The load cells are located below the lever structure and are hinged to the lever structure and the foundation to detect the pressure applied by the railcar as it passes. The value of M corresponds to the number of wheels deployed on the bogie of the railcar. The method is applied to a processing module connected to the load cells. The method includes: The weighing sensor is self-calibrated based on the pressure data detected by the weighing sensor and the dimensional parameters of the lever structure. If the self-calibration passes, the weight data of the railcar is obtained based on the pressure data detected by the weighing sensor.

9. An electronic device, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 8.

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