Train wheel signal processing method, device and system, and train identification system
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- NUCTECH CO LTD
- Filing Date
- 2026-05-09
- Publication Date
- 2026-08-04
Smart Images
Figure CN122501418A_ABST
Abstract
Description
Technical Field
[0001] This disclosure relates to the field of train detection technology, and in particular to a train wheel signal processing method, device and system, and a train identification system. Background Technology
[0002] In a fully automated train scanning system, the train wheel signal processing system is responsible for collecting signals generated by the train's wheel sensor devices. The wheel sensor devices consist of multiple sensors positioned along the track; each sensor generates a sensing signal as a train wheel passes over it. The train wheel signal processing system measures train information, such as train speed, based on the time it takes for each sensor to generate a sensing signal and the distance between any two sensors. Summary of the Invention
[0003] The inventors noted that in related technologies, the train wheel sensor devices output analog signals, which are easily affected by external interference and generate noise signals, thus causing the train wheel signal processing system to measure incorrect train information.
[0004] Accordingly, this disclosure provides a train wheel signal processing method, which identifies whether the sensing signal generated by each sensor in the wheel sensor device is a valid wheel signal, thereby measuring accurate train information by utilizing the valid wheel signal.
[0005] According to a first aspect of the present disclosure, a train wheel signal processing method is provided, executed by a train wheel signal processing device, comprising: receiving sensing signals generated by each sensor in a wheel sensor device, wherein the wheel sensor device includes N sensors arranged sequentially along the track, where N is a natural number greater than 1; and detecting whether the sensing signal generated by the nth sensor is a valid wheel signal. If the sensing signal generated by the nth sensor is a valid wheel signal, the nth sensor is used as the target sensor; if the wheel sensor device includes multiple target sensors, the train speed and direction of travel are determined based on the time when the multiple target sensors generate valid wheel signals.
[0006] In some embodiments, detecting whether the sensing signal generated by the nth sensor is a valid wheel signal includes: detecting the amplitude of the sensing signal generated by the nth sensor; if the amplitude of the sensing signal is greater than a predetermined amplitude threshold, tracking the amplitude change trend of the sensing signal; if the amplitude of the sensing signal shows an upward trend to reach a peak value, and then decreases from the peak value and crosses zero, then determining that the sensing signal generated by the nth sensor is a valid wheel signal, wherein the duration of the upward trend is greater than a first duration threshold.
[0007] In some embodiments, determining that the sensing signal generated by the nth sensor is a valid wheel signal includes: if the peak value is less than a peak value threshold, determining whether the duration of the upward trend is greater than a second duration threshold, wherein the second duration threshold is greater than the first duration threshold; if the duration of the upward trend is greater than the second duration threshold, determining that the sensing signal generated by the nth sensor is the valid wheel signal.
[0008] In some embodiments, determining that the sensing signal generated by the nth sensor is a valid wheel signal includes: if the peak value is greater than the peak value threshold, determining whether the duration of the upward trend is less than or equal to the second duration threshold and greater than the first duration threshold; if the duration of the upward trend is less than or equal to the second duration threshold and greater than the first duration threshold, determining that the sensing signal generated by the nth sensor is the valid wheel signal.
[0009] In some embodiments, determining the train speed includes: determining the time interval between every two target sensors when a designated wheel of the train passes through each of the plurality of target sensors, based on the time when each target sensor generates a valid wheel signal; and obtaining the train speed based on the time interval between the designated wheel passing through each two target sensors and the distance between each two target sensors.
[0010] In some embodiments, obtaining the train speed includes: obtaining a candidate speed based on the time interval between the specified wheels passing the i-th target sensor and the j-th target sensor, and the distance between the i-th target sensor and the j-th target sensor. , ,and K represents the total number of target sensors; when multiple candidate vehicle speeds are obtained, the average of the multiple candidate vehicle speeds is taken as the speed of the train.
[0011] In some embodiments, obtaining the train speed includes: if only one candidate speed is obtained, using the candidate speed as the train speed.
[0012] In some embodiments, determining the train's direction of travel includes: identifying the first target sensor that generates a valid wheel signal among the plurality of target sensors; if the first target sensor that generates a valid wheel signal is the first sensor among the N sensors, then the train's direction of travel is determined to be a first direction from the first sensor to the Nth sensor.
[0013] In some embodiments, determining the train's direction of travel includes: if the first target sensor that generates a valid wheel signal is the Nth sensor among the N sensors, then determining the train's direction of travel as a second direction from the Nth sensor to the first sensor.
[0014] In some embodiments, determining the train's direction of travel includes: if the first target sensor to generate a valid wheel signal is the m-th sensor among the N sensors, then determining the next target sensor to generate a valid wheel signal. The train's direction of travel is determined based on the relative positions of the next target sensor that generates a valid wheel signal and the first target sensor that generates a valid wheel signal.
[0015] In some embodiments, determining the train's direction of travel includes: if the next target sensor to generate a valid wheel signal is the p-th sensor among the N sensors, and p is greater than m, then the train's direction of travel is determined to be a first direction from the 1st sensor to the Nth sensor.
[0016] In some embodiments, determining the train's direction of travel includes: if the next target sensor to generate a valid wheel signal is the r-th sensor among the N sensors, and r is less than m, then the train's direction of travel is determined to be a second direction from the N-th sensor to the 1-th sensor.
[0017] In some embodiments, the time interval between each group of adjacent wheels passing each target sensor is determined based on the time when each target sensor generates a valid wheel signal; the wheelbase between each group of adjacent wheels is obtained based on the time interval between each group of adjacent wheels passing each target sensor and the vehicle speed.
[0018] In some embodiments, obtaining the wheelbase between each group of adjacent wheels includes: obtaining a candidate wheelbase between the qth group of adjacent wheels based on the time interval between the successive passes of the s-th target sensor by the qth group of adjacent wheels and the vehicle speed. , Q is the total number of adjacent wheel groups, and K is the total number of target sensors; when multiple candidate wheelbases are obtained, the average value of the multiple candidate wheelbases is taken as the wheelbase between the adjacent wheels of the qth group.
[0019] In some embodiments, obtaining the wheelbase between each group of adjacent wheels includes: if a candidate wheelbase is obtained, using the candidate wheelbase as the wheelbase between the qth group of adjacent wheels.
[0020] In some embodiments, the vehicle type of each car of the train is determined according to the wheelbase and car wheelbase distribution rules, wherein the vehicle type of each car is associated with the number of axles of each car.
[0021] In some embodiments, after detecting the sensing signals generated by N sensors, a predetermined time delay is performed; after the predetermined time delay, the sensing signals generated by each sensor in the wheel sensor device are repeatedly received.
[0022] According to a second aspect of the present disclosure, a train wheel signal processing apparatus is provided, comprising: a memory; and a processor coupled to the memory, the processor being configured to execute instructions stored in the memory to implement the train wheel signal processing method as described in any of the above embodiments.
[0023] According to a third aspect of the present disclosure, a train wheel signal processing system is provided, comprising: a plurality of train wheel signal processing devices, wherein each of the plurality of train wheel signal processing devices is a train wheel signal processing device as described in any of the above embodiments.
[0024] According to a fourth aspect of the present disclosure, a train identification system is provided, comprising: a train wheel signal processing system as described in any of the above embodiments; a plurality of wheel sensor devices arranged sequentially along a track, wherein each of the plurality of wheel sensor devices includes N sensors arranged sequentially along the track, where N is a natural number greater than 1, and wherein the plurality of wheel sensor devices correspond one-to-one with the plurality of train wheel signal processing devices included in the train wheel signal processing system.
[0025] According to a fifth aspect of the present disclosure, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores computer instructions that, when executed by a processor, implement the train wheel signal processing method as described in any of the above embodiments.
[0026] According to a sixth aspect of the present disclosure, a computer program product is provided, including computer instructions, wherein the computer instructions, when executed by a processor, implement the train wheel signal processing method as described in any of the above embodiments.
[0027] Other features and advantages of this disclosure will become clear from the following detailed description of exemplary embodiments with reference to the accompanying drawings. Attached Figure Description
[0028] To more clearly illustrate the technical solutions in the embodiments of this disclosure or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0029] Figure 1 This is a schematic flowchart of a train wheel signal processing method according to an embodiment of the present disclosure; Figure 2 This is a schematic diagram of the structure of a wheel sensor device according to an embodiment of the present disclosure; Figure 3 This is a flowchart illustrating an effective wheel signal detection method according to an embodiment of the present disclosure; Figures 4 to 6 This is a schematic diagram illustrating a train traveling along a track according to some embodiments of this disclosure; Figures 7 to 9 This is a schematic diagram illustrating the movement of a train along a track according to other embodiments of this disclosure; Figure 10 This is a schematic flowchart of a train wheel signal processing method according to another embodiment of the present disclosure; Figure 11 This is a schematic diagram of the wheelbase between adjacent wheels of a train according to an embodiment of the present disclosure; Figure 12 This is a side view of a four-axle vehicle according to an embodiment of the present disclosure; Figure 13 This is a side view of a five-axle vehicle according to an embodiment of the present disclosure; Figure 14 This is a side view of a six-axle vehicle according to an embodiment of the present disclosure; Figure 15 This is a side view of an eight-axle vehicle according to an embodiment of the present disclosure; Figure 16 This is a schematic diagram of the structure of a train wheel signal processing device according to an embodiment of the present disclosure; Figure 17 This is a schematic diagram of the structure of a train wheel signal processing system according to an embodiment of the present disclosure; Figure 18 This is a schematic diagram of the structure of a train identification system according to an embodiment of the present disclosure. Detailed Implementation
[0030] The technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this disclosure, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit this disclosure or its application or use. All other embodiments obtained by those skilled in the art based on the embodiments of this disclosure without creative effort are within the scope of protection of this disclosure.
[0031] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values of the components and steps set forth in these embodiments do not limit the scope of this disclosure.
[0032] At the same time, it should be understood that, for ease of description, the dimensions of the various parts shown in the accompanying drawings are not drawn according to actual scale.
[0033] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and equipment should be considered part of the specification.
[0034] In all examples shown and discussed herein, any specific values should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values.
[0035] It should be noted that similar labels and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be discussed further in subsequent figures.
[0036] Figure 1 This is a schematic flowchart of a train wheel signal processing method according to an embodiment of the present disclosure. In some embodiments, the train wheel signal processing method is executed by a train wheel signal processing device, including steps 11-14.
[0037] In step 11, the sensing signal generated by each sensor in the wheel sensor device is received, wherein the wheel sensor device includes N sensors arranged sequentially along the track, where N is a natural number greater than 1.
[0038] In some embodiments, each sensor in the wheel sensor device includes a magnet sensor.
[0039] It should be noted that magnetic sensors can be various devices that utilize magnetic sensing technology for detection. Magnetic sensors can be installed on the inside or outside of the train track, forming a magnetic circuit with the external environment. When a train wheel passes the magnetic sensor, the magnetic circuit changes, causing the magnetic sensor to generate a sensing signal. Based on this signal, information such as the train's speed can be determined.
[0040] For example, such as Figure 2 As shown, the wheel sensor device 21 is disposed on one side of the track 20. The wheel sensor device 21 includes three sensors arranged sequentially along the track 20, namely sensor 211, sensor 212, and sensor 213. The distance between sensor 211 and sensor 212 is D12, the distance between sensor 212 and sensor 213 is D23, and the distance between sensor 211 and sensor 213 is D13.
[0041] In step 12, it is detected whether the sensing signal generated by the nth sensor is a valid wheel signal. .
[0042] In some embodiments, the step of detecting whether the sensing signal generated by the nth sensor is a valid wheel signal includes: Figure 3 Steps 31-33 in the process.
[0043] In step 31, the amplitude of the sensing signal generated by the nth sensor is detected.
[0044] In step 32, when the amplitude of the sensed signal is greater than a predetermined amplitude threshold, the amplitude change trend of the sensed signal is tracked.
[0045] It should be noted that due to the phenomenon of background zero drift, each sensor will output a fluctuating signal even when no sensing signal is generated, resulting in erroneous detection results. To solve this problem, this disclosure only processes the sensing signal when the amplitude of the sensing signal is greater than a predetermined amplitude threshold; that is, sensing signals with an amplitude less than the predetermined amplitude threshold are considered invalid, thereby effectively avoiding the influence of background zero drift on the detection of the sensing signal.
[0046] In step 33, if the amplitude of the sensing signal shows an upward trend to reach a peak value, and then decreases from the peak value and crosses zero, the sensing signal generated by the nth sensor is determined to be a valid wheel signal, wherein the duration of the upward trend is greater than the first duration threshold.
[0047] It's important to note that when a train wheel passes the sensor, the resulting signal resembles a sine wave, characterized by a slow rise and a rapid fall. Therefore, regardless of the train's speed, the rise in the amplitude of the signal will persist for a considerable period. Conversely, when the sensor receives external interference, it also generates a sine wave-like signal, but the rise in amplitude of this signal is extremely short. Therefore, by detecting the duration of the rise in amplitude, the influence of external interference on signal detection can be effectively eliminated.
[0048] It should also be noted that zero-crossing detection of the sensing signal is required during the above detection process. The purpose of this process is to locate the effective wheel signal at the center where the train wheel passes over the sensor. Since the magnetic flux of the wheel cutting the sensor is minimal at this moment, the signal generated at this instant can be used to calculate more accurate train information.
[0049] In some embodiments, if the peak value of the sensed signal is less than a peak value threshold, it is determined whether the duration of the upward trend is greater than a second duration threshold, wherein the second duration threshold is greater than a first duration threshold. If the duration of the upward trend is greater than the second duration threshold, the sensed signal generated by the nth sensor is determined to be a valid wheel signal.
[0050] Furthermore, if the peak value of the sensed signal is greater than the peak value threshold, it is determined whether the duration of the upward trend is less than or equal to the second duration threshold and greater than the first duration threshold. If the duration of the upward trend is less than or equal to the second duration threshold and greater than the first duration threshold, the sensed signal generated by the nth sensor is determined to be a valid wheel signal.
[0051] It's important to note that the sensor generates different sensing signals as the train passes it at different speeds. At lower train speeds, the sensor produces signals with smaller amplitudes and longer periods. At higher train speeds, the sensor produces signals with larger amplitudes and shorter periods.
[0052] Because the amplitude and period of the sensing signal generated by the sensor will vary when the train passes by at different speeds, for sensing signals with smaller amplitudes, the rising trend of the sensing signal needs to be maintained for a longer period of time to be considered a valid wheel signal. For sensing signals with larger amplitudes, the rising trend of the sensing signal only needs to be maintained for a shorter period of time to be considered a valid wheel signal.
[0053] In step 13, if the sensing signal generated by the nth sensor is a valid wheel signal, the nth sensor is used as the target sensor.
[0054] For example, such as Figure 2As shown, in the wheel sensor device 21, if the sensing signals generated by sensors 211 and 213 are valid wheel signals, then sensors 211 and 213 are used as target sensors. Furthermore, since the sensing signal generated by sensor 212 is not a valid wheel signal, sensor 212 is not used as a target sensor.
[0055] For example, such as Figure 2 As shown, in the wheel sensor device 21, if the sensing signals generated by sensors 211, 212 and 213 are all valid wheel signals, then sensors 211, 212 and 213 are used as target sensors.
[0056] In step 14, if the wheel sensor device includes multiple target sensors, the train speed and direction of travel are determined based on the time when the multiple target sensors generate valid wheel signals.
[0057] In some embodiments, the step of determining the train speed includes steps S101-S102.
[0058] S101. Based on the time when each of the multiple target sensors generates a valid wheel signal, determine the time interval between every two target sensors when a designated wheel of the train passes through the multiple target sensors.
[0059] S102. The train speed is obtained based on the time interval between each two target sensors and the distance between each two target sensors when the specified wheels pass through them.
[0060] In some embodiments, candidate vehicle speeds are obtained based on the time interval between the specified wheel passing the i-th target sensor and the j-th target sensor, and the distance between the i-th target sensor and the j-th target sensor. , ,and K represents the total number of target sensors. Given multiple candidate vehicle speeds, the average of these candidate speeds is taken as the train speed.
[0061] Furthermore, if only one candidate speed is obtained, that candidate speed will be used as the train speed.
[0062] For example, such as Figure 2 As shown, in the wheel sensor device 21, if the sensing signals generated by sensors 211 and 212 are valid wheel signals, then sensors 211 and 212 are used as target sensors. Furthermore, since the sensing signal generated by sensor 213 is not a valid wheel signal, sensor 213 is not used as a target sensor. The corresponding results are shown in Table 1.
[0063] Table 1
[0064] Next, based on the time when sensors 211 and 212 generate valid wheel signals, the time interval between the specified wheel passing through sensors 211 and 212 is determined as follows: Since the distance between sensor 211 and sensor 212 is D12, therefore, according to the time interval... The candidate vehicle speed V12 is determined by the distance D12, i.e. .
[0065] Since there is only one candidate speed V12 under the current circumstances, the candidate speed V12 will be taken as the train speed V.
[0066] For example, such as Figure 2 As shown, in the wheel sensor device 21, if the sensing signals generated by sensors 212 and 213 are valid wheel signals, then sensors 212 and 213 are used as target sensors. Furthermore, since the sensing signal generated by sensor 211 is not a valid wheel signal, sensor 211 is not used as a target sensor. The corresponding results are shown in Table 2.
[0067] Table 2
[0068] Next, based on the time when sensors 212 and 213 generate valid wheel signals, the time interval between the specified wheel passing through sensors 212 and 213 is determined as follows: Since the distance between sensor 212 and sensor 213 is D23, therefore, according to the time interval... The candidate vehicle speed V23 is determined by distance D23, i.e. .
[0069] Since there is only one candidate speed V23 under the current circumstances, the candidate speed V23 will be taken as the train speed V.
[0070] For example, such as Figure 2 As shown, in the wheel sensor device 21, if the sensing signals generated by sensors 211, 212, and 213 are all valid wheel signals, then sensors 211, 212, and 213 are used as target sensors. The corresponding results are shown in Table 3.
[0071] Table 3
[0072] Next, based on the time when sensors 211 and 212 generate valid wheel signals, the time interval between the specified wheel passing through sensors 211 and 212 is determined as follows: Based on the time when sensors 212 and 213 generate valid wheel signals, the time interval between the specified wheel passing through sensors 212 and 213 is determined as follows. Based on the time when sensors 211 and 213 generate valid wheel signals, the time interval between the specified wheel passing through sensors 211 and 213 is determined as follows. .
[0073] Since the distance between sensor 211 and sensor 212 is D12, therefore according to the time interval The first candidate vehicle speed V12 is determined by the distance D12, i.e. Since the distance between sensor 212 and sensor 213 is D23, therefore, according to the time interval... The second candidate vehicle speed V23 is determined by the distance D23, i.e. Since the distance between sensor 211 and sensor 213 is D13, therefore, according to the time interval... The distance D13 determines the third candidate vehicle speed V13, i.e. .
[0074] Given that there are three candidate speeds, V12, V23, and V13, the train speed... .
[0075] In some embodiments, the step of determining the direction of travel of the train includes steps S201-S205.
[0076] S201. Among multiple target sensors, identify the first target sensor that generates a valid wheel signal.
[0077] S202. If the first target sensor to generate a valid wheel signal is the first sensor among N sensors, then the train's direction of travel is determined to be the first direction from the first sensor to the Nth sensor.
[0078] It should be noted that the N sensors in the wheel sensor device are arranged sequentially along the rail. If the first target sensor that generates a valid wheel signal is the first sensor among the N sensors, then the next target sensor that generates a valid wheel signal, regardless of which sensor among the N sensors it is, can determine that the train's direction of travel is from the first sensor to the Nth sensor.
[0079] For example, such as Figures 4 to 6 As shown, train 40 is traveling from left to right. For simplicity, only one carriage of train 40 is shown. Wheel sensor devices 41 are mounted on one side of the track. Wheel sensor devices 41 include three sensors arranged sequentially along the track: sensor 411, sensor 412, and sensor 413. Figures 4 to 6 In the middle, sensors 411, 412 and 413 are arranged in order from left to right.
[0080] like Figure 4 As shown, at time T0, a designated wheel of train 40 passes through sensor 411. The sensing signal generated by sensor 411 is a valid wheel signal. Therefore, sensor 411 is taken as the first target sensor to generate a valid wheel signal.
[0081] like Figure 5 As shown, at time T1, a designated wheel of train 40 passes through sensor 412. The sensing signal generated by sensor 412 is a valid wheel signal. Therefore, sensor 412 is used as the second target sensor to generate a valid wheel signal.
[0082] like Figure 6 As shown, at time T2, a designated wheel of train 40 passes through sensor 413, and the sensing signal generated by sensor 413 is a valid wheel signal. Therefore, sensor 413 is used as the third target sensor to generate a valid wheel signal.
[0083] In this case, the corresponding statistical results are shown in Table 4.
[0084] Table 4
[0085] As shown in Table 4, train 40 travels in the direction from sensor 411 to sensor 413.
[0086] For example, if a designated wheel of train 40 passes sensor 412, and the sensing signal generated by sensor 412 is detected as not a valid wheel signal, then sensor 412 is not used as the target sensor. In this case, the corresponding statistical results are shown in Table 5.
[0087] Table 5
[0088] As shown in Table 5, although the sensor information at time T1 was lost, it was still possible to determine that the train 40 was traveling in the direction from sensor 411 to sensor 413.
[0089] For example, if a designated wheel of train 40 passes sensor 413, and the sensing signal generated by sensor 413 is detected as not a valid wheel signal, then sensor 413 is not used as a target sensor. In this case, the corresponding statistical results are shown in Table 6.
[0090] Table 6
[0091] As shown in Table 6, although the sensor information at time T2 was lost, it was still possible to determine that train 40 was traveling in the direction from sensor 411 to sensor 413.
[0092] As can be seen from Tables 4 to 6 above, if the first target sensor that generates a valid wheel signal is the first sensor among the N sensors, then the train's direction of travel can be determined as the first direction from the first sensor to the Nth sensor.
[0093] S203. If the first target sensor to generate a valid wheel signal is the Nth sensor out of N sensors, then the train's direction of travel is determined to be the second direction from the Nth sensor to the 1st sensor.
[0094] It should be noted that the N sensors in the wheel sensor device are arranged sequentially along the rail. If the first target sensor to generate a valid wheel signal is the Nth sensor among the N sensors, then the next target sensor to generate a valid wheel signal, regardless of which of the N sensors it is, can determine that the train's direction of travel is from the Nth sensor to the 1st sensor.
[0095] For example, such as Figures 7 to 9 As shown, train 40 is traveling from right to left. For simplicity, only one carriage of train 40 is shown.
[0096] like Figure 7 As shown, at time T0, a designated wheel of train 40 passes through sensor 413. The sensing signal generated by sensor 413 is a valid wheel signal. Therefore, sensor 413 is taken as the first target sensor to generate a valid wheel signal.
[0097] like Figure 8 As shown, at time T1, a designated wheel of train 40 passes through sensor 412. The sensing signal generated by sensor 412 is a valid wheel signal. Therefore, sensor 412 is used as the second target sensor to generate a valid wheel signal.
[0098] like Figure 9 As shown, at time T2, a designated wheel of train 40 passes through sensor 411, and the sensing signal generated by sensor 411 is a valid wheel signal. Therefore, sensor 411 is used as the third target sensor to generate a valid wheel signal.
[0099] In this case, the corresponding statistical results are shown in Table 7.
[0100] Table 7
[0101] As shown in Table 7, train 40 travels in the direction from sensor 413 to sensor 411.
[0102] For example, if a designated wheel of train 40 passes sensor 412, and the sensing signal generated by sensor 412 is detected as not a valid wheel signal, then sensor 412 is not used as the target sensor. In this case, the corresponding statistical results are shown in Table 8.
[0103] Table 8
[0104] As shown in Table 8, although the sensor information at time T1 was lost, it was still possible to determine that train 40 was traveling in the direction from sensor 413 to sensor 411.
[0105] For example, if a designated wheel of train 40 passes sensor 411, and the sensing signal generated by sensor 411 is detected as not a valid wheel signal, then sensor 411 is not considered a target sensor. In this case, the corresponding statistical results are shown in Table 9.
[0106] Table 9
[0107] As shown in Table 9, although the sensor information at time T2 was lost, it was still possible to determine that train 40 was traveling in the direction from sensor 413 to sensor 411.
[0108] As can be seen from Tables 7 to 9 above, when multiple target sensors are identified among N sensors, if the first target sensor to generate a valid wheel signal is the Nth sensor among the N sensors, then the train's travel direction can be determined to be the second direction from the Nth sensor to the 1st sensor.
[0109] S204. If the first target sensor to generate a valid wheel signal is the m-th sensor out of N sensors, then determine the next target sensor to generate a valid wheel signal. .
[0110] It should be noted that among N sensors, when the train's wheels pass the first or Nth sensor, the sensing signals generated by the first and Nth sensors are detected as not valid wheel signals. Therefore, there may be a situation where the first target sensor to generate a valid wheel signal is not the first or Nth sensor.
[0111] S205. Determine the train's direction of travel based on the relative positions of the next target sensor that generates a valid wheel signal and the first target sensor that generates a valid wheel signal.
[0112] In some embodiments, if the next target sensor to generate a valid wheel signal is the p-th sensor among N sensors, and p is greater than m, then the train's travel direction is determined to be the first direction from the 1st sensor to the Nth sensor.
[0113] For example, such as Figure 4 As shown, at time T0, a designated wheel of train 40 passes through sensor 411. The sensing signal generated by sensor 411 is not a valid wheel signal, so sensor 411 is not used as the target sensor.
[0114] like Figure 5 As shown, at time T1, a designated wheel of train 40 passes through sensor 412. The sensing signal generated by sensor 412 is a valid wheel signal. Therefore, sensor 412 is taken as the first target sensor to generate a valid wheel signal.
[0115] like Figure 6 As shown, at time T2, a designated wheel of train 40 passes through sensor 413, and the sensing signal generated by sensor 413 is a valid wheel signal. Therefore, sensor 413 is used as the second target sensor to generate a valid wheel signal.
[0116] In this case, the corresponding statistical results are shown in Table 10.
[0117] Table 10
[0118] As shown in Table 10, train 40 travels in the direction from sensor 412 to sensor 413. Since sensor 411 is located on the side of sensor 412 away from sensor 413, it can be determined that the direction of travel of train 40 is from sensor 411 to sensor 413.
[0119] In some embodiments, if the next target sensor to generate a valid wheel signal is the r-th sensor among N sensors, and r is less than m, then the train's direction of travel is determined to be the second direction from the N-th sensor to the 1-th sensor.
[0120] For example, such as Figure 7 As shown, at time T0, a designated wheel of train 40 passes through sensor 413. The sensing signal generated by sensor 413 is not a valid wheel signal, so sensor 413 is not used as the target sensor.
[0121] like Figure 8 As shown, at time T1, a designated wheel of train 40 passes through sensor 412. The sensing signal generated by sensor 412 is a valid wheel signal. Therefore, sensor 412 is regarded as the first target sensor to generate a valid wheel signal.
[0122] like Figure 9 As shown, at time T2, a designated wheel of train 40 passes through sensor 411, and the sensing signal generated by sensor 411 is a valid wheel signal. Therefore, sensor 411 is used as the second target sensor to generate a valid wheel signal.
[0123] In this case, the corresponding statistical results are shown in Table 11.
[0124] Table 11
[0125] As shown in Table 11, train 40 travels in the direction from sensor 412 to sensor 411. Since sensor 413 is located on the side of sensor 412 away from sensor 411, the direction of travel of train 40 can be determined to be from sensor 413 to sensor 411.
[0126] As can be seen from the above analysis, the embodiments of this disclosure can effectively detect the speed and direction of the train when the train passes the wheel sensor device in different directions of travel.
[0127] In some embodiments, after detecting the sensing signals generated by N sensors, a predetermined delay is made. After the predetermined delay, the process of receiving the sensing signals generated by each sensor in the wheel sensor device is repeated.
[0128] It should be noted that, considering that sensors may also generate sensing signals when subjected to external interference, after detecting the sensing signals generated by N sensors, a predetermined delay is made. During this period, even if a sensor generates a sensing signal due to external interference, the sensing signal will not be processed, thereby effectively avoiding the influence of external interference.
[0129] In some embodiments, for Figures 4 to 9 The wheel sensor device shown, and the train wheel signal processing method are as follows: Figure 10 As shown.
[0130] like Figure 10As shown, in each detection cycle, the system waits for sensing signals from sensors 411 to 413. If a sensing signal from sensor 411 (signal 1) is received first, the system waits for a sensing signal from sensor 412. Upon receiving a sensing signal from sensor 412 (signal 2), the system waits for a sensing signal from sensor 413. Upon receiving a sensing signal from sensor 413 (signal 3), after a predetermined delay, an initialization operation is performed to configure parameters so that the system can continue collecting sensing signals from sensors 411 to 413. Clearly, based on this process, the train's direction of travel can be determined as the direction from sensor 411 to sensor 413.
[0131] If a sensing signal (signal 3) is received first from sensor 413, then the system waits for a sensing signal from sensor 412. If a sensing signal (signal 2) is received from sensor 412, the system waits for a sensing signal from sensor 411. If a sensing signal (signal 1) is received from sensor 411, then after a predetermined delay, an initialization operation is performed to configure parameters so that the system can continue collecting sensing signals from sensors 411 to 413. Clearly, this process determines that the train's direction of travel is from sensor 413 to sensor 411.
[0132] If a sensing signal (i.e., signal 2) is received first from sensor 412, it indicates that a sensing signal from a previous sensor was missing. In this case, it is necessary to wait for the next sensing signal.
[0133] If the next signal is a sensing signal provided by sensor 411 (i.e., signal 1), then after a predetermined delay, an initialization operation is performed again to configure the parameters so that sensing signals provided by sensors 411 to 413 can continue to be collected. Obviously, according to this process, it can be determined that the train's direction of travel is from sensor 413 to sensor 411, and it can be determined that the sensing signal provided by sensor 413 is missing in this detection cycle.
[0134] If the next signal is a sensing signal provided by sensor 413 (i.e., signal 3), then after a predetermined delay, an initialization operation is performed again to configure the parameters so that sensing signals provided by sensors 411 to 413 can continue to be collected. Obviously, according to this process, it can be determined that the train's direction of travel is from sensor 411 to sensor 413, and it can be determined that the sensing signal provided by sensor 411 is missing in this detection cycle.
[0135] It should also be noted that when the wheel sensor device includes N sensors, if only one sensor generates a valid wheel signal, the direction of travel of the train cannot be detected.
[0136] For example, in Figures 4 to 9 In the embodiments described above, if only sensor 411 generates a valid wheel signal at time Tx, the corresponding statistical results are shown in Table 12.
[0137] Table 12
[0138] In this case, it is possible that train 40 is following... Figures 4 to 6 When traveling in the indicated direction, the designated wheels pass through sensors 411, 412, and 413 sequentially. Only sensor 411 generates a valid wheel signal at time Tx, while sensors 412 and 413 do not generate valid wheel signals. It is also possible that train 40 is traveling in the indicated direction. Figures 7 to 9 When traveling in the indicated direction, the designated wheels pass through sensors 413, 412, and 411 in sequence. Sensors 413 and 412 do not generate valid wheel signals; only sensor 411 generates a valid wheel signal at time Tx. Therefore, the train's direction of travel cannot be determined solely based on Table 12.
[0139] For example, in Figures 4 to 9 In the embodiments described above, if only sensor 412 generates a valid wheel signal at time Tx, the corresponding statistical results are shown in Table 13.
[0140] Table 13
[0141] In this case, it is possible that train 40 is following... Figures 4 to 6 When traveling in the indicated direction, the designated wheels pass through sensors 411, 412, and 413 sequentially. Only sensor 412 generates a valid wheel signal at time Tx, while sensors 411 and 413 do not generate valid wheel signals. It is also possible that train 40 is traveling in the indicated direction. Figures 7 to 9 When traveling in the indicated direction, the designated wheels pass through sensors 413, 412, and 411 in sequence. Only sensor 412 generates a valid wheel signal at time Tx, while sensors 413 and 411 do not generate valid wheel signals. Therefore, the train's direction of travel cannot be determined solely based on Table 13.
[0142] For example, in Figures 4 to 9 In the embodiments described above, if only sensor 413 generates a valid wheel signal at time Tx, the corresponding statistical results are shown in Table 14.
[0143] Table 14
[0144] In this case, it is possible that train 40 is following... Figures 4 to 6 When traveling in the indicated direction, the designated wheels pass through sensors 411, 412, and 413 sequentially. Sensors 411 and 412 do not generate valid wheel signals; only sensor 413 generates a valid wheel signal at time Tx. It is also possible that train 40 is traveling in the indicated direction. Figures 7 to 9 When traveling in the indicated direction, the designated wheels pass through sensors 413, 412, and 411 in sequence. Only sensor 413 generates a valid wheel signal at time Tx; sensors 412 and 411 do not generate valid wheel signals. Therefore, the train's direction of travel cannot be determined solely based on Table 14.
[0145] It should be noted here that the wheelbase between each group of adjacent wheels of the train is determined based on the timing of the valid wheel signals generated by multiple target sensors in the wheel sensor device.
[0146] In some embodiments, the step of determining the wheelbase between each group of adjacent wheels of the train includes steps S301-S302.
[0147] S301. Based on the time when each target sensor generates a valid wheel signal among multiple target sensors, determine the time interval between each group of adjacent wheels passing each target sensor sequentially.
[0148] S302. Based on the time interval between each group of adjacent wheels passing each target sensor and the vehicle speed, the wheelbase between each group of adjacent wheels is obtained.
[0149] In some embodiments, the candidate wheelbase between the qth group of adjacent wheels is obtained based on the time interval between the successive passages of the sth target sensor by the qth group of adjacent wheels and the vehicle speed. , Q represents the total number of adjacent wheel sets, and K represents the total number of target sensors.
[0150] It should be noted that each carriage of a train has multiple pairs of wheels, such as... Figure 4 As shown, the carriage has two pairs of wheels. Two adjacent wheels are visible from the side of the train; these two adjacent wheels can be considered a group of adjacent wheels. For example... Figure 12 As shown, the carriage has 4 pairs of wheels. Four wheels are visible from the side of the train. Adjacent wheels can be considered as a group of adjacent wheels. Therefore, as... Figure 12 As shown, the carriage has 3 sets of adjacent wheels, where each set of adjacent wheels consists of 2 adjacent wheels.
[0151] When multiple candidate wheelbases are obtained, the average of these candidate wheelbases is taken as the wheelbase between adjacent wheels in the q-th group. When only one candidate wheelbase is obtained, this single candidate wheelbase is taken as the wheelbase between adjacent wheels in the q-th group.
[0152] For example, in such Figures 4 to 9 In the wheel sensor device 41 shown, only the sensing signal generated by sensor 411 is a valid wheel signal. Based on the time when sensor 411 generates a valid wheel signal, the time interval between two adjacent wheels passing through sensor 411 is determined as follows: The corresponding results are shown in Table 15.
[0153] Table 15
[0154] In this case, the first candidate wheelbase L1 between the two adjacent wheels is V. Where V is the train speed. Since there is only one candidate wheelbase L1 in the current situation, this candidate wheelbase L1 is used as the wheelbase between the two adjacent wheels.
[0155] For example, in such Figures 4 to 9 In the wheel sensor device 41 shown, the sensing signals generated by sensors 411 and 412 are valid wheel signals. Based on the time when sensor 411 generates a valid wheel signal, the time interval between two adjacent wheels passing through sensor 411 is determined as follows: Based on the time when sensor 412 generates a valid wheel signal, the time interval between the successive passage of two adjacent wheels through sensor 412 is determined as follows. The corresponding results are shown in Table 16.
[0156] Table 16
[0157] In this case, the first candidate wheelbase L1 between the two adjacent wheels is V. The second candidate wheelbase L2 between the two adjacent wheels is V. Where V is the train speed. Since there are two candidate wheelbases L1 and L2 in the current case, the wheelbase between the two adjacent wheels is L = (L1 + L2) / 2.
[0158] For example, in such Figures 4 to 9 In the wheel sensor device 41 shown, the sensing signals generated by sensors 411, 412, and 413 are valid wheel signals. Based on the time when sensor 411 generates a valid wheel signal, the time interval between two adjacent wheels passing through sensor 411 is determined as follows: Based on the time when sensor 412 generates a valid wheel signal, the time interval between two adjacent wheels passing through sensor 412 is determined as follows: Based on the time when sensor 413 generates a valid wheel signal, the time interval between two adjacent wheels passing through sensor 413 is determined as follows. The corresponding results are shown in Table 17.
[0159] Table 17
[0160] In this case, the first candidate wheelbase L1 between the two adjacent wheels is V. The second candidate wheelbase L2 between the two adjacent wheels is V. The third candidate wheelbase L3 between the two adjacent wheels is V. Where V is the train speed. Since there are three candidate wheelbases L2 and L3 in the current case, the wheelbase between the two adjacent wheels is L = (L1 + L2 + L3) / 3.
[0161] For example, such as Figure 11 As shown, by utilizing the above embodiments, the wheelbase L1-L13 between every two adjacent wheels in a train can be measured.
[0162] In the train wheel signal processing method provided in the above embodiments of this disclosure, by identifying whether the sensing signal generated by each sensor in the wheel sensor device is a valid wheel signal, accurate train information can be measured by utilizing the valid wheel signal.
[0163] In some embodiments, the vehicle type of each car of the train is determined according to the wheelbase and car wheelbase distribution rules, wherein the vehicle type of each car is associated with the number of axles of each car.
[0164] It should be noted that the wheelbase of different types of carriages can be measured in advance. Based on the measured wheelbase data, the wheelbase distribution pattern of different types of carriages can be determined. Based on the wheelbase distribution pattern of different types of carriages and other information, carriage wheelbase distribution rule information can be generated and stored in advance in systems such as the train management system.
[0165] For example, information on the wheelbase distribution rules of carriages can be obtained from systems such as train management systems. Different types of carriages will have different wheelbase distribution rules.
[0166] For example, train carriages can be classified according to the number of axles, such as four-axle carriages, six-axle carriages, and eight-axle carriages. Carriages with different numbers of axles are suitable for different load requirements.
[0167] For example, such as Figure 12As shown, the four-axle carriage has four axles, corresponding to four pairs of wheels (eight wheels). Four wheels are visible from one side of the four-axle carriage, and the other four wheels are visible from the other side. The wheelbase between the first and second axles (i.e., between the first and second wheels) is L121, the wheelbase between the second and third axles (i.e., between the second and third wheels) is L122, and the wheelbase between the third and fourth axles (i.e., between the third and fourth wheels) is L123. According to the predetermined wheelbase distribution rule, L121 = L123.
[0168] like Figure 13 As shown, the five-axle carriage has five axles, corresponding to five pairs of wheels (10 wheels). Five wheels are visible from one side of the five-axle carriage, and another five wheels are visible from the other side. The wheelbase between the first and second axles (i.e., between the first and second wheels) is L131, between the second and third axles (i.e., between the second and third wheels) is L132, between the third and fourth axles (i.e., between the third and fourth wheels) is L133, and between the fourth and fifth axles (i.e., between the fourth and fifth wheels) is L134. According to the predetermined wheelbase distribution rule, L131 = L134, and L132 = L133.
[0169] like Figure 14 As shown, the six-axle carriage has six axles, corresponding to six pairs of wheels (12 wheels). Six wheels are visible from one side of the carriage, and another six wheels are visible from the other side. The wheelbase between the first and second axles (i.e., between the first and second wheels) is L141, between the second and third axles (i.e., between the second and third wheels) is L142, between the third and fourth axles (i.e., between the third and fourth wheels) is L143, between the fourth and fifth axles (i.e., between the fourth and fifth wheels) is L144, and between the fifth and sixth axles (i.e., between the fifth and sixth wheels) is L145. According to the predetermined wheelbase distribution rule, L141 = L145, and L142 = L144.
[0170] like Figure 15As shown, the eight-axle carriage has eight axles and eight pairs of wheels (16 wheels). Eight wheels can be seen from one side of the eight-axle carriage, and another eight wheels can be seen from the other side of the eight-axle carriage. The wheelbase between the 1st and 2nd axles (i.e., between the 1st and 2nd wheels) is L151; the wheelbase between the 2nd and 3rd axles (i.e., between the 2nd and 3rd wheels) is L152; the wheelbase between the 3rd and 4th axles (i.e., between the 3rd and 4th wheels) is L153; the wheelbase between the 4th and 5th axles (i.e., between the 4th and 5th wheels) is L154; the wheelbase between the 5th and 6th axles (i.e., between the 5th and 6th wheels) is L155; the wheelbase between the 6th and 7th axles (i.e., between the 6th and 7th wheels) is L156; and the wheelbase between the 7th and 8th axles (i.e., between the 7th and 8th wheels) is L157. According to the predetermined wheelbase distribution rules, L151=L157, L152=L156, L153=L155, and L153 is not equal to L152.
[0171] Therefore, based on the wheelbase and carriage wheelbase distribution rules, the vehicle type of each carriage of the train is determined.
[0172] Through the above processing, it can be determined that... Figure 11 The train shown consists of three carriages: the first carriage is a six-axle carriage, and the second and third carriages are four-axle carriages.
[0173] Figure 16 This is a schematic diagram of the structure of a train wheel signal processing device according to an embodiment of the present disclosure.
[0174] like Figure 16 As shown, the train wheel signal processing device 160 is presented in the form of a general-purpose computing device. The train wheel signal processing device 160 includes a memory 161, a processor 162, and a bus 163 connecting different system components.
[0175] Memory 161 may include, for example, system memory, non-volatile storage media, etc. System memory may store, for example, an operating system, application programs, a boot loader, and other programs. System memory may include volatile storage media, such as random access memory (RAM) and / or cache memory. Non-volatile storage media may store, for example, instructions for a corresponding embodiment of at least one train wheel signal processing method being executed. Non-volatile storage media include, but are not limited to, disk storage, optical storage, flash memory, etc.
[0176] Processor 162 can be implemented using a general-purpose processor, digital signal processor (DSP), application-specific integrated circuit (ASIC), field-programmable gate array (FPGA) or other programmable logic devices, discrete hardware components such as discrete gates or transistors. Accordingly, each module, such as the acquisition module, calculation module, and adjustment module, can be implemented by executing instructions in the central processing unit (CPU) running memory to perform the corresponding steps, or by implementing dedicated circuitry to perform the corresponding steps.
[0177] For example, processor 162 is configured for memory-based instruction execution implementation such as Figure 1 , 3 The method involved in any of the embodiments.
[0178] Bus 163 can use any of the various bus architectures. For example, bus architectures include, but are not limited to, the Industry Standard Architecture (ISA) bus, the Micro Channel Architecture (MCA) bus, and the Peripheral Component Interconnect (PCI) bus.
[0179] The interfaces 164, 165, and 166 of the train wheel signal processing device 160, as well as the memory 161 and processor 162, can be connected via bus 163. Input / output interface 164 provides a connection interface for input / output devices such as monitors, mice, and keyboards. Network interface 165 provides a connection interface for various networked devices. Storage interface 166 provides a connection interface for external storage devices such as floppy disks, USB flash drives, and SD cards.
[0180] Various aspects of this disclosure are described herein with reference to flowchart illustrations and / or block diagrams of methods, apparatus, and computer program products according to embodiments of this disclosure. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations thereof, can be implemented by computer-readable program instructions.
[0181] These computer-readable program instructions are provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable device to produce a machine, such that execution of the instructions by the processor produces means for implementing the functions specified in one or more boxes of the flowchart and / or block diagram.
[0182] These computer-readable program instructions may also be stored in a computer-readable storage medium. These instructions cause a computer to work in a particular manner to produce an article of manufacture, including instructions that implement the functions specified in one or more boxes in a flowchart and / or block diagram.
[0183] This disclosure may take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects.
[0184] This disclosure also provides a computer-readable storage medium storing computer instructions that, when executed by a processor, implement... Figure 1 , 3 The method involved in any of the embodiments.
[0185] This disclosure also provides a computer program product, including computer instructions, wherein the computer instructions, when executed by a processor, implement as follows: Figure 1 , 3 The method involved in any of the embodiments.
[0186] Figure 17 This is a schematic diagram of the structure of a train wheel signal processing system according to an embodiment of the present disclosure.
[0187] like Figure 17 As shown, the train wheel signal processing system 170 includes multiple train wheel signal processing devices 171, 172, ..., 17n, wherein each of the multiple train wheel signal processing devices 171, 172, ..., 17n is a train wheel signal processing device. Figure 16 The train wheel signal processing device involved in any of the embodiments.
[0188] It should be noted that each of the multiple train wheel signal processing devices 1711, 1712, ..., 171n corresponds to a wheel sensor device, thereby enabling parallel processing of data collected by multiple wheel sensor devices installed along the track, thus improving information processing efficiency.
[0189] For example, each train wheel signal processing device can be an independent module in an FPGA (Field Programmable Gate Array), so that each train wheel signal processing device can operate independently without affecting each other.
[0190] Figure 18 This is a schematic diagram of the structure of a train identification system according to an embodiment of the present disclosure.
[0191] like Figure 18 As shown, the train identification system includes a train wheel signal processing system 170 and multiple wheel sensor devices 181, 182, ..., 18n arranged sequentially along the track 180. Each wheel sensor device 181, 182, ..., 18n includes N sensors arranged sequentially along the track, where N is a natural number greater than 1. The multiple wheel sensor devices 181, 182, ..., 18n correspond one-to-one with the multiple train wheel signal processing devices 171, 172, ..., 17n included in the train wheel signal processing system 170.
[0192] In some embodiments, each of the plurality of wheel sensor devices 181, 182, ..., 18n can be a wheel sensor device. Figure 2 , Figures 4 to 9 The wheel sensor equipment involved.
[0193] It should be noted that the distance between two adjacent wheel sensor devices is not limited. For example, the distance between two adjacent wheel sensor devices can be tens of meters or hundreds of meters, thereby improving the flexibility of system deployment and train identification.
[0194] By implementing the embodiments of this disclosure, by identifying whether the sensing signal generated by each sensor in the wheel sensor device is a valid wheel signal, accurate train speed information, train direction information, and train wheelbase information can be measured using valid wheel signals.
[0195] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.
[0196] The description in this disclosure is provided for illustrative and descriptive purposes only and is not intended to be exhaustive or to limit the disclosure to its forms. Many modifications and variations will be apparent to those skilled in the art. The embodiments were chosen and described in order to better illustrate the principles and practical application of this disclosure and to enable those skilled in the art to understand this disclosure and to design various embodiments with various modifications suitable for a particular purpose.
Claims
1. A train wheel signal processing method, executed by a train wheel signal processing device, comprising: The sensor receives sensing signals generated by each sensor in the wheel sensor device, wherein the wheel sensor device includes N sensors arranged sequentially along the track, where N is a natural number greater than 1. Detect whether the sensing signal generated by the nth sensor is a valid wheel signal. ; If the sensing signal generated by the nth sensor is a valid wheel signal, the nth sensor shall be used as the target sensor. When the wheel sensor device includes multiple target sensors, the train speed and direction of travel are determined based on the time it takes for the multiple target sensors to generate valid wheel signals.
2. The train wheel signal processing method according to claim 1, wherein, The detection of whether the sensing signal generated by the nth sensor is a valid wheel signal includes: Detect the amplitude of the sensing signal generated by the nth sensor; When the amplitude of the sensed signal is greater than a predetermined amplitude threshold, the amplitude change trend of the sensed signal is tracked. If the amplitude of the sensing signal shows an upward trend to reach a peak value, and then decreases from the peak value and crosses zero, the sensing signal generated by the nth sensor is determined to be a valid wheel signal, wherein the duration of the upward trend is greater than a first duration threshold.
3. The train wheel signal processing method according to claim 2, wherein, Determining that the sensing signal generated by the nth sensor is a valid wheel signal includes: If the peak value is less than the peak value threshold, then it is determined whether the duration of the upward trend is greater than the second duration threshold, wherein the second duration threshold is greater than the first duration threshold. If the duration of the upward trend is greater than the second duration threshold, then the sensing signal generated by the nth sensor is determined to be the valid wheel signal.
4. The train wheel signal processing method according to claim 3, wherein, Determining that the sensing signal generated by the nth sensor is a valid wheel signal includes: If the peak value is greater than the peak value threshold, then it is determined whether the duration of the upward trend is less than or equal to the second duration threshold and greater than the first duration threshold. If the duration of the upward trend is less than or equal to the second duration threshold and greater than the first duration threshold, then the sensing signal generated by the nth sensor is determined to be the valid wheel signal.
5. The train wheel signal processing method according to claim 1, wherein, The determination of the train speed includes: Based on the time when each of the plurality of target sensors generates a valid wheel signal, the time interval between any two of the plurality of target sensors is determined for a designated wheel of the train to pass through the plurality of target sensors. The train speed is obtained based on the time interval between each pair of target sensors and the distance between each pair of target sensors when the designated wheel passes through them.
6. The train wheel signal processing method according to claim 5, wherein, The train speed obtained includes: Based on the time interval between the specified wheel passing the i-th target sensor and the j-th target sensor, and the distance between the i-th target sensor and the j-th target sensor, a candidate vehicle speed is obtained. , ,and K represents the total number of target sensors; When multiple candidate speeds are obtained, the average of the multiple candidate speeds is taken as the speed of the train.
7. The train wheel signal processing method according to claim 6, wherein, The train speed obtained includes: If only one candidate speed is obtained, the candidate speed shall be taken as the speed of the train.
8. The train wheel signal processing method according to claim 1, wherein, Determining the train's direction of travel includes: Among the plurality of target sensors, the first target sensor that generates a valid wheel signal is identified; If the first target sensor that generates a valid wheel signal is the first sensor among the N sensors, then the train's travel direction is determined to be the first direction from the first sensor to the Nth sensor.
9. The train wheel signal processing method according to claim 8, wherein, Determining the train's direction of travel includes: If the first target sensor that generates a valid wheel signal is the Nth sensor among the N sensors, then the train's travel direction is determined to be the second direction from the Nth sensor to the first sensor.
10. The train wheel signal processing method according to claim 8, wherein, Determining the train's direction of travel includes: If the first target sensor to generate a valid wheel signal is the m-th sensor among the N sensors, then the next target sensor to generate a valid wheel signal is determined. ; The direction of travel of the train is determined based on the relative positions of the next target sensor that generates a valid wheel signal and the first target sensor that generates a valid wheel signal.
11. The train wheel signal processing method according to claim 10, wherein, The determination of the train's direction of travel includes: If the next target sensor to generate a valid wheel signal is the p-th sensor among the N sensors, and p is greater than m, then the train's travel direction is determined to be the first direction from the 1st sensor to the Nth sensor.
12. The train wheel signal processing method according to claim 10, wherein, The determination of the train's direction of travel includes: If the next target sensor to generate a valid wheel signal is the r-th sensor among the N sensors, and r is less than m, then the train's travel direction is determined to be the second direction from the N-th sensor to the 1st sensor.
13. The train wheel signal processing method according to any one of claims 1-12, further comprising: The time interval between each group of adjacent wheels passing each target sensor is determined based on the time when each target sensor generates a valid wheel signal. The wheelbase between each group of adjacent wheels is obtained based on the time interval between each group of adjacent wheels passing each target sensor and the vehicle speed.
14. The train wheel signal processing method according to claim 13, wherein, The method of obtaining the wheelbase between each group of adjacent wheels includes: Based on the time interval between the successive passages of the qth group of adjacent wheels through the s-th target sensor and the vehicle speed, the candidate wheelbase between the qth group of adjacent wheels is obtained. , Q represents the total number of adjacent wheel sets, and K represents the total number of target sensors; When multiple candidate wheelbases are obtained, the average value of the multiple candidate wheelbases is taken as the wheelbase between adjacent wheels in the qth group.
15. The train wheel signal processing method according to claim 14, wherein, The method of obtaining the wheelbase between each group of adjacent wheels includes: If a candidate wheelbase is obtained, the candidate wheelbase is used as the wheelbase between adjacent wheels in the qth group.
16. The train wheel signal processing method according to claim 13, further comprising: Based on the wheelbase and carriage wheelbase distribution rules, the vehicle type of each carriage of the train is determined, wherein the vehicle type of each carriage is associated with the number of axles of each carriage.
17. The train wheel signal processing method according to any one of claims 1-12, further comprising: After completing the detection of sensing signals generated by N sensors, delay for a predetermined period of time; After a predetermined delay, the sensing signals generated by each sensor in the receiving wheel sensor device are repeatedly executed.
18. A train wheel signal processing device, comprising: Memory; A processor, coupled to a memory, is configured to implement the train wheel signal processing method as described in any one of claims 1-17 based on the execution of instructions stored in the memory.
19. A train wheel signal processing system, comprising: A plurality of train wheel signal processing devices, wherein each of the plurality of train wheel signal processing devices is the train wheel signal processing device of claim 18.
20. A train identification system, comprising: The train wheel signal processing system as described in claim 19; Multiple wheel sensor devices are arranged sequentially along the track. Each wheel sensor device includes N sensors arranged sequentially along the track, where N is a natural number greater than 1. The multiple wheel sensor devices correspond one-to-one with the multiple train wheel signal processing devices included in the train wheel signal processing system.
21. A computer-readable storage medium, wherein, The computer-readable storage medium stores computer instructions that, when executed by a processor, implement the train wheel signal processing method as described in any one of claims 1-17.
22. A computer program product comprising computer instructions, wherein the computer instructions, when executed by a processor, implement the train wheel signal processing method as described in any one of claims 1-17.