Axle counting technology-based earthen bumper monitoring system

Abstract

An axle counting technology-based earthen bumper monitoring system. Train passing signals are collected by means of sensor modules (101) mounted on a track connected to a target earthen bumper, axle counting for the sensor modules (101) is performed on the basis of the train passing signals received by a ground trackside device (102), and axle counts of sensors indicate the numbers of wheels passing the sensor modules (101). Therefore, when a currently received train passing signal is a train passing signal sent by a first sensor module, and the axle count of the first sensor module is equal to the axle count of a second sensor module, it is determined that a train has just left the first sensor module. The distance between the mounting position of the first sensor module and the target earthen bumper is not less than a preset braking safety distance. Therefore, the purpose of sending out a stopping signal for prompting to perform a braking operation on the train is to prompt to perform a braking operation on the train such that the train stops before the earthen bumper. The distance between a train and an earthen bumper is monitored on the basis of the axle counting technology, thereby ensuring the transportation safety.

Description

A soil retaining wall monitoring system based on axle counting technology

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on January 22, 2024, with application number 2024100881614 and invention name “A soil retaining monitoring system based on axle counting technology”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of signal processing technology, and in particular to an earth retaining wall monitoring system based on axle counting technology. Background Art

[0003] Railway station network networks contain dead-end lines, connected to the station line at one end and a railway earth barrier equipped with a train stop at the other. The train stop is displayed as a red square sign during the day and a red light at night. Due to the lack of comprehensive interlocking signaling at the dead-end line, shunting operations require human intervention and rely on personnel for safety.

[0004] During shunting operations at stations, vehicles often need to enter the dead end line for operation or stop. Due to the limitations of line conditions, the influence of fog, snow and rain, the intermittent observation of operators, improper speed control and other reasons, it is easy to cause shunting accidents such as collision with the car stop guard and crossing the terminal. It can be seen that the traditional method of relying on manual observation of the car stop guard for shunting operations has great hidden dangers in railway transportation safety.

[0005] Summary of the Invention

[0006] This application provides an earth retaining wall monitoring system based on axle counting technology, as follows:

[0007] An earth retaining monitoring system based on axle counting technology comprises: a sensor device and a ground trackside device;

[0008] The sensor device includes a plurality of sensor modules, the plurality of sensor modules including at least a first sensor module and a second sensor module installed on a track connected to a target soil barrier, wherein the distance between the installation position of the first sensor module and the target soil barrier is smaller than the distance between the installation position of the second sensor module and the target soil barrier, and the distance between the installation position of the first sensor module and the target soil barrier is not less than a preset braking safety distance;

[0009] The sensor module is used to collect vehicle passing signals and send the vehicle passing signals to the ground trackside device, and the vehicle passing signals collected by the sensor module are used to indicate whether a wheel passes through the sensor module;

[0010] The ground trackside device is used to receive the passing vehicle signals sent by each of the sensor modules in real time, count the number of axles of the sensor modules based on the passing vehicle signals currently received, and determine whether the preset braking conditions are met. If so, a stop signal is issued. The braking conditions include that the currently received passing vehicle signal is the passing vehicle signal sent by the first sensor module, and the number of axles of the first sensor module is equal to the number of axles of the second sensor module. The stop signal is used to prompt the train to perform braking operations so that the train stops before the target earth barrier.

[0011] Optionally, the sensor module includes: a sine wave generating module, a signal acquisition unit, a signal processing unit, and an output interface; the signal acquisition unit includes a primary coil and a secondary double coil, the secondary double coil includes two secondary coils arranged in series, the two secondary coils are arranged in the inner coil of the primary coil, and are in a completely symmetrical differential configuration;

[0012] The sine wave generating module is used to generate a sine wave and input the sine wave into the primary coil;

[0013] The primary coil is used to generate a primary signal based on the sine wave;

[0014] The two secondary coils are used to sense the primary signal to generate two secondary signals, and the two secondary signals are input to the signal processing unit, wherein the secondary signals are sinusoidal signals;

[0015] The signal processing unit is used to receive the two secondary signals, perform preset signal processing on the two secondary signals respectively, and output a vehicle passing signal, wherein the vehicle passing signal output by the signal processing unit includes the two secondary signals after signal processing, and the signal processing includes at least one of power amplification, rectification, and interpolation processing;

[0016] The output interface is used to output the vehicle passing signal to the ground trackside device.

[0017] Optionally, the signal processing unit includes a power amplification module, a rectification module, and an interpolation module connected in sequence;

[0018] The power amplification module is used to receive the secondary signal and perform power amplification processing on the secondary signal to obtain a first processed signal;

[0019] The rectifier module is used to receive the first processed signal, copy the first processed signal, and obtain a second processed signal;

[0020] The interpolation module is used to perform interpolation processing on the second processed signal to obtain a third processed signal;

[0021] The output interface is used to output the vehicle passing signal to the ground trackside device, including: the output interface is specifically used to: output the third processed signal as the vehicle passing signal to the ground trackside device.

[0022] Optionally, the ground trackside device includes a trackside information processing module and an axle counting module, and the trackside information processing module includes a plurality of filter modules connected to each of the sensor modules in a one-to-one correspondence;

[0023] The filtering module is used to receive the vehicle passing signal sent by the sensor module in real time, filter the vehicle passing signal, and send the filtered vehicle passing signal to the axle counting module;

[0024] The axle counting module is used to receive the vehicle passing signals sent by each of the filter modules in real time, count the number of axles of the sensor module based on the currently received vehicle passing signals, and determine whether the braking conditions are met. If so, the stop signal is sent through wireless transmission.

[0025] Optionally, the filtering module includes a filtering circuit and a filtering processor;

[0026] The filtering circuit is used to receive the vehicle passing signal output by the sensor module, perform capacitor-resistor RC filtering on the vehicle passing signal, and output the vehicle passing signal after RC filtering to the filtering processor;

[0027] The filtering processor is used to filter the vehicle passing signal after RC filtering based on a filtering algorithm to obtain the vehicle passing signal after algorithm filtering, and output the vehicle passing signal after algorithm filtering to the axle counting module. The filtering algorithm includes a median filtering algorithm and / or a de-jitter filtering algorithm.

[0028] Optionally, the filtering circuit includes: a first resistor, a second resistor, a third resistor, a fourth resistor, a capacitor and an NPN transistor;

[0029] The first end of the fourth resistor is connected to the first end of the second resistor, the second end of the fourth resistor is connected to the power supply, the second end of the second resistor is respectively connected to the first end of the capacitor, the first end of the third resistor, and the base of the NPN transistor, the second end of the capacitor is respectively connected to the second end of the third resistor, the emitter of the NPN transistor, and the ground end, the collector of the NPN transistor is connected to the first end of the first resistor, the second end of the first resistor is connected to the power supply, the input end of the filter circuit is the first end of the second resistor and the output end is the collector of the NPN transistor.

[0030] Optionally, the filtering processor includes: a median filtering processor and a de-jitter filtering processor;

[0031] The median filter processor is used to perform algorithmic filtering on the vehicle passing signal output by the filter circuit based on the median filter algorithm to obtain a first processor filtered signal, and send the first processor filtered signal to the debouncing filter processor;

[0032] The de-jitter filter processor is used to perform algorithmic filtering on the passing vehicle signal output by the filter circuit based on the de-jitter filter algorithm to obtain a second processor filter signal, and determine whether the first processor filter signal and the second processor filter signal are consistent. If they are consistent, the second processor filter signal is output to the axle counting module; if they are inconsistent, the first processor filter signal and the second processor filter signal are discarded.

[0033] Optionally, the soil retaining wall monitoring system based on axle counting technology further comprises: a vehicle-mounted device, the vehicle-mounted device comprising a vehicle-mounted information processing module and an audible and visual alarm module;

[0034] The vehicle information processing module is used to receive the parking signal through wireless transmission and issue a preset parking warning instruction;

[0035] The sound and light alarm module is used to receive the parking warning instruction and send out a preset alarm signal.

[0036] Optionally, the ground trackside device is also used to determine whether a preset position warning condition is met. If so, a position warning signal is issued. The position warning condition includes that the currently received passing vehicle signal is the passing vehicle signal sent by the first sensor module, but the number of axles of the first sensor module is not equal to the number of axles of the second sensor module. The position warning signal is used to prompt the train to enter the target section, and the target section is the track section between the first sensor module and the second sensor module.

[0037] Optionally, the vehicle-mounted device further includes a display and playback module;

[0038] The vehicle information processing module is further configured to receive the position warning signal via wireless transmission and send a preset position update instruction to the display and playback module;

[0039] The display and playback module is used to receive the position update instruction and display that the train has entered the target section based on the position update instruction.

[0040] As can be seen from the above technical solution, the earth barrier monitoring system based on axle counting technology provided by the embodiment of the present application collects passing vehicle signals through the first sensor module and the second sensor module installed on the track connected to the target earth barrier, and counts the axle counts of the sensor modules based on the passing vehicle signals received by the ground trackside device. The axle count of the sensor indicates the number of wheels passing through each sensor module. Therefore, when the currently received passing vehicle signal is the passing vehicle signal sent by the first sensor module, and the axle count of the first sensor module is equal to the axle count of the second sensor module, it is determined that the train has just left the first sensor module. Since the distance between the installation position of the first sensor module and the target earth barrier is not less than the preset braking safety distance, a stop signal is issued to prompt the train to perform a braking operation. The purpose is to prompt the train to perform a braking operation so that the train stops in front of the earth barrier. It can be seen that the present invention realizes the monitoring of the distance between the train and the earth barrier based on axle counting technology, improves the safety and reliability of the train braking scheduling, and ensures transportation safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0042] FIG1 is a schematic structural diagram of an earth retaining wall monitoring system based on an axle counting technology provided in an embodiment of the present application;

[0043] FIG2 is an architecture diagram of an earth retaining wall monitoring system based on axle counting technology provided in an embodiment of the present application;

[0044] FIG3 shows a schematic diagram of the specific structure of an earth retaining wall monitoring system based on axle counting technology provided in an embodiment of the present application;

[0045] FIG4 is a schematic structural diagram of a sensor module provided in an embodiment of the present application;

[0046] FIG5 is a schematic diagram of a coil structure provided in an embodiment of the present application;

[0047] FIG6 is a schematic diagram of an interpolation effect provided in an embodiment of the present application;

[0048] FIG7 is a schematic structural diagram of a filter circuit provided in an embodiment of the present application;

[0049] FIG8 is a signal processing flow chart of an axle counting module provided by the present application;

[0050] FIG9 is a schematic structural diagram of an audible and visual alarm module provided in this application. DETAILED DESCRIPTION

[0051] Explanation of relevant terms

[0052] Railway earth retaining wall: Railway earth retaining wall should have the functions of eliminating noise, reducing shock, and diverting rainwater. The standard size of railway earth retaining wall in China is 1435mm, which just meets the requirements. This is also the international standard for earth retaining wall.

[0053] Dead line: refers to the line with a train stop set at the terminal of the track in the station. The starting point of the dead line should be determined according to the equipment conditions. The departure line is generally the tip of the switch entering the track, and the main line is generally the track departure signal.

[0054] Shunting operations refer to the transfer, marshaling, preparation, and dispatching of railway vehicles between stations or depots. Their purpose is to rationally organize and arrange the running sequence and marshaling of vehicles according to the train's operating plan and transportation needs, ensuring safe, efficient, and punctual operation.

[0055] Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although certain embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be construed as being limited to the embodiments set forth herein. Instead, these embodiments are provided to provide a more thorough and complete understanding of the present disclosure.

[0056] It should be understood that the drawings and embodiments of the present disclosure are for illustrative purposes only and are not intended to limit the scope of protection of the present disclosure. The term "including" and its variations used herein are open inclusions, i.e., "including but not limited to". The term "based on" means "at least partially based on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one other embodiment"; the term "some embodiments" means "at least some embodiments". The relevant definitions of other terms will be given in the description below. The modifications of "one" and "multiple" mentioned in the present disclosure are illustrative and not restrictive. Those skilled in the art should understand that unless the context clearly indicates otherwise, it should be understood as "one or more".

[0057] Shunting operations can be divided into five types based on their purpose: unwinding, marshaling, picking up and delivering, uncoupling and hooking, and other shunting operations. To standardize shunting operations, the former Ministry of Railways and various railway bureaus issued corresponding standards, such as the "National Standard for Railway Shunting Operations" and the "Railway Technical Management Regulations." However, because shunting involves the purposeful movement of locomotives and rolling stock, it is a dynamic process involving the collaborative work of multiple departments and trades. Operations require both a clear and orderly division of labor and coordinated actions. Due to factors such as weather, geographical environment, and the presence of people, vehicles, and cargo, shunting operations often involve jams, derailments, and collisions, making them a significant proportion of all traffic accidents.

[0058] However, there are many dead-end lines in the railway station line network. Unlike the main line, the dead-end lines do not have a complete interlocking signal guarantee. Instead, earth barriers are set at the other end of the railway line. Human intervention in shunting operations is carried out by manually observing the vehicle stop protectors installed on the earth barriers. Therefore, earth barrier monitoring based on axle counting technology is a weak link in the safety control of shunting operations.

[0059] The existing technical solution uses frequency shifting technology to solve the problem of earth retaining safety protection. Specifically, it consists of two parts: a ground transmission system and a locomotive automatic stop system. The ground transmission system includes a power box, a frequency shifting transmission box, relays, and track circuits. The locomotive automatic stop system includes a 92-type microcomputer universal locomotive signal host, a locomotive automatic stop device, a locomotive signal machine, a warning button, and a loudspeaker. The general working principle is that the ground transmission system controls the working state of the ground track circuit through the operation of the locomotive, activates the corresponding relay, and transmits the frequency shift signal modulated by the frequency shifting transmission box to the rail surface through the relay node. The locomotive automatic stop system receives the frequency shift signal on the rail surface through the locomotive receiving coil and sends it to the locomotive signal host. The locomotive signal host controls the locomotive signal and the loudspeaker to issue an alarm.

[0060] However, research and implementation revealed that the aforementioned solution involved traditional track circuit equipment and locomotive signals, requiring modifications to their interfaces and introducing safety risks to established equipment. Furthermore, the existing design was costly and required the coordination of multiple systems to achieve the desired functionality, making the solution complex and challenging to implement.

[0061] Based on this, the present application provides an earth retaining wall monitoring system based on axle counting technology. This system aims to automatically monitor the distance between the earth retaining wall and the train, providing objective and accurate data for shunting operations. This helps ensure on-time train operation, reduces the interval between trains, improves operational efficiency, and enhances train transportation safety. Furthermore, the earth retaining wall monitoring system based on axle counting technology provided in the present application is highly portable and adaptable, low-cost, and easy to implement. Therefore, it has great promotional value.

[0062] FIG1 is a structural diagram of an earth retaining wall monitoring system based on an axle counting technology provided in an embodiment of the present application. As shown in FIG1 , the earth retaining wall monitoring system based on an axle counting technology includes a sensor device 101 and a ground trackside device 102 .

[0063] In this embodiment, the sensor device includes multiple sensor modules, including at least a first sensor module and a second sensor module mounted on the track connected to the target earth barrier. The first sensor module is mounted at a distance from the target earth barrier that is less than the distance from the second sensor module, and the distance from the first sensor module is no less than a preset braking safety distance. Optionally, the braking safety distance is greater than the sum of the vehicle body length and the braking distance, where the braking distance is the distance from the start of braking to the stop of the train. It should be noted that the braking safety distance is preset based on actual application, and the specific preset method can be found in the prior art.

[0064] In this embodiment, the sensor module is used to collect vehicle passing signals and send the vehicle passing signals to the ground trackside device. The vehicle passing signals collected by the sensor module are used to indicate whether a wheel passes the sensor module.

[0065] In this embodiment, the ground trackside device is used to receive the passing signals sent by each sensor module in real time, count the axle numbers of the sensor modules based on the passing signals of the currently received sensor modules, and determine whether the preset braking conditions are met. If so, a stop signal is issued. The braking conditions include that the currently received passing signal is the passing signal sent by the first sensor module, and the axle number of the first sensor module is equal to the axle number of the second sensor module. The stop signal is used to prompt the train to perform braking operations to stop the train before the target earth barrier.

[0066] As can be seen from the above technical solution, the embodiment of the present application provides an earth barrier monitoring system based on axle counting technology, which collects passing vehicle signals through a first sensor module and a second sensor module installed on the track connected to the target earth barrier, and counts the axle counts of the sensor modules based on the passing vehicle signals received by the ground trackside device. The axle count of the sensor indicates the number of wheels passing through each sensor module. Therefore, when the currently received passing vehicle signal is the passing vehicle signal sent by the first sensor module, and the axle count of the first sensor module is equal to the axle count of the second sensor module, it is determined that the train has just left the first sensor module. Since the distance between the installation position of the first sensor module and the target earth barrier is not less than the preset braking safety distance, a stop signal is issued to prompt the train to perform a braking operation, with the purpose of prompting the train to perform a braking operation so that the train stops in front of the earth barrier. It can be seen that this method realizes the monitoring of the distance between the train and the earth barrier based on axle counting technology, improves the safety and reliability of the train braking scheduling, and ensures transportation safety.

[0067] It should be noted that the earth retaining wall monitoring system based on axle counting technology provided in the embodiments of the present application may include a variety of optional specific structures. For example, the sensor device also includes other sensor modules, which are configured at preset positions on the track to collect passing vehicle signals. In this case, the ground trackside device can identify the section that the train has entered or cleared based on the received signals from the first sensor module, the second sensor module, and at least one other sensor module, and send a corresponding position signal. Next, taking the sensor device including three sensor modules, namely the first sensor module, the second sensor module, and the third sensor module, as an example, a specific structure of the earth retaining wall monitoring system based on axle counting technology is provided. Figure 2 is an architectural diagram of the earth retaining wall monitoring system based on axle counting technology provided in the embodiments of the present application. As shown in Figure 2, the earth retaining wall monitoring system based on axle counting technology includes a sensor device, a ground trackside device, and an onboard device.

[0068] In this embodiment, the sensor device includes a plurality of sensor modules (hereinafter referred to as sensors) arranged on the rails. The plurality of sensors are arranged at preset intervals according to the distance from the earth barrier from near to far. Specifically, the end line is divided into a plurality of sections from far to near to the earth barrier. The length of the section closest to the earth barrier is a preset safety distance, that is, the braking operation is performed after the train completely enters the section. The safety distance ensures that the train can stop moving before the earth barrier. Sensors are set at both ends of each section. As shown in FIG2 , sensors 3 to 1 are respectively set at both ends of section 1 and section 2. Each sensor uses electromagnetic induction to detect in real time whether a vehicle passing signal indicates whether a wheel has passed, and transmits the vehicle passing signal to the ground trackside device. The trackside device processes the vehicle passing signal to obtain a vehicle passing signal processing result, and sends the vehicle passing signal processing result to the on-board device through the wireless communication module. The on-board device identifies the vehicle passing signal processing result, and controls the operation of different scheduling function modules based on the vehicle passing signal processing result, thereby ultimately ensuring the safe scheduling of the train.

[0069] It should be noted that the sensor mounting bracket is used to install the sensor on various rail types. Its clip-on design prevents damage to the rail structure and facilitates installation and maintenance. The wheel sensor is an active wheel sensor that uses electromagnetic induction to detect the presence of surrounding metal. Its distinguishing feature is its independence from surrounding media and its excellent environmental adaptability. For detailed sensor installation methods, please refer to existing technologies.

[0070] Specifically, FIG3 shows a schematic diagram of the specific structure of an earth retaining wall monitoring system based on axle counting technology provided in an embodiment of the present application. As shown in FIG3, the earth retaining wall monitoring system based on axle counting technology includes a sensor device 11, a ground trackside device 12, and an onboard device 13. The sensor device includes multiple sensor modules. In this embodiment, sensor modules 1 to 3 are used as examples. The ground trackside device includes a trackside information processing module, an axle counting module, and a wireless transmission module. The onboard device includes a wireless transmission module, an onboard information processing module, and a dispatching function module. As shown in FIG3, the dispatching function module includes a display and playback module, and an audio and visual alarm module.

[0071] In this embodiment, the sensor device includes a plurality of sensor modules, each of which is used to collect a vehicle passing signal and send the vehicle passing signal to a ground trackside device.

[0072] Specifically, Figure 4 is a structural schematic diagram of a sensor module provided in an embodiment of the present application. As shown in Figure 4, the sensor module includes a sine wave generating module, a signal acquisition unit, a signal processing unit, and an output interface; the signal acquisition unit includes a primary coil and a secondary double coil, and the secondary double coil includes two secondary coils arranged in series (secondary coil 1 and secondary coil 2 as shown in Figure 4), and the two secondary coils are arranged in the inner circle of the primary coil and are in a completely symmetrical differential configuration.

[0073] In this embodiment, the sine wave generating module is used to generate a sine wave. Optionally, based on an active crystal oscillator, a push-pull circuit and a clamping overvoltage protection circuit are added to ultimately generate a stable 1MHz-2MHz sine wave, which is input to the primary coil.

[0074] In this embodiment, the primary coil is used to generate a primary signal based on a sine wave, and the two secondary coils are used to sense the primary signal to generate two secondary signals, which are input to the signal processing unit, wherein the secondary signals are sinusoidal signals.

[0075] Specifically, the signal acquisition unit, or sensor, employs the differential induction encoding principle. The outer coil is the primary coil, and the inner coil is a set of secondary dual coils, namely, secondary coil 1 and secondary coil 2 connected in series. The structure of the primary and secondary dual coils is shown in Figure 5, which schematically illustrates the relationship between the magnetic field lines, the primary coil, and the secondary coils. The primary coil generates a 1MHz–2MHz high-frequency magnetic field, and the two secondary coils are arranged in a completely symmetrical differential configuration relative to the primary coil. When a wheel (ferromagnetic material) passes over the sensor, the magnetic field changes, inducing a sinusoidal signal in the differential coil. The two secondary coils are geometrically offset from each other, generating sinusoidal signals when a wheel (ferromagnetic material) passes by. The special positioning of the two secondary dual coils (symmetrical differential configuration) ensures that the two generated sinusoidal signals have a 90-degree phase difference. In this embodiment, the signal processing unit is used to receive two secondary signals, perform preset signal processing on the two secondary signals respectively, and output a passing vehicle signal. The passing vehicle signal output by the signal processing unit includes the two secondary signals after signal processing, and the signal processing includes at least one of power amplification, rectification, and interpolation processing.

[0076] In this embodiment, the signal processing unit may include two signal processing subunits, each of which is used to perform signal processing on one secondary signal, and each signal processing subunit includes a power amplifier module, a rectifier module, and an interpolation module connected in sequence. Specifically, as shown in FIG4 , the signal processing unit includes a signal processing subunit 1 and a signal processing subunit 2. The signal processing subunit 1 (including a power amplifier module 1, a rectifier module 1, and an interpolation module 1 connected in sequence) is used to perform signal processing on the secondary signal emitted by the secondary coil 1, and the signal processing subunit 2 (including a power amplifier module 2, a rectifier module 2, and an interpolation module 2 connected in sequence) is used to perform signal processing on the secondary signal emitted by the secondary coil 2. That is, in this application, signal processing is performed on two secondary signals in parallel based on the signal processing subunits.

[0077] In this embodiment, the power amplifier module is used to collect the sinusoidal signal generated by the secondary double coil, that is, the secondary signal, and power amplify the secondary signal to obtain a first processed signal. Specifically, the power amplifier module increases the current through the CMOS circuit, increases the power of the secondary coil signal to a preset high power, obtains a high-power secondary coil, that is, the first processed signal, and outputs the first processed signal to the rectifier module.

[0078] In this embodiment, the rectifier module is used to receive the first processed signal and generate a bias current to replicate the first processed signal to obtain a second processed signal, while minimizing the impact of temperature on current and outputting the second processed signal to the interpolation module.

[0079] In this embodiment, the interpolation module is used to receive the second processed signal and perform interpolation processing on the second processed signal to obtain a secondary signal after signal processing, namely the third processed signal. The third processed signal is a square wave signal. Figure 6 is a schematic diagram of an interpolation effect provided in an embodiment of the present application. Figure 6 illustrates the interpolation effect after performing 1x, 2x, and 3x interpolation on the trigonometric function signal. As shown in Figure 6, taking the sin function as an example, 1x interpolation produces a high level, corresponding to the upper half of the sine function. When the processor receives a high level, it is considered to be the upper half of the sin function. When the processor interpolates 4x, it becomes a high and low level of two cycles. The processing system's processing logic is that it will only consider the upper half of the sin function when it receives a square wave signal of two consecutive cycles. This improves interference resistance and avoids the situation where a high level generated by interference is considered to be the upper half of the sin function. The trigonometric functions in the example of Figure 6 correspond one-to-one with the square wave period. The more square wave periods there are, the better the subsequent processing effect and the better the interference resistance.

[0080] In this embodiment, the output interface is used to output the vehicle passing signal to the ground trackside device, and the vehicle passing signal includes two third processed signals.

[0081] It should be noted that the passing vehicle signal includes two secondary signals after signal processing. The secondary signals after the two signal processing are opposite square wave signals. As shown in Figure 4, the signal processing subunit 1 outputs the digital signal 101010, while the signal processing subunit 2 outputs the digital signal 010101.

[0082] In summary, the sensor module provided by the present application has a structure in which the outer ring is the primary coil and the inner ring includes a set of secondary double coils, so that the frequency of the primary coil is increased by 4 times, and the anti-interference performance is improved. For example, it can effectively eliminate the electromagnetic interference generated by the traction current harmonics on the trackside. The secondary double coil (differential coil) will generate two sinusoidal signals with a phase difference of 90 degrees, which improves the reliability of the sensor. Only when the phase difference is analyzed to meet 90 degrees, the sensor is considered to be usable. Otherwise, it is considered that there is a problem with the sensor and it needs to be repaired in time. This avoids the omission of axles due to sensor failure, thereby avoiding greater traffic accidents.

[0083] In this embodiment, the ground-based trackside device includes a trackside information processing module, an axle counting module, and a wireless transmission module. The trackside information processing module includes multiple filter modules connected to the sensor modules in a one-to-one correspondence. Filter modules 1-3, shown in Figure 3, each receive a vehicle passing signal output by a corresponding sensor module, filter the signal, and then transmit the signal to the vehicle-mounted device via wireless transmission. For example, a filter module is connected to sensor module 1, receives the vehicle passing signal output by sensor module 1 (including two processed secondary signals), filters the two secondary signals, and outputs the filtered vehicle passing signal.

[0084] In this embodiment, the filtering module includes a filtering circuit and a filtering processor, wherein the filtering processor includes a median filter processor and a de-jitter filter processor. Specifically, the filtering circuit is configured to perform capacitor-resistor (RC) filtering on the vehicle passing signal and output the RC filtered vehicle passing signal to the filtering processor. The median filter processor and the de-jitter filter processor in the filtering processor respectively perform algorithmic filtering on the RC filtered vehicle passing signal and output the algorithmic filtered vehicle passing signal to the axle counting module.

[0085] In this embodiment, the filter circuit adds an NPN transistor to the traditional resistor-capacitor filter circuit (RC filter circuit) and uses the transistor's own response speed to achieve the purpose of high-quality filtering. It should be noted that the transistor response speed has a minimum width requirement, usually tens of nanoseconds to hundreds of nanoseconds. The signal must be greater than the minimum pulse width requirement to ensure normal output without distortion.

[0086] FIG7 is a schematic diagram of the structure of a filter circuit provided by an embodiment of the present application. As shown in FIG7 , the first end of the fourth resistor R4 is connected to the first end of the second resistor R2, the second end of R4 is connected to a 5V power supply, the second end of R2 is connected to the first end of the capacitor C1, the first end of the third resistor R3, and the first end (base) of the NPN transistor Q1, respectively. The second end of C1 is connected to the second end of R3, the second end (emitter) of Q1, and the ground terminal GND, respectively. The third end (collector) of Q1 is connected to the first end of the first resistor R1, and the second end of R1 is connected to a 5V power supply. The input end IN of the filter circuit is the first end of R2, and the output end OUT of the filter circuit is the third end of Q1. Q1 is an NPN transistor model MMBT5551 as an example. Resistor R4 acts as a pull-up resistor to ensure that the transistor has an OC output, that is, an open-drain output, so that it can output high and low levels. R2 and C1 are used for low-pass filtering, and the signal frequency is fc = 1 / 2πRC. Optionally, the resistance value of R4 is 3k, the resistance value of R1 is 3k, the resistance value of R2 is 1k, and the resistance value of R3 is 2k.

[0087] As shown in FIG7 , the signal waveform of the vehicle passing signal input to the filter circuit has a large number of messy glitches, the width of which is generally only a few dozen nanoseconds. After passing through the filter circuit, a clean and high-quality vehicle passing signal waveform is output.

[0088] In this embodiment, the filtering processor includes a median filtering processor CPU1 and a de-jitter filtering processor CPU2. CPU1 is configured to receive a passing vehicle signal output by a filtering circuit, recorded as a circuit filter signal, and perform median filtering on the circuit filter signal to obtain a first processor filter signal. CPU2 is configured to receive the circuit filter signal and perform de-jitter filtering on the circuit filter signal to obtain a second processor filter signal.

[0089] Optionally, CPU1 employs a median filtering algorithm, configuring the sensor signal output frequency based on actual field conditions, with a sampling rate of 5 times this frequency. Samples are taken 11 times continuously, and the 11 sample values ​​are arranged in order of magnitude, with the median value taken as the effective value for this sampling. The advantage of using a median filtering algorithm is that it effectively overcomes fluctuation interference caused by accidental factors. The waveform changes slowly after hardware filtering, making this algorithm effective for filtering the measured parameter. CPU2 employs a debounce filtering algorithm, setting a filter counter that compares each sample value with the current effective value. If the sample value equals the current effective value, the counter is reset. If the sample value is greater than or less than the current effective value, the counter is incremented by 1, and a check is performed to determine whether the counter is greater than an upper limit of 5. If the counter overflows, the current value replaces the current effective value, and the counter is cleared. This method has an effective filtering effect on slowly changing measured parameters. It should be noted that the specific method for CPU1 or CPU2 to implement signal filtering can be found in the prior art.

[0090] In this embodiment, the first filtering processor (CPU1 or CPU2) is also used to receive the filtered signal after filtering by the second filtering processor (CPU2 or CPU1), and compare whether the filtered signals after filtering by the first filtering processor and the second filtering processor are consistent. If they are consistent, the filtered signal processed by the first filtering processor (recorded as the processor filtering signal) is output to the axle counting module. If they are inconsistent, the processing result is discarded, and the second filtering processor is used to output the filtered signal after filtering by the second filtering processor to the first filtering processor.

[0091] It can be seen that the trackside information processing module provided by the present application performs double filtering on each passing vehicle signal through the filtering circuit and filtering processor in each filtering module, thereby improving the waveform quality after filtering. Furthermore, by adding an NPN transistor structure to the RC resistor-capacitor filtering circuit, the recognition degree of the filtering circuit for passing vehicle signals with abnormal waveforms is improved. In addition, the filtering processor independently processes the passing vehicle signal through dual CPUs and interacts with the processing results (taking 2 comparisons). If the processing results are consistent, the processing results will be output to the axle counting module, otherwise the processing results will be discarded, thereby improving the waveform recognition accuracy.

[0092] In this embodiment, the axle counting module is used to receive the filtered passing vehicle signal output by the information processing module, that is, the processor filtered signal, and count the axles of the sensor modules (axle number statistics) based on the processor filtered signal. Based on the axle number of each sensor module and the sensor module corresponding to the processor filtered signal, the position identification result is obtained, and a signal identification result for indicating the train position is further issued based on the position identification result, and the signal identification result is sent to the wireless transmission module.

[0093] FIG8 is a flow chart of signal processing of the axle counting module provided in this application. As shown in FIG8 , the signal processing flow of the axle counting module includes:

[0094] S801 , receiving in real time a processor filtering signal output by a filtering module corresponding to each sensor module, and performing axle counting for each sensor module based on the processor filtering signal.

[0095] In this embodiment, the processor filtered signal output by the filtering module includes two-way filtered vehicle passing signals. The axle counting module distinguishes each sensor module based on the interface for receiving the vehicle passing signal, and the specific method for counting the axles of the sensor modules based on the processor filtered signal can be found in the prior art. The axle number of the sensor module is used to indicate the number of wheels passing through the sensor module.

[0096] S802. Determine whether the processor filtered signal is the signal of sensor 3. If so, determine whether the number of axes of sensor 3 minus the number of axes of sensor 2 is equal to 0. If so, output a system abnormality signal. If not, output a first position signal. The first position signal is used to indicate that the train has entered section 1.

[0097] S803. If the processor filtered signal is not the signal of sensor 3, determine whether the processor filtered signal is the signal of sensor 2. If so, determine whether the number of axles of sensor 3 minus the number of axles of sensor 2 is equal to 0. If so, output the second position signal, which is used to indicate that the train has cleared section 1. If not, output the first position signal.

[0098] S804. If the processor filtered signal is not the signal of sensor 2, determine whether the processor filtered signal is the signal of sensor 1. If so, determine whether the number of axles of sensor 1 minus the number of axles of sensor 1 is equal to 0. If so, output the parking position signal, which indicates that the train has cleared section 2. If not, output the third position signal, which is used to indicate that the train has entered section 2.

[0099] It should be noted that clearing a section means that all trains have left the section.

[0100] In this embodiment, the wireless transmission module of the ground trackside device is consistent with the wireless transmission module of the vehicle-mounted device, and is integrated with the transmitter and receiver, and has full-duplex communication function. It should be noted that the data transmission method of the wireless transmission module can refer to the existing technology.

[0101] In this embodiment, the onboard device includes a wireless transmission module, an onboard information processing module, and a dispatching module. The dispatching module includes a display and playback module, as well as an audio and visual alarm module. The onboard device receives wireless information sent by the ground-based trackside device via the wireless transmission module and parses the wireless information to obtain signal recognition results. As can be seen from the aforementioned axle counting module, the signal recognition results include various signals used to indicate the train's position.

[0102] In this embodiment, the onboard device is used to identify the train position based on the signal recognition result and control each functional module to perform functions based on the train position.

[0103] In this embodiment, if the signal recognition result is a position signal, the display and playback module is controlled to display the station map and the train position, and the station map is stored regularly at intervals of 1S. According to the received playback command, the stored station map information is played back.

[0104] In this embodiment, the main functions of the display and playback module are as follows:

[0105] 1. Display the station map in real time. When the train enters the shunting area, the train position will be displayed and updated in real time.

[0106] 2. According to the received command information, the real-time station map information is sent to the processing module.

[0107] 3. Based on the received command information, the pre-stored battlefield map information can be displayed for the convenience of relevant personnel to review.

[0108] In this embodiment, the signal recognition result is a parking position signal, which controls the sound and light alarm module to issue a real-time alarm (such as voice reminder, flashing prompt light, etc.), prompting that the train has reached the preset braking position and needs to be braked.

[0109] In this embodiment, FIG9 is a structural diagram of an audible and visual alarm module provided by this application. As shown in FIG9 , the audible and visual alarm module specifically includes:

[0110] Flash oscillation module: Its main function is to provide power to the indicator light and also to provide the flash frequency. It uses square wave oscillation to provide the flash frequency for the indicator light.

[0111] Lighting control module: The light is emitted by light-emitting diodes. The square wave generated by the flash oscillation circuit drives a voltage comparator, which is connected to the light-emitting diodes.

[0112] Audio oscillator module: Its main function is to provide power to the speaker, that is, to provide it with a frequency that can produce sound. The present invention generates the required frequency through a sine wave oscillation circuit generator.

[0113] Power output module: Its main function is to ensure that the final waveform can meet the requirements of the site without distortion. Optionally, this can be achieved through an integrated power amplifier circuit, and the selected amplifier chip is LM386.

[0114] Speaker: The main function is to play the alarm audio.

[0115] Finally, it should be noted that, in the context of the present disclosure, relational terms such as first and second, etc., are merely used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply the existence of any such actual relationship or order between these entities or operations. Moreover, the terms "comprise," "include," or any other variants thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such a process, method, article, or device. In the absence of further restrictions, an element defined by the statement "comprises a ..." does not exclude the presence of other identical elements in the process, method, article, or device comprising the element.

[0116] Although the subject matter has been described in language specific to structural features and / or methodological logical acts, it should be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or acts described above. Rather, the specific features and acts described above are merely example forms of implementing the claims.

[0117] Although several specific implementation details are included in the above discussion, these should not be construed as limiting the scope of this disclosure. Certain features described in the context of separate embodiments may also be implemented in combination in a single embodiment. Conversely, various features described in the context of a single embodiment may also be implemented in multiple embodiments individually or in any suitable sub-combination.

[0118] The above description is merely a preferred embodiment of the present disclosure and an illustration of the technical principles employed. Those skilled in the art should understand that the scope of disclosure involved in the present disclosure is not limited to the technical solutions formed by the specific combination of the above-mentioned technical features, but also includes other technical solutions formed by any combination of the above-mentioned technical features or their equivalents without departing from the above-mentioned disclosed concepts. For example, a technical solution formed by replacing the above-mentioned features with (but not limited to) technical features with similar functions disclosed in this disclosure.

Claims

1. An earth retaining monitoring system based on axle counting technology, characterized in that, Comprising: A sensor device and a ground trackside device; The sensor device includes a plurality of sensor modules, and the plurality of sensor modules at least include a first sensor module and a second sensor module installed on the track connected to the target bumper. Wherein, the distance between the installation position of the first sensor module and the target bumper is less than the distance between the installation position of the second sensor module and the target bumper, and the distance between the installation position of the first sensor module and the target bumper is not less than a preset braking safety distance; The sensor module is used to collect passing train signals and send the passing train signals to the ground trackside device, and the passing train signals collected by the sensor module are used to indicate whether a wheel passes the sensor module; The ground trackside device is used to receive in real time the passing train signals sent by each of the sensor modules, perform axle count statistics on the sensor modules based on the currently received passing train signals of the sensor modules, and determine whether a preset braking condition is met. If it is met, a stop signal is issued. The braking condition includes that the currently received passing train signal is the passing train signal sent by the first sensor module, and the axle count of the first sensor module is equal to the axle count of the second sensor module. The stop signal is used to prompt a braking operation on the train so that the train stops before the target bumper.

2. The axle counter technology-based retaining wall monitoring system according to claim 1, characterized in that The sensor module includes: a sine wave generation module, a signal acquisition unit, a signal processing unit, and an output interface; the signal acquisition unit includes a primary coil and a secondary dual coil, and the secondary dual coil includes two secondary coils connected in series. The two secondary coils are arranged inside the primary coil and are in a completely symmetric differential configuration; The sine wave generation module is used to generate a sine wave and input the sine wave into the primary coil; The primary coil is used to generate a primary signal based on the sine wave; The two secondary coils are used to induce the primary signal to generate two secondary signals, and input the two secondary signals into the signal processing unit, where the secondary signal is a sine signal; The signal processing unit is used to receive the two secondary signals, perform preset signal processing on the two secondary signals respectively, and output a passing train signal. The passing train signal output by the signal processing unit includes the two secondary signals after signal processing, and the signal processing includes at least one of power amplification, rectification, and interpolation processing; The output interface is used to output the passing train signal to the ground trackside device.

3. The axle counter technology-based retaining wall monitoring system according to claim 2, wherein The signal processing unit includes a power amplification module, a rectification module, and an interpolation module connected in sequence; The power amplification module is used to receive the secondary signal and perform power amplification processing on the secondary signal to obtain a first processed signal; The rectification module is used to receive the first processed signal and perform replication processing on the first processed signal to obtain a second processed signal; The interpolation module is used to perform interpolation processing on the second processed signal to obtain a third processed signal; The output interface is used to output the train passing signal to the ground trackside device, including: specifically, the output interface is used to output the third processed signal as the train passing signal to the ground trackside device.

4. The axle counter technology-based retaining wall monitoring system according to claim 3, characterized in that, The ground trackside device includes a trackside information processing module and an axle counter module. The trackside information processing module includes a plurality of filtering modules respectively connected to each of the sensor modules one-to-one; The filtering module is used to receive the train passing signal sent by the sensor module in real time, perform filtering processing on the train passing signal, and send the filtered train passing signal to the axle counter module; The axle counter module is used to receive the train passing signals sent by each of the filtering modules in real time, count the number of axles of the sensor module based on the currently received train passing signal, judge whether the braking condition is satisfied, and if so, send out the stop signal through wireless transmission.

5. The axle counter technology-based retaining wall monitoring system according to claim 4, characterized in that The filtering module includes a filtering circuit and a filtering processor; The filtering circuit is used to receive the train passing signal output by the sensor module, perform capacitance-resistance RC filtering on the train passing signal, and output the RC-filtered train passing signal to the filtering processor; The filtering processor is used to filter the RC-filtered train passing signal based on a filtering algorithm to obtain an algorithm-filtered train passing signal, and output the algorithm-filtered train passing signal to the axle counter module. The filtering algorithm includes a median filtering algorithm and / or a debounce filtering algorithm.

6. The axle counter technology-based retaining wall monitoring system according to claim 5, characterized in that, The filtering circuit includes: a first resistor, a second resistor, a third resistor, a fourth resistor, a capacitor, and an NPN transistor; The first end of the fourth resistor is connected to the first end of the second resistor. The second end of the fourth resistor is connected to the power supply. The second end of the second resistor is respectively connected to the first end of the capacitor, the first end of the third resistor, and the base of the NPN transistor. The second end of the capacitor is respectively connected to the second end of the third resistor, the emitter of the NPN transistor, and the ground terminal. The collector of the NPN transistor is connected to the first end of the first resistor. The second end of the first resistor is connected to the power supply. The input end of the filtering circuit is the first end of the second resistor and the output end is the collector of the NPN transistor.

7. The axle counter technology-based retaining wall monitoring system according to claim 5, characterized in that, The filtering processor includes: a median filtering processor and a debounce filtering processor; The median filtering processor is used to perform algorithm filtering on the train passing signal output by the filtering circuit based on the median filtering algorithm to obtain a first processor filtering signal, and send the first processor filtering signal to the debounce filtering processor; The debounce filtering processor is used to perform algorithm filtering on the train passing signal output by the filtering circuit based on the debounce filtering algorithm to obtain a second processor filtering signal, and judge whether the first processor filtering signal and the second processor filtering signal are consistent. If they are consistent, the second processor filtering signal is output to the axle counter module. If they are inconsistent, the first processor filtering signal and the second processor filtering signal are discarded.

8. The axle counter technology-based retaining wall monitoring system according to claim 1, characterized in that, The earth retaining monitoring system based on axle counting technology further includes: an on-vehicle device, and the on-vehicle device includes an on-vehicle information processing module and an acoustic-optic alarm module; The in-vehicle information processing module is used to receive the parking signal through wireless transmission and issue a preset parking warning instruction; The acoustic and optical alarm module is used to receive the parking warning instruction and issue a preset alarm signal.

9. The axle counter technology-based retaining wall monitoring system according to claim 8, wherein The ground trackside device is further used to determine whether a preset position warning condition is met. If it is met, a position warning signal is issued. The position warning condition includes that the current received train passing signal is the train passing signal sent by the first sensor module, but the number of axles of the first sensor module is not equal to the number of axles of the second sensor module. The position warning signal is used to prompt that the train enters the target section, and the target section is the track section between the first sensor module and the second sensor module.

10. The axle counter technology-based retaining wall monitoring system according to claim 9, characterized in that, The in-vehicle device further includes a display and playback module; The in-vehicle information processing module is further used to receive the position warning signal through wireless transmission and issue a preset position update instruction to the display and playback module; The display and playback module is used to receive the position update instruction and display that the train has entered the target section based on the position update instruction.

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