Patent Grant
8509969
The present invention relates to the field of automatic identification of information of passenger and goods trains.
In China, there are two patent documents that relate closely to the method and system for automatically identifying information of a train prescribed by the present invention. One is titled “EQUIPMENT FOR DISTINGUISHING PASSENGER TRAIN FROM GOODS TRAIN BY BETWEEN-CARRIAGE GAP COUNTING METHOD” (CN1164449C), which was granted the patent right on Sep. 1, 2004 under the application number of 02117867.4. The equipment for distinguishing passenger train from goods train by between-carriage gap counting method is characterized in that it uses two wheel passive magnetic sensors to determine the total length of the carriages to be analyzed, and dynamically detect the number of gaps between the carriages by using photoelectric sensors installed between them. Since the carriages of a passenger train are connected to each other and detecting light can not pass through them, the only pulse that can be produced originates from the gap between the locomotive and the first carriage. In contrast, there is a gap of approximately half a meter between two goods carriages. Therefore, within the total length of the carriages determined by the above two magnetic sensors, the train can be identified to be a goods train when number of the gap pulses is counted to be greater than or equal to a predefined threshold of the number of gaps, otherwise it is determined to be a passenger train. When the counting starts and ends is determined by a wheel arriving signal from the above two magnetic sensors.
The second patent document is titled “METHOD AND SYSTEM FOR DISTINGUISHING PASSENGER TRAIN FROM GOODS TRAIN BY BETWEEN-WHEEL SPACING METHOD” (CN1151045C), which was granted the patent right on May 26, 2004 under the application number of 02117863.1. The method and system for distinguishing passenger train from goods train by between-wheel spacing method comprises 4 magnetic sensors, and is based on the reality that the spacing between two groups of wheels of the passenger train is greater than that of goods train. Said 4 magnetic sensors are mounted at either rail on the side of the detection surface along the incoming direction of the drain, and comprises one pair of magnetic sensors for identifying the spacing between two wheels of which the distance between the centers is equal to that between the centers of a group of wheels, one magnetic sensor for shielding locomotive and generating a signal for beginning recognition, and another magnetic sensor for sensing arrival of locomotive, ending the recognition and reading the result. If the two magnetic sensors for identifying the spacing between two wheels respectively receive a wheel arrival pulse at the same instant, it can be determined that the train is a goods train, otherwise a passenger train.
Sometimes, in order to transport goods of large length, such as timber, two flat carriages need to be connected for use. In such a situation, the first method in the prior art for judging the passenger train or goods train will not be reliable. And besides, the photoelectric sensor is susceptible to influences from external environments such as sun light, rain, snow, and insects, and is prone to misoperation. As for the second method, it can be understood as following: if the wheelbase of a bogie is greater than a certain value, a passenger train is determined, and a goods train if smaller than a certain value. This method has a higher requirement for the positioning of the sensors, and is quite limited in train types. Besides, neither method can accurately provide the speed of a passing train, segmentation information, locating information or the like.
The purpose of the present invention is to provide an improved method and system for automatically identifying various information of a train, which provide various information of a passing train by measuring the speed and wheelbases of the train with wheel sensors mounted on the railway, and then performing real time analysis and process on the acquired speed and wheelbases. The purpose of the present invention comprises a method for providing information of train arrival and departure; a method for providing type information of a train; a method for providing hook locating information of a train; and a method for providing the numbering information of carriages of a train.
The technical solution of the present invention includes:
Compared with the between-carriage gap counting method in the prior art, the method and system for automatically identifying various information of a train according to the present invention are not affected by the carriage shape of the train and the goods carried by the train. Besides, the wheel sensor used by the present method and system is passive, so unlike the photoelectric sensor, which is influenced to a large extent by external environments such as sun light, the sensor of the present invention is basically not influenced by sun light, rain, snow and other external environment elements.
Compared with the between-wheel spacing method, the method and system of the present invention not only use the wheelbase of one axle of a carriage, but also collect the wheelbases of all wheels of a train and conduct comprehensive analysis on the same. Combining the database technology, the present method and system can distinguish passenger carriage, goods carriage and locomotive with very high accuracy under the condition of complying with the various basic rules for identification prescribed by the present invention. At the same time, it has eliminated the defect of the between-wheel spacing method in the prior art that has a strict requirement for the distance with which the sensors are installed.
In addition, the way for segmenting and locating used in this method are not disclosed by the above two prior art documents either. The present invention, in combination with a carriage number reading device, an X-ray inspection system or a photograph system, can be applied to such fields as goods train examining, railway informationization, and so on.
The goods train Inspection system mentioned in this Specification is a fairly advanced X-ray inspection system for examining the goods in a goods train nowadays, which comprises a photograph system that acts as a subsystem of said inspection system. Said goods train inspection system, when in operation, uses firstly the accurate type information provided by the present invention according to its operation principle and requirement, namely it must determine the type of the train that is going to pass the inspection system in advance. When a passing train is a goods train, only after the locomotive of the train has completely passed the X-ray beam flux center of the inspection system, will the X-ray be activated to perform scanning. The operation of the inspection system further needs to be adjusted in real time according to the speed of the passing train. When every segment of the train (i.e. every carriage of the train) has passed the beam flux center, the system of the present invention will segment the scan image of the train according to segmenting and locating information, and, in the meantime, obtain the number of each carriage by reading the data provided by the carriage number reading device. Said information is important to the goods train inspection system.
Now the embodiments of the present invention are described with reference to the drawings.
The sensor array is mounted on one of the two sides of a rail which is close to the control room of the system, thus the wiring does not have to cross the rail. As shown in
The data collecting card 3 acquires the speed v and wheelbase h of a train in the manner prescribed by the present invention (which will be discussed in detail later) on the basis of the time of the arrival of the respective pulses in the inputted pulse signal sequences. The signals of a group of three sensors, after passing through the sensor conditioning circuit box, become sequences of regular pulse signals and are inputted into the data collecting card. As shown in
The industrial personal computer 4, on the basis of the speed v and wheelbase h in the received data stream, analyzes and processes the information about wheelbase in the manner prescribed by the present invention (as will be detailed in the following), and then obtains the following information respectively: carriage type, train segmentation, hook locating, train arrival, train departure, carriage number and so on. The industrial personal computer 4 outputs, via a serial port 5, the first output data stream comprising said information/data as well as the abovementioned speed and wheelbase to said goods train inspection system, or to be more specific, to the programmable logic controller of the system, namely the PLC or other processors in
In addition, it can be seen from
After the real time data stream is sent to the industrial personal computer 4, it is further processed therein and forms a file comprising carriage numbering information. The file is comprised in the second output data stream of the industrial personal computer. The second output data stream is provided via a network port 7 to the above train inspection system, or to be more specific, to the data processing center of the system, namely the DPC in
S501: initializing the system so as to initializes the parameters used in the subsequent flow. For example, how many wheelbases have been read from the PCI board card currently, what are the specific values of the wheelbases and so on.
S502: Reading data successively from the FIFOs of the six PCI board cards corresponding to the six groups of sensors, and deriving the wheelbases and speed.
S503: If the board card to which S1 corresponds has data of speed and wheelbase before the board card to which X1 corresponds, it means that the running direction of the train is up, then segmenting the wheelbases data from the board card to which S1 corresponds; otherwise, the running direction of the train is down, and segmenting the wheelbases in the board card to which X1 corresponds.
S504: In the case of an up-running train, judging the type of a single segment of the train after segmentation has been performed by using S1; and in the case of a down-running train, judging the type of a single segment of the train after segmentation has been performed by using X1.
S505: In the case of an up-running train, if the number of wheelbase data read from the board card to which S1 corresponds is greater than 12, and one among the segments of the train obtained after segmenting the wheelbases in S1 is a locomotive, then it can be determined that a train arrives and the train arrival information is sent by the serial port. If a train arrives, the process goes into the next step. If no train arrives, the PCI board card is continued to be read. The same applies to a down-running train, and the board card to which X1 corresponds is processed.
S506: In the case of an up-running train, the type of a single segment of the train is used to determine the type of the whole train. Concretely, if the two segments behind the locomotive are both goods carriages, the whole train is determined to be a goods train. And if one of said two segments is a passenger carriage, the whole train is determined to be a passenger train for the sake of safety.
S507: After determining the type of the train, the type information is sent via the serial port to notify the PLC. If the train is a goods train, the X-ray inspection system and the photograph system are started. Then the wheelbase data detected by S2 is segmented, and when a hook arrives at point O is determined. In the case of a passenger train, only the photograph system is started, the wheelbase data detected by S3 are segmented, and when a hook arrives at point P is determined.
S508: In the case of an up-running train, the wheelbase data read by the board card to which S2 corresponds are segmented. And in the case of a down-running train, the wheelbase data read by the board card to which X3 corresponds are segmented.
S509: In the case of an up-running train, when a hook of the train arrives at point O is determined by using the wheelbase data from S2. And in the case of a down-running train, when a hook of the train arrives at point O is determined by using the wheelbase data from X3. The information about the hook thus determined is sent to PLC via a serial port.
S510: In the case of an up-running train, numbering information of the train is read from the serial port connected to the carriage number reading device having the antenna RF1, and which segment of the train is passing point O when reading said numbering information is recorded. In the case of a down-running train, numbering information of the train is read from the serial port connected to the carriage number reading device having the antenna RF2.
S511: In the case of an up-running train, the wheelbase data read by the board card to which S3 corresponds are segmented; and in the case of a down-running train, the wheelbase data read by the board card to which X2 corresponds are segmented;
S512: In the case of an up-running train, when a hook of the train arrives at point P is determined by using wheelbase data from X3. In the case of a down-running train, when a hook of the train arrives at point P is determined by using the wheelbase data from X3. The information about the hook thus determined is sent to PLC via a serial port.
S513: If all six board cards have provided information indicating that the train has departed from the sensors that said board cards correspond respectively, then it should be concluded that the train has departed. If the train has departed, the process goes into the next step. Otherwise the PCI board card is continued to be read.
S514: If the train has departed, the carriage to which the read number corresponds is determined and written into a text file to be sent via FTP to the data processing center (DPC). The whole process ends, and a re-initialization is performed.
(1) The Acquisition of Speed and Wheelbase
The calculation of speed and wheelbase is completed in a PCI board card. Each group of three sensors corresponds to one PCI board card through the signal conditioning box. Therefore, when a train passes, three board cards to which three sensor groups correspond in one direction will generate three sets of the wheelbase and speed of the train. As the three sensor groups are mounted in different positions and the speed can be calculated only when the train wheels run over the sensors, the three speeds may be the speeds of the train at different moments. The industrial personal computer takes a speed value acquired most recently as the speed of the train. The wheelbase values from S1/X1 are used for determining the arrival and type of a train, while other wheelbase values are used for locating the hook of the train at corresponding positions.
In operation, principle of the train information identification system according to the present invention is: the distance between the two axles of a passenger train (including not only the wheelbase of bogie, but also the distance between bogies) is different obviously from the distance between the two axles of a goods train. If a carriage can not be identified by the identification operation of the identification system, it will be taken as a passenger train for the sake of safety, so as to prevent X-ray examination and misoperation that may result in radioactive incidents.
The principle of calculating the speed and wheelbases is shown in
In
In
v=c1/t1 formula 1
The wheelbase is calculated by using the following formula:
wherein v1 is the arriving speed of the previous wheel, v2 is the arriving speed of the current wheel, t2 is the time interval for said two wheels to pass the same sensor on the rail.
(2) The Segmentation of a Train
In the system of the present invention, the so-referred to as “segmentation” means to divide, or segment, a series of collected wheelbase data of a train so as to correspond the real carriage segments. At present, most domestic train carriages have 4, 5, 6 or 8 axles and their wheelbases satisfy three laws as following: (1) the wheelbases are symmetrical about the central point of a carriage, as shown in
The method for segmenting wheelbases of a train is shown by the flow chart of
System initialization: This step is implemented in the “parameter initialization” shown in
Reading one piece of wheelbase information: This step is implemented in the “reading the data in PCI board card FIFO” shown in
Applying a four-axle law: Applying the three laws of the wheelbase to four axles carriage, results the following four laws that a four-axle carriage must satisfy:
When i≦2, namely the number of wheelbases that have not been used for segmentation currently is less than 3, no four-axle law analysis is carried out due to insufficient data for analysis.
When i=3, namely the number of wheelbases that have not been used for segmentation currently is equal to 3, analysis can be carried out for such three wheelbases from Nth to N+3th with respect to Law 1 and Law 2. If Law 1 and Law 2 are not satisfied, it will be deemed that current segmentation does not satisfy the four-axle law; if satisfied, it will be deemed that current segmentation may satisfy the four-axle law, then waiting for the next axle, namely i=4.
When i≧4, namely the number of wheelbases that have not been used for segmentation currently is greater than 3, whether such four wheelbases from Nth to N+3th satisfy the four laws stated above is checked. If said four laws are satisfied, it will be deemed that the four-axle law is satisfied; if not satisfied, it will be deemed that the four-axle law is not satisfied.
A five-axle law: Similar to the four-axle law, applying three laws of the wheelbase to five axles results the following five laws that a five-axle carriage must satisfy:
When i≦3, no five-axle law analysis is carried out due to insufficient data for analysis. When i=4, analysis on Law 1, Law 2 and Law 3 can be conducted. When i≧5, the five-axle law analysis is carried out, and if said five laws are satisfied, it will be deemed that the five-axle law is satisfied, otherwise it will be deemed that the five-axle law is not satisfied.
A six-axle law: Similar to the four-axle law, applying the three laws of the wheelbase to six axles results the following five laws that a six-axle carriage must satisfy:
When i≦3, no six-axle law analysis is carried out due to insufficient data for analysis. When i=4, analysis on Law 2 can be conducted. When i=5, analysis on Laws 1, 2, 3, 4 can be conducted. When i≧6, analysis can be carried out with respect to the five laws; and if satisfied, it will be deemed that the six-axle law is satisfied, otherwise it will be deemed that the six-axle law is not satisfied.
An eight-axle law: Similar to the four-axle law, applying the three laws of the wheelbase to eight axles results the following six laws that an eight-axle carriage must satisfy:
When i≦4, no eight-axle law analysis is carried out due to insufficient data for analysis. When i=5, analysis on Law 3 can be conducted. When i=6, analysis on Laws 2, 3 can be conducted. When i=7, analysis on Laws 1, 2, 3, 4 can be conducted. When i≧8, analysis can be carried out with respect to the six laws; and if satisfied, it will be deemed that the eight-axle law is satisfied, otherwise it will be deemed that the eight-axle law is not satisfied.
If none of the laws is satisfied, namely, none of the four-, five-, six- and eight-axle laws is satisfied, then N=N+1, and i=i−1. N=N+1, indicates that segmentation is started from the N+1th axle next time; and i=i−1 indicates that the number of the wheelbases that have not been used for segmentation decreases by 1. In other words, the Nth axle cannot be used for segmentation and thus put aside temporarily, with T being not equal to N at this point. Analysis will be resumed with respect to the four-, five-, six- and eight-axle law when a next process starts.
The Tth to Nth wheelbases are segmented as one carriage of the train. If any of the four-, five-, six- and eight-axle law is satisfied, then it can be determined that the current wheelbase values are the wheelbase values of one carriage of the train and the number of axle of said carriage of the train can also be determined. The Nth to (N+axle number of one carriage−1)th axles are segmented as one carriage. For example, if the four-axle law is satisfied, then the Nth, N+1th, N+2th and N+3th wheelbase values are the four wheelbase values of one four-axle carriage, and the axle number of the carriage is 4.
The Tth axle to the Nth axle are segmented as one carriage. If T=N, namely there are no wheelbase values that can not be used for segmentation before, then this step will not be carried out. If T≧N, namely there are wheelbase values that can not be used for segmentation before, then all the previously wheelbase values that are not used for segmentation are segmented as one carriage, that is, the Tth wheelbase to the N−1th wheelbase values are segmented as one carriage.
N=N+(axle number of one carriage): As the preceding wheelbase values have all been used for segmentation, the next segmentation starts from the N+(axle number of one carriage)th axle. i=i−(axle number of one carriage), namely the number of wheelbases that are not used for segmentation is reduced by the number of axles of one carriage; T=N, namely the preceding (N+axle number of one carriage−1) wheelbases have all been segmented, and there are no more wheelbase values that have not been used for segmentation.
When a train illustrated by
When a train passes, the signal of an axle might be lost due to various possible reasons, such as vibration of the train. For example, as shown in
(3) Determination of Train Type
The determination of the type of an up train makes use of the wheelbase value calculated by the PCI board card to which the sensors group S1 (X1, for a down train) corresponds.
Because passenger carriages are not mixed with goods carriages in the equipment using field in China, a goods train can be defined as: the train has a locomotive at the head thereof, and all the carriages following the locomotive are goods carriages. Therefore, the determination of the type of a whole train is based on the determination of each carriage. The system uses the following three laws to determine the segmentation of a train. The first law is that, the wheels and axles of most carriages are symmetric about the central lines thereof. The second law is the distance from the first wheel to the last wheel of one carriage is greater than 7,000 mm. The third law is that the wheelbase between two bogies is greater than the wheelbase at the hook and the wheelbase at the hook is greater than the wheelbase of the bogie. First of all, a train is segmented as individual carriages by using the wheelbases obtained by the system. Then the type of each carriage is determined based on its wheelbases. Because the number of axle of one carriage in China is more than four, while the wheelbases between the first three axles of a locomotive, a passenger carriage and a goods carriage differ obviously, so the type of a single carriage can be determined based on the wheelbases between the first three axles thereof. If two successive carriages following one locomotive are found to be goods carriages, the whole train is a goods train. But if one of the two carriages is a passenger carriage, the whole train is determined to be a passenger train.
By analyzing the wheelbase data of the train wheels running currently in China, the following laws can be obtained: if the first wheelbase of a carriage is less than 1,500 mm, the carriage is a goods carriage; if the first wheelbase and the third wheelbase of a carriage are both less than 2,000 mm, the carriage is a goods carriage; if the first wheelbase is greater than or equal to 2,000 mm and the third wheelbase of a carriage is greater than 2,000 mm, it is a locomotive; if the first wheelbase is greater than or equal to 2,000 mm but the second wheelbase of a carriage is less than 8,000 mm, it is a locomotive; if the first wheelbase is greater than or equal to 2,000 mm but the second wheelbase of a carriage is greater than or equal to 8,000 mm, it is a passenger carriage.
Therefore, according to the above laws, the system of the present invention can correctly analyze and determine the type of a train, i.e. a locomotive, a goods train or a passenger train on the basis of the wheelbase data of the train.
Of course, with the development of train types henceforth, there may be train types that do not meet the above laws, so the system uses database technology. For example, a database is installed in the industrial personal computer 4 in the system of the present invention. Wheelbase information of certain train types can be input in the database in advance. The type of a train is determined by searching in the database, and if the wheelbase information of the train is consistent with that in the database, the train can be determined to be the type defined in the database; if not, analysis is conducted according to said laws.
After the train type is determined, the 2nd bit and the 3rd bit in the second byte of the serial-port information packet are set to be corresponding values. And for a goods train, the 3rd bit in the third byte to is set to be 0, and sent to PLC via the serial port.
(4) Train Hook Locating
A train inspection system needs to acquire the image of every carriage, so it needs to determine the exact time when the hook portion (namely the connection portion of two carriages) arriving at the beam flux center (namely the X-ray source O in
Therefore, a train inspection system requires the system of the present invention to provide the exact time when the hook center (namely the point Q in
Next, the locating at the up X system is explained as an example. Locating (e.g. locating at the photograph system) at other necessary places is similar. When the wheelbase data acquired by the collecting card to which the sensors of group S2 correspond are used for segmentation, it is found that i=1, namely the second wheel of a carriage is pressing exactly on this group of sensors. Then it can be calculated in accordance with a calculating formula (namely the formula 3 below) that: after a period of time (or referred to as time delay T), the hook center preceding the current carriage is exactly passing the beam flux center of the X-ray inspection system. Therefore, after said time delay T, the hook locating information is immediately provided, namely adding 1 to the number of hooks at the point O in the fourth byte of the serial-port information packet. If it is determined according to the wheelbase detected by S1 that the current carriage is a goods carriage, it is necessary to set the 0th bit of the third byte to be 1, which indicates that scanning begins, and said information is sent to PLC via the serial port.
As shown in
(5) The Determination of Train Arrival
The determination of the arrival of an up-running train makes use of the wheelbase values calculated by the PCI board card to which the sensor group S1 (X1 for down-running train) corresponds. Take the up-running train as an example. When system software reads wheelbase data from the FIFO of the PCI data collecting card to which the sensor group S1 corresponds, and segments these wheelbases, the type of a single carriage is determined. If the number of wheelbases being read accumulates to be more than 12 (the first condition), and it is determined that one among the carriages of the train obtained from the segmentation according to said wheelbase information is a locomotive (the second condition), it will be deemed that a train has arrived. The first condition is only to prevent the system from tripping when only a locomotive passes the scanning system, while the second condition 2 to prevent system from tripping when the train to be scanned re-starts after parking on the scanning channel.
After it is determined that a train is coming, the serial-port information packet has its bit 0 of the second byte set to 1, and sent to PLC via the serial port.
(6) The Determination of Train Departure
Because the minimum scanning speed required by a goods train inspection system is 5,000 m/h, so the minimum running speed of the train defined by the system is Vm=5,000 m/h. The maximum wheelbase hm of a carriage is generally no more than 20 meters. From the following simple calculation: the speed of 5,000 m/h is equivalent to 1.388 m/s (5000/3600=1.388), and the maximum wheelbase 20 m/1.388 m/s=14.4 seconds, it can be seen that the extreme time interval Tm between two wheel pulses to which the maximum wheelbase corresponds is 14.4 seconds, namely it is impossible to reach 15 seconds.
(7) The Acquisition of Carriage Number
In the goods train inspection system, it is necessary to correlate the image of a single carriage scanned by the X system, the appearance of the carriage photographed by the photograph system and the number of the carriage to facilitate examination by customs. The number of the carriage is provided by the system of the present invention. Most of the goods carriages that need to be examined by the goods train inspection system are provided with electronic tags, in which carriage number information is included.
The principle of the carriage number reading device in the system of the present invention is based on wireless RF technique. When an electronic tag approaches the effective region of the antenna of the carriage number reading device, the carriage number reading device will acquire a carriage number every other period of time. Therefore, when a whole carriage passes, a plurality of identical carriage number will be produced. And when one carriage passes, the carriage number reading device will acquire a plurality of identical carriage number. When a whole train passes, a plurality of different carriage number will be produced, and these numbers are exactly consistent with the number of carriages provided with electronic tags. As the system might be used on the border, and foreign carriages may not have electronic tags and the electronic tags of some domestic carriages may be lost or damaged, it is necessary to correlate the carriage numbers acquired with specific carriages.
By analysis and in-situ test, a law is obtained: when a segment of train passes, the tag it corresponds to appears most frequently. Therefore, when reading carriage number, it is necessary to record which carriage is currently passing the system, and analyze carriage numbers after the train departs. For example, if 16 pieces of information are read from tag A when a whole train passes, and the tag A is read one time when the 15th carriage passes, 14 times when the 16th carriage passes, and zero time when the 17th carriage passes, then said tag is the tag of the 16th carriage. After analysis, the carriage number and corresponding information of the carriage are written into a text file, and sent to the data processing center (DPC) via FTP.
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