KR20230022042A - Railway track sensing system and sensing method using the same - Google Patents

Abstract

A sensing system is mounted on a railway rail extending in a first direction to measure a deformation value of the railway rail. The sensing system comprises: an acceleration sensor for measuring an inclination in the first direction in which the railway rail extends, in a second direction perpendicular to the first direction, and in a third direction perpendicular to the first and second directions; and a gyro sensor for measuring an inclination with respect to the first direction and the second direction parallel to the ground on which the railway rail is disposed.

Description

Railroad track sensing system and sensing method using the same

The present application relates to a railroad trajectory sensing system and a sensing method using the same, and more particularly, to a railroad trajectory sensing system including an acceleration sensor and a gyro sensor and a sensing method using the same.

As the dependence on railroads for transport and transportation increases, interest and efforts in building railroad infrastructure are increasing worldwide. However, as the speed of trains increases and the frequency of operation increases, the risk of railroad accidents and the scale of damage during accidents are also rapidly increasing.

In particular, when the deterioration, repetitive stress, diurnal temperature difference, seasonal change, etc. of the railway rail become severe, serious accidents such as train derailment may occur. Accordingly, various technologies related to railway safety are being developed.

For example, in Republic of Korea Registered Patent Publication No. 10-1885883 (applicant Seoul Transportation Corporation), it is provided in the frame of an enclosure made of cold-rolled steel sheet of 1.6 mm or more, and input current sensor (DCCT) and input voltage sensor (DCPT) for railway vehicles , Charger voltage sensor (BCPT), charger current sensor (BCCT), AC 3-phase voltage sensor (ACPT), AC 3-phase current sensor (ACCT), a control unit that performs the performance test of the monitor device (CMD); and a display unit displaying the result of the performance test performed by the control unit. Including, and further comprising a surge suppression protection circuit to ensure the safety of workers, and the control unit performs performance tests on test items according to the electrical characteristics standards specified in KS C IES60076-1 for VVVF and GEC trains and the inspection items are structural inspection, appearance inspection, input voltage fluctuation test, output current stability test, output frequency stability test, transient voltage characteristic test, and insulation test. .

For another example, in Korean Registered Patent Publication No. 10-1300010 (applicant, Korea Railroad Research Institute), Brillouin scattered light according to the length of an optical fiber attached to a railway rail is obtained, and temperature and rail monitoring means comprising an optical fiber Brillouin scattering sensor that calculates deformation information; A rail constant monitoring system using an optical fiber Brillouin scattering sensor is disclosed, characterized in that it consists of; information analysis means for analyzing the temperature and deformation information measured by the rail monitoring means.

One technical problem to be solved by the present application is to provide a highly reliable railway trajectory sensing system and sensing method.

Another technical problem to be solved by the present application is to provide a railway trajectory sensing system and sensing method that can be easily installed on railway rails.

Another technical problem to be solved by the present application is to provide a railway trajectory sensing system and sensing method with improved user convenience.

Another technical problem to be solved by the present application is to improve a railway trajectory sensing system and sensing method capable of checking whether a railway is deformed in real time.

Another technical problem to be solved by the present application is to provide a railway trajectory sensing system and sensing method that are inexpensive to manufacture.

Another technical problem to be solved by the present application is to provide a railway trajectory sensing system and sensing method with improved accuracy.

The technical problem to be solved by the present application is not limited to the above.

In order to solve the above technical problem, the present application provides a sensing system.

According to an embodiment, in a sensing system mounted on a railway rail extending in a first direction and measuring a deformation value of the railway rail, the sensing system includes: the first direction in which the railway rail extends; An acceleration sensor measuring an inclination in a second direction perpendicular to the direction, a third direction perpendicular to the first and second directions, and the first direction and the second direction parallel to the ground on which the railroad rail is disposed. It may include a gyro sensor that measures an inclination with respect to .

According to one embodiment, the sensing system may include periodically measuring the deformation value of the railroad rail.

According to an embodiment, the deformation value θ _n of the railway rail is calculated by Equation 1 below, where θ _g is the inclination value measured by the gyro sensor, and θ _a is the slope value measured by the acceleration sensor, θ _n-1 is the deformation value of the railway rail measured in the previous period, t is the current time, and Δt is the time interval between the current time and the next time may include

<Equation 1>

According to one embodiment, the sensing system may include a noise removal filter that removes noise from the deformation value of the railroad rail.

According to one embodiment, the noise removal filter may include an Adaptive Line Enhancer.

According to an embodiment, the sensing system may further include a communication module that communicates with a user terminal and transmits a deformation value of the railroad rail to the user terminal.

According to one embodiment, the railroad rail is connected to a lower body having a first width, an intermediate body extending upward from the lower body and having a second width narrower than the first width, and the intermediate body, and the second and an upper body having a third width wider than a width, wherein the sensing system includes a plurality of sensing modules, and the plurality of sensing modules are on a sidewall of the intermediate body between the lower body and the upper body. installed, and each of the plurality of sensing modules may include the acceleration sensor and the gyro sensor.

According to an embodiment of the present application, a sensing system mounted on a railroad rail extending in a first direction and measuring a deformation value of the railroad rail may include a plurality of sensing modules installed on the railroad rail, and may include a plurality of sensing modules installed on the railroad rail. Each of the sensing modules includes an acceleration sensor and a gyro sensor, wherein the acceleration sensor is configured in the first direction in which the railroad rail extends, in a second direction perpendicular to the first direction, and in the first and second directions. Inclination may be measured in a third direction perpendicular thereto, and the gyro sensor may measure inclination in the first direction and the second direction parallel to the ground on which the railroad rail is disposed.

The sensing module may measure the deformation value of the railway rail using the acceleration sensor and the gyro sensor, and the user may easily measure the deformation value of the railway rail measured by the sensing module using a user terminal. You can check and check. Accordingly, the time for checking whether the railroad rail is deformed can be shortened, and the deformation value and whether or not the railroad rail is deformed can be checked in real time.

In addition, the deformation value of the railroad rail can be checked in real time at regular intervals, and the deformation value of the railroad rail can be matched with the measurement time and additional information (eg, surrounding environment and construction information) to build a database. there is. Utilizing the statistical information of the built database, a solution for minimizing deformation of railway rails and an algorithm for predicting deformation of railway rails can be derived.

In addition, the sensing module may calculate a deformation value of the railway rail by combining a measurement value of the acceleration sensor and a measurement value of the gyro sensor by reflecting inherent characteristics of the acceleration sensor and the gyro sensor. Specifically, in a relatively high frequency condition, a high weight is placed on the measured value of the gyro sensor, and under a relatively low frequency condition, a high weight is placed on the measured value of the acceleration sensor, so that the measured value of the acceleration sensor and the gyro sensor are given a high weight. The measured values of the sensors can be combined. Accordingly, the deformation value of the railroad rail measured by the sensor system according to the embodiment of the present application can have high accuracy and reliability.

1 is a schematic diagram illustrating a process of measuring a deformation value of a railway rail using a sensing system according to an embodiment of the present application.
2 is a diagram for explaining an installation location of a sensing system according to an embodiment of the present application.
3 and 4 are views for explaining an acceleration sensor and a gyro sensor included in a sensing system according to an embodiment of the present application.
5 is a diagram for explaining a method of measuring a deformation value of a railway rail using a sensing system according to an embodiment of the present application.
6 is a graph for explaining technical effects according to a combination of an acceleration sensor and a gyro sensor of a sensing module included in a sensing system according to an embodiment of the present application.
7 is a diagram for explaining a noise removal process of a sensing module included in a sensing system according to an embodiment of the present application.
8 is a graph showing result values to which Adaptive Line Enhancer is not applied in an experimental example of the present application.
9 is a graph showing the result values to which Adaptive Line Enhancer is applied in an experimental example of the present application.
10 is a perspective view illustrating a state in which a container of a sensing system according to an embodiment of the present application is mounted on a railroad rail.
11 is a perspective view illustrating an outer surface of a body part of a container of a sensing system according to an embodiment of the present application.
12 is a cross-sectional view of a body portion of a container of a sensing system according to an embodiment of the present application.
13 is a perspective view showing an inner surface of a body part of a container of a sensing system according to an embodiment of the present application.
14 is a perspective view illustrating a cap portion of a container of a sensing system according to an embodiment of the present application.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. However, the technical spirit of the present invention is not limited to the embodiments described herein and may be embodied in other forms. Rather, the embodiments introduced herein are provided so that the disclosed content will be thorough and complete, and the spirit of the present invention will be sufficiently conveyed to those skilled in the art.

In addition, although terms such as first, second, and third are used to describe various elements in various embodiments of the present specification, these elements should not be limited by these terms. These terms are only used to distinguish one component from another. Therefore, what is referred to as a first element in one embodiment may be referred to as a second element in another embodiment. Each embodiment described and illustrated herein also includes its complementary embodiments. In addition, in this specification, 'and/or' is used to mean including at least one of the elements listed before and after.

In the specification, expressions in the singular number include plural expressions unless the context clearly dictates otherwise. In addition, the terms "comprise" or "having" are intended to designate that the features, numbers, steps, components, or combinations thereof described in the specification exist, but one or more other features, numbers, steps, or components. It should not be construed as excluding the possibility of the presence or addition of elements or combinations thereof. In addition, in the following description of the present invention, if it is determined that a detailed description of a related known function or configuration may unnecessarily obscure the subject matter of the present invention, the detailed description will be omitted.

1 is a schematic diagram for explaining a process of measuring a deformation value of a railway rail using a sensing system according to an embodiment of the present application, and FIG. 2 is a diagram for explaining an installation location of a sensing system according to an embodiment of the present application. am.

Referring to FIGS. 1 and 2 , a sensing system according to an embodiment of the present application may include a sensing module 10 . The sensing module 10 may be provided in plurality, and each of the plurality of sensing modules 10 may include an acceleration sensor and a gyro sensor.

The plurality of sensing modules 10 are installed on the railway rail, and may measure deformation values of the railway rail using the acceleration sensor and the gyro sensor. That is, the plurality of sensing modules 10 may measure deflection angles of the railway rails using the acceleration sensor and the gyro sensor.

Specifically, as shown in FIG. 2, the railway rail 30 includes a bottom body having a first width, and a middle body extending upward from the bottom body and having a second width narrower than the first width. It may include an intermediate body, and an upper body connected to the intermediate body and having a third width wider than the second width. In this case, the plurality of sensing modules 10 may be installed on the sidewall of the middle body between the lower body and the upper body. The lower body, the middle body, and the upper body may be configured as one body.

The railway rail may extend in a first direction substantially parallel to the ground, and the plurality of sensing modules 10 are spaced apart from each other at a predetermined reference distance on the railway rail extending in the first direction. can be placed. Alternatively, the plurality of sensing modules 10 may be spaced apart from each other at an arbitrary distance according to a user's request.

In other words, the distance between the plurality of sensing modules 10 is not limited in the spirit of the present application.

As described above, by using the acceleration sensor and the gyro sensor, the sensing module 10 can measure the deformation value of the railway rail, and the user uses the user terminal 20 to measure the sensing module ( It is possible to easily check and check the deformation value of the railroad rail measured in 10).

In other words, after the user installs the plurality of sensing modules 10 spaced apart from each other on the railroad rail, the user terminal 20 is used to transmit the railroad transmitted from the plurality of sensing modules 10. The deformation value of the rail, that is, the angle of deflection and whether or not it deflects, can be easily checked in real time. To this end, each of the plurality of sensing modules 10 may further include a communication module in addition to the gyro sensor and the acceleration sensor. For example, the communication module included in the sensing module 10 may be a short-distance communication module (eg, Bluetooth, zigbee, wireless LAN, IrDA, etc.) or an RF communication module.

Accordingly, the time for checking whether the railroad rail is deformed can be shortened, and the deformation value and whether or not the railroad rail is deformed can be checked in real time. In addition, the sensing module 10 uses the gyro sensor and the acceleration sensor to sense the deformation value and whether or not the railway rail is deformed, thereby improving the reliability and accuracy of the sensing, as well as improving the plurality of sensing modules 10 ) The cost of the configuration of the sensing system including the can be reduced.

In addition, although it is shown in FIG. 1 that the deformation value of the railway rail is transmitted to one user terminal 20, it is not limited thereto, and the deformation value of the railway rail is simultaneously transmitted to a plurality of the user terminals 20. Accordingly, a plurality of users can easily check the deformation value of the railroad rail.

In addition, as described above, the deformation value of the railway rail may be checked in real time at regular intervals, and the deformation value of the railway rail may be matched with a measurement time and stored in the user terminal 20 or an integrated server. In addition, the user is provided with the surrounding environment in which the railway rail is installed to measure the deformation value and whether or not the deformation is present, and construction information (eg, size of vibration, between the construction site and the railway rail) when construction is in progress around the railway rail. distance), weather information, etc. may be matched and stored together with the deformation value of the railroad rail.

Accordingly, a database for the deformation value and deformation of the railway rail can be built, and a solution for minimizing the deformation of the railway rail and predicting the deformation of the railway rail using the statistical information of the built database Algorithms can be derived.

Hereinafter, a specific method of measuring a deformation value of the railroad rail using an acceleration sensor and a gyro sensor of a sensing module included in a sensing system according to an embodiment of the present application will be described with reference to FIGS. 3 to 5 .

3 and 4 are diagrams for explaining an acceleration sensor and a gyro sensor included in a sensing system according to an embodiment of the present application, and FIG. 5 shows a deformation value of a railroad rail using a sensing system according to an embodiment of the present application. 6 is a graph for explaining a technical effect according to a combination of an acceleration sensor and a gyro sensor of a sensing module included in a sensing system according to an embodiment of the present application.

3 to 6 , the sensing module 10 included in the sensing system according to the embodiment of the present application may include the acceleration sensor 110 and the gyro sensor 120.

The acceleration sensor 110 may measure inclination in a first direction in which the railway rail extends, in a second direction perpendicular to the first direction, and in a third direction perpendicular to the first and second directions. there is. The first direction may be the +X axis and the -X axis in FIGS. 3 and 4, the second direction may be the +Y axis and the -Y axis in FIGS. 3 and 4, and the third direction may be the and +Z axis and -Z axis in FIG. 4 .

The acceleration measured by the acceleration sensor 110 is a change in speed with respect to time, and as shown in FIG. 4, the gravitational acceleration g is the three axes (the first axis, the second axis, and Tilt can be measured by measuring what affects the third axis). That is, the acceleration sensor 110 can measure inclination with high reliability in a static state. However, the acceleration sensor 110 has a problem in that a measured value is deformed in a dynamic state and an error occurs.

The gyro sensor 120 may measure inclination with respect to the first direction and the second direction. In other words, in FIG. 3, inclination can be measured in the +X and -X axis directions and the +Y and -Y axis directions. As described above, the first direction may be a direction in which the railway rail on which the sensing module 10 is mounted extends, and the second direction is perpendicular to the first direction but is perpendicular to the ground on which the railway rail is disposed. A substantially parallel direction, and the third direction may be a direction perpendicular to the first direction but extending upwardly from the ground where the railroad rail is disposed. As described above, the gyro sensor 120 may measure the inclination of the railroad rail in the first direction and the second direction, and accordingly, the gyro sensor 120 may measure the inclination of the railroad rail on the ground where the railroad rail is disposed. Inclination can be measured in a direction parallel to the ground.

The gyro sensor 120 may accumulate an error due to an integral calculation value in a process of measuring an inclination angle by measuring a physical quantity of motion by measuring acceleration. That is, the gyro sensor 120 can measure inclination with high reliability in a dynamic state in which the object equipped with the gyro sensor 120 moves, but an integration error occurs in a static state in which the object is fixed. There is a problem with

As described above, the acceleration sensor 110 has high reliability in measured values when the sensing module 10 is in a static state, but errors may occur when the sensing module 10 is in a dynamic state. The gyro sensor 120 has high reliability in measured values when the sensing module 10 is in a dynamic state, but errors may occur when the sensing module 10 is in a static state. In other words, the acceleration sensor 110 has low reliability and accuracy of measured values at every moment, but high reliability and accuracy of average measured values, whereas the gyro sensor 120 has high reliability at every moment. and accuracy may be high, but the reliability and accuracy of the average measured value may be low.

That is, as shown in FIG. 6 , the acceleration sensor 110 may have high accuracy when it is in a static state, that is, when the frequency value is low as the measurement period is long, and the gyro sensor 120 may have dynamic The higher the frequency value, the shorter the measurement period, the higher the accuracy. Accordingly, according to an embodiment of the present application, the sensing module 10 reflects the above-described characteristics of the acceleration sensor 110 and the gyro sensor 120, and measures the measured values of the acceleration sensor 110 and The deformation value of the railway rail may be calculated by combining the measured values of the gyro sensor 120 . Specifically, in a relatively high frequency condition, a high weight is placed on the measured value of the gyro sensor 120, and under a relatively low frequency condition, a high weight is placed on the measured value of the acceleration sensor 110. The acceleration sensor The measured value of 110 and the measured value of the gyro sensor 120 may be combined. Accordingly, the deformation value of the railroad rail measured by the sensor system according to the embodiment of the present application can have high accuracy and reliability.

More specifically, the sensor system according to an embodiment of the present application may calculate the deformation value θ _n of the railroad rail as shown in Equation 1 below.

<Equation 1>

In Equation 1, θ _g is the inclination value measured by the gyro sensor 120, θ _a is the inclination value measured by the acceleration sensor 110, and θ _n−1 is the previous (以前) ) is the deformation value of the railway rail measured in period, t is the current time, and Δt may be the time interval between the current time and the next time.

As described above, the deformation value of the railway rail may be derived by simultaneously using measurement values of the acceleration sensor 110 and the gyro sensor 120 . In this case, as shown in FIG. 5, the deformation value θ _n of the railroad rail is the angle between the original extension direction 12 of the railroad rail before deformation and the extension direction 14 of the deformed railroad rail. can be defined

The sensor module 10 according to an embodiment of the present application may calculate a deformation value of the railway rail by combining a measurement value of the acceleration sensor 110 and a measurement value of the gyro sensor 120, and may calculate the acceleration Based on the unique characteristics of the sensor 110 and the gyro sensor 120, the deformation value of the railway rail can be calculated with high accuracy and reliability.

Hereinafter, a noise removal filter of a sensing module included in a sensing system according to an embodiment of the present application will be described with reference to FIG. 7 , and experimental examples of noise removal results will be described with reference to FIGS. 8 and 9 .

7 is a diagram for explaining a noise removal process of a sensing module included in a sensing system according to an embodiment of the present application.

Referring to FIG. 7 , when the deflection angle of the railway rail on which the sensing module 10 is installed is minute, the sensing module calculated using measured values of the acceleration sensor 110 and the gyro sensor 120 ( 10) may require noise removal for the deformation value of the railway rail.

Accordingly, the sensing module 10 may include a noise removal filter for removing noise from the deformation value of the railroad rail calculated using the measurement values of the acceleration sensor 110 and the gyro sensor 120. there is.

According to one embodiment, the noise removal filter may be an adaptive line enhancer and may be configured as shown in FIG. 7 .

The Adaptive Line Enhancer applies an adaptive filter algorithm based on a Finite Impulse Response (FIR) digital filter.

In FIG. 7, d(n) is an input signal of which noise is involved or whose dynamic characteristics are unknown, and at this time, a delayed signal as much as step can be supplied to the input of the adaptive filter. The coefficients of the adaptive filter are updated and varied at every calculation step by an adaptation algorithm called the LMS (Least Mean Square) algorithm, and can be expressed as in <Equation 2> below, and the adaptive filter update equation is <Equation 3> can be expressed as

In <Equation 2>, x(n) = z ^-Δ d(n) = d(n-Δ), and μ in <Equation 3> is a convergence coefficient.

<Equation 2>

<Equation 3>

Hereinafter, specific experimental examples of noise removal results using the Adaptive Line Enhancer will be described with reference to FIGS. 8 and 9 .

8 is a graph showing result values to which Adaptive Line Enhancer is not applied in an experimental example of the present application, and FIG. 9 is a graph showing result values to which Adaptive Line Enhancer is applied in an experimental example of the present application.

Referring to FIGS. 8 and 9 , under the conditions shown in Table 1 below, the noise removal effect was measured by applying the Adaptive Line Enhancer.

item key figures note Sampling Time 2 [kHz] 0.5 [ms] Control filter order 32nd convergence coefficient 0.001 Delay 16 Control filter 1/2 run-time 8000 steps 4[sec] Input Signal Amplitude 0.5[V] signal level Input Signal Noise 0.5[Hz] orbital oscillation frequency Noise Amplitude 0.15[V] S/N Ratio 15% Noise Charteristic Gaussian Disturbance white noise

As shown in FIG. 8 , when Adaptive Line Enhancer is not applied, it can be confirmed that a plurality of noises are mixed. On the other hand, when the Adaptive Line Enhancer is applied as shown in FIG. 9, it can be confirmed that the noise component is removed, and the noise is removed by applying the Adaptive Line Enhancer to the periodic measurement data result value of the deformation value of the railway rail, , it can be confirmed that result values with high reliability and accuracy can be derived.

Hereinafter, the structure of a container for mounting the sensing module according to an embodiment of the present application described above on a railroad rail will be described with reference to FIGS. 10 to 14 .

10 is a perspective view showing a state in which a container of a sensing system according to an embodiment of the present application is mounted on a railroad rail, and FIG. 11 is a perspective view of an outer surface of a body portion of a container of a sensing system according to an embodiment of the present application, 12 is a cross-sectional view of a body of a container of a sensing system according to an embodiment of the present application, FIG. 13 is a perspective view showing an inner surface of a body of a container of a sensing system according to an embodiment of the present application, and FIG. It is a perspective view showing the cap of the container of the sensing system according to the embodiment.

10 to 14, the sensing module 10 described with reference to FIGS. 1 to 9 is disposed in a container 200, and the container 200 in which the sensing module 10 is disposed is It can be mounted on a railway rail (30).

The container 200 may include a body portion 202 and a cap portion 204 covering the body portion 202, and may include an empty space provided in the body portion 202 as shown in FIGS. The sensing module 10 described with reference to 9 may be disposed.

Specifically, the railway rail 30 includes a bottom body having a first width, an intermediate body extending upward from the lower body and having a second width narrower than the first width, and the It may include a top body connected to the middle body and having a third width wider than the second width. In this case, the container 200 may be disposed on the sidewall of the middle body and between the lower body and the upper body.

As shown in FIGS. 10 and 11 , the outer surface 210 of the body part 202 may have a curved and bent shape. Specifically, the surface profile of the outer surface 210 of the body portion 202 in contact with the railway rail 30 is the upper surface of the lower body of the continuously provided railway rail 30, the intermediate body It may correspond to the surface profile of the side wall and the lower surface of the upper body. Accordingly, the container 200 can be stably mounted on the railroad rail 30 .

Mounting parts 220 , 222 , and 224 may be provided on the outer surface 210 of the body part 202 . The mounting parts 220 , 222 , and 224 may be provided in plurality on the outer surface 210 of the body part 202 .

The mounting parts 220 , 222 , and 224 may include a magnet part 220 , a rod part 222 , and a fastening part 224 .

The magnet part 220 may be, for example, a neodymium magnet, and the magnet part 220 may be disposed on the outer surface 210 of the body part 202 . In addition, a through hole may be provided inside the magnet part 220 . The through hole may include an upper end having a first width and a lower end having a second width narrower than the first width, and the lower end of the through hole may contact the outer surface 210 of the body portion 202 . A magnet part 220 may be disposed on the outer surface 210 of the body part 202 . That is, the magnet part 220 has an upper end having a relatively wide first width disposed outside and a lower end having a relatively narrow second width being in contact with the outer surface 210 of the body part 202 . can be placed.

Also, according to an embodiment, an area having a width gradually decreasing from an upper end to a lower end of the through hole may be provided.

The rod part 222 passes through the through hole of the magnet part 220 and the body part 202 at the same time, and is coupled with the fastening part 224 provided on the inner surface of the body part 202. can do. Accordingly, the magnet part 220 may be fixedly coupled to the body part 202 . Specifically, the width of the rod part 222 may correspond to the width of the through hole of the magnet part 220 . In other words, the top of the rod part 222 has a width corresponding to the top of the through hole, and as the width gradually decreases from the top to the bottom of the through hole, the rod part 222 also moves from the top to the bottom. The width gradually decreases, and the lower end of the rod part 222 may have a width corresponding to the lower end of the through hole. That is, an upper end of the rod part 222 may have a relatively wide width, and a lower end of the rod part 222 may have a relatively narrow width. Accordingly, in a state where the magnet part 220 is disposed on the outer surface 210 of the body part 202, the rod part 222 is inserted through the through hole of the magnet part 220 and As a simple method of fixing with the fastening part 224, the magnet part 220 is easily and stably fixed on the outer surface 210 of the body part 202 by the rod part 222 and Due to this, the container 200 disposed in the sensing module inside can be easily attached to and detached from the railway rail 30, and can maintain a stable fastened state in a mounted state.

A first fastening part 232 having a boss and lip structure protruding on the inner surface of the body part 202 may be provided, and a second fastening part 234 protruding on the inner surface of the cap part 204 is provided It can be. The first fastening part 232 may include a groove, and the second fastening part 234 is inserted and fixed into the groove of the first fastening part 232, so that the cap part 204 is the body part ( 202) can be easily coupled.

In the above, the present invention has been described in detail using preferred embodiments, but the scope of the present invention is not limited to specific embodiments, and should be interpreted according to the appended claims. In addition, those skilled in the art should understand that many modifications and variations are possible without departing from the scope of the present invention.

10: sensing module
20: user terminal
30: railway rail
110: acceleration sensor
120: gyro sensor
200: container
202: body part
204: cap part
220: magnet part
222: loading part
224: fastening part

Claims (7)

A sensing system mounted on a railroad rail extending in a first direction to measure a deformation value of the railroad rail,
The sensing system,
an acceleration sensor measuring inclination in the first direction in which the railroad rail extends, in a second direction perpendicular to the first direction, and in a third direction perpendicular to the first and second directions; and
Sensing system comprising a gyro sensor for measuring inclination with respect to the first direction and the second direction parallel to the ground on which the railway rail is disposed.
According to claim 1,
The sensing system comprises periodically measuring the deformation value of the railroad rail.
According to claim 2,
The deformation value θ _n of the railway rail is calculated by Equation 1 below,
In Equation 1, θ _g is the inclination value measured by the gyro sensor, θ _a is the inclination value measured by the acceleration sensor, and θ _n-1 is the railway measured in the previous cycle. wherein t is the current time, and Δt is the time interval between the current time and the next time.
<Equation 1>

According to claim 1,
Sensing system comprising a noise removal filter for removing noise from the deformation value of the railway rail.

According to claim 4,
The noise removal filter is a sensing system comprising an Adaptive Line Enhancer.
According to claim 1,
The sensing system further includes a communication module that communicates with the user terminal and transmits the deformation value of the railway rail to the user terminal.
According to claim 1,
The railway rail includes a lower body having a first width, an intermediate body extending upward from the lower body and having a second width narrower than the first width, and a third width connected to the intermediate body and wider than the second width. Including an upper body having,
The sensing system includes a plurality of sensing modules,
A plurality of the sensing modules are installed on a sidewall of the middle body between the lower body and the upper body,
Each of the plurality of sensing modules includes the acceleration sensor and the gyro sensor.

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