CN101570203A - Monitoring control system for rail transportation - Google Patents

Abstract

The invention relates to a monitoring and controlling system for rail transportation, which comprises at least one sensor group arranged at a selected monitoring point of a rail, wherein each sensor group comprises at least one acting force sensor and at least one vibration sensor. A track dynamic signal processing circuit is connected with the sensor group and used for receiving and converting an acting force time domain signal measured by an acting force sensor of the sensor group and a vibration time domain signal measured by a vibration sensor respectively and then sending the signals to a signal calculation and processing unit, wherein the signal calculation and processing unit comprises an acting force signal time domain/frequency domain conversion circuit, a vibration signal time domain/frequency domain conversion circuit and a frequency response function calculation unit, the frequency response function calculation unit divides the received acting force frequency domain signal and the vibration frequency domain signal to generate an input and output response frequency spectrum signal, and the abnormal condition of the track can be judged according to the input and output response frequency spectrum signal.

Description

Monitoring and control system for rail transportation

technical field

The invention relates to a monitoring technology for rail safety of a transportation system, in particular to a monitoring and control system for rail transportation.

Background technique

The rail transportation system plays an extremely important means of transportation for the transportation of people and goods. In addition to the safety of the rail vehicle itself, the structural safety of the track is very important for mass transportation systems. If it is not possible to detect in advance and then maintain and maintain before the structural safety of the track changes, the hazards and accidents it produces will often endanger the lives of passengers.

Most of the track maintenance of the traditional railway system is still done through regular and intensive manpower maintenance. This traditional method not only consumes manpower and material resources, but also has poor reliability. possibility of accident.

In order to overcome the lack of traditional methods, various monitoring technologies have been used in previous technologies, but these technologies still cannot meet the current requirements of rail transportation safety in fact. In the previous patented technology, various related technologies can also be found.

For example, in the U.S. Patent No. 6,860,453 patent case, it discloses a method and device for detecting the derailment status of a rail vehicle, which combines a vibration sensor on the wheel of the rail vehicle, and the vibration sensor can sense Find out the vibration condition of the wheel, and send the vibration signal to a microcontroller, which can generate a pulse monitoring signal according to the received vibration signal, and the microcontroller can compare the generated real-time signal with a reference threshold After the value is compared, an alert signal is generated.

Another example is US Patent No. 5,579,013, which discloses a technology that can be used to monitor abnormal conditions of rail vehicles. A speed sensor is installed at the wheel of the rail vehicle to measure the wheel speed of the rail vehicle. A displacement sensor is mounted on the vehicle to sense the movement of the rail vehicle. The micro-controller calculates and judges the abnormal condition of the rail vehicle based on the received speed signal and displacement signal.

Contents of the invention

Railway safety In addition to the normal operation of the electromechanical system, whether the track structure is abnormal under long-term operation is also a concern for railway safety. Especially in the characteristics of the rail transportation system, even if it is a slight loosening of a bolt, slight material fatigue, man-made damage, poor welding, false welding, etc., after intensive vehicle travel and vibration, the abnormality of the track structure However, major accidents often occur. However, the track maintenance of the traditional railway system is done through regular and intensive manpower maintenance. This traditional method not only consumes manpower and material resources, but also has poor reliability. possibility of accident.

For open tracks, man-made damage is often difficult for maintenance personnel to guard against. Therefore, the track safety monitoring system is not only a necessary setting for the general public transportation system, but also can effectively protect the safety of passengers and improve the intelligence and reliability of maintenance.

If a design concept of intelligent track monitoring can be proposed, and the regular maintenance of the track belonging to the safety of civil structures can be integrated into the electromechanical system and the remote monitoring system, the abnormal conditions of the track structure can be monitored at any time, and accidents caused by human error can be eliminated. ACCIDENT.

Therefore, the main purpose of the present invention is to provide a monitoring and control system for rail transportation. The monitoring and control system cooperates with several sensor groups deployed at selected monitoring points on the track to monitor each monitoring point on the track. The dynamic signal of the track is used to judge the abnormal condition of the track.

The technical means adopted by the present invention to solve the problems of the prior art is to arrange a plurality of sensor groups at selected monitoring points of the track, and each sensor group includes at least one force sensor and a vibration sensor. device. A track dynamic signal processing circuit is connected to the sensor group for respectively the force time domain signal measured by the force sensor of the sensor group and the vibration time domain signal measured by the vibration sensor After being received and converted, it is sent to a signal calculation and processing unit, which includes a force signal time domain/frequency domain conversion circuit, a vibration signal time domain/frequency domain conversion circuit and a frequency response function calculation A unit, wherein the frequency response function calculation unit divides the received force frequency domain signal and the vibration frequency domain signal to generate an input and output response spectrum signal, which can be used to judge the abnormal condition of the track.

The monitoring and control system for rail transportation proposed by the present invention includes vibration and strain sensors combined with the welding end of the rail or selected monitoring points, using the monitoring system to capture vibration signals and strain signals for a long time, and specifying monitoring parameters to monitor the parameters Changes in order to provide appropriate information for the maintenance of track safety, thereby ensuring the safety of passengers. The content of this invention includes the installation of sensors and the discrimination of monitoring signals. This invention will propose a track safety prediction system based on long-term parameter monitoring, which is expected to be applicable to public transportation systems such as railway transportation, MRT or high-speed railway in the future, so as to provide reliable information for the safety maintenance and maintenance of related systems.

Description of drawings

Fig. 1 shows the schematic diagram that the present invention is arranged on track;

Fig. 2 shows the sectional view of the embodiment of the sensor group of the present invention;

Figure 3 shows a perspective view of the internal components of the sensor group of the present invention;

Figure 4 shows a three-dimensional exploded view of the internal components of the sensor group of the present invention;

Fig. 5 shows the control system circuit diagram of the present invention;

Fig. 6 shows the further control circuit diagram of monitoring device in Fig. 5;

Fig. 7 shows that the natural frequency offset, the frequency response offset, and the dynamic rigidity offset are stored in the offset reference value storage device in Fig. 6;

Fig. 8A shows the time-domain signal waveform diagram of the force measured by the force sensor in the sensor group;

Fig. 8B shows the waveform diagram of the frequency-domain signal waveform of the force generated by converting the time-domain signal of the force measured by the force sensor in the sensor group;

Fig. 9A shows the vibration time-domain signal wave form measured by the vibration sensor in the sensor group;

Fig. 9B shows the waveform diagram of the vibration frequency domain signal generated after the vibration time domain signal measured by the vibration sensor in the sensor group is converted;

Fig. 10 shows the wave form diagram of the input-output response spectrum signal generated after dividing the force frequency-domain signal and the vibration frequency-domain signal;

Figure 11 shows that the present invention arranges several force sensors on the track at predetermined intervals, and several vibration sensors on the track at different intervals, and each force sensor and sensor group are connected via signals Schematic diagram of the wire connection to the monitoring device.

Figure number:

1 track

10 Selected monitoring points

11 sleepers

12 track bed

13 base

14 Welding joint

2a, 2b, 2c, 2d sensor groups

21 Outer cover

211 Block

212 buffer layer

22 Bolts

23 interior space

24 Blocks

25, 25a, 25b, 25c force sensor

26 The first axial vibration sensor

26a, 26b, 26c, 26d, 26e, vibration sensor

26f, 26g, 26h, 26i

261 Stud

27 Second axis vibration sensor

271 Stud

28 The third axial vibration sensor

281 Stud

29 Strain sensor

3 Monitoring device

31 Track dynamic signal processing circuit

311, 311a filter

312, 312a amplifier circuit

313, 313a Gain adjustment circuit

314, 314a Analog to Digital Converter

32 Signal calculation and processing unit

320 Micro-processing unit

321 Time domain to frequency domain signal conversion unit

322 Time domain to frequency domain signal conversion unit

323 Frequency Response Function Calculation Unit

33 Display unit

34 Offset Reference Value Storage Device

35 Dynamic signal recording and storage device

I Track Extension Direction

I1 Acting Force Axis

I2 Acting Force Axis

I3 Acting Force Axis

s1, s2, s3, s4 dynamic signals

Sa Force Time Domain Signal

Sa1 Force frequency domain signal

Sb Vibration Time Domain Signal

Sb1 vibration frequency domain signal

Sc input and output response spectrum signal

Scn natural frequency

Sd Strain signal

d1 natural frequency offset

d2 Frequency Response Offset

d3 dynamic stiffness offset

Detailed ways

The specific embodiments adopted by the present invention will be further described through the following embodiments and attached drawings.

Fig. 1 is a schematic diagram showing that the present invention is configured on a track, which shows that an extended track 1 is erected on a bed 12 by several sleepers 11, and the track bed 12 is arranged on a base 13, so that the track 1 is extended in the direction of extension. I is firmly positioned on the track bed 12. The present invention includes a plurality of sensor groups 2 , and each sensor group 2 is arranged equidistantly from each other at selected monitoring points 10 of the track 1 . The selected monitoring points 10 may be arranged equidistantly or not equidistantly on the track 1 or below the weld 14 of the selected track 1 .

FIG. 2 is a cross-sectional view showing the first embodiment of the sensor group 2 of the present invention. Also refer to FIG. 3 and FIG. 4 , which respectively show a perspective view and a perspective exploded view of the sensor group of the present invention. The sensor group 2 of the present invention includes a solid outer cover 21 with anti-electromagnetic interference, waterproof, and air permeability. The outer cover 21 can be fixedly combined with the track 1 in a known fixing manner, such as bolts, welding or epoxy resin. The glue is positioned on the lower edge of the track 1 .

An inner space 23 is formed inside the outer cover 21 and accommodates and fixes a square block 24 . A force sensor 25 is combined between the top surface of the cover 21 and the track 1 . The force sensor 25 can measure the force signal of the force direction II generated by the vehicle when the force sensor 25 is located at the selected monitoring point 10 of the track 1 .

The sensor group 2 of the present invention includes a first axial vibration sensor 26, a second axial vibration sensor 27, and a third axial vibration sensor 28, respectively through studs 261, 271, 281 Screwed and fixed on the screw holes 242, 243, 244 provided on the side and bottom of the block body 24. The first axial vibration sensor 26 , the second axial vibration sensor 27 , and the third axial vibration sensor 28 are preferably acceleration sensors, and of course they can also be general vibration sensors.

The first axial vibration sensor 26 is combined in the sensor group 2 in the first axial direction, that is, its force axis I1 is parallel to the extension direction I of the track 1, so it can be used to measure the movement of the vehicle passing through the first axial direction. A vibration signal parallel to the extension direction I is generated when an axial vibration sensor 26 is located at a selected monitoring point of the track 1 .

The second axial vibration sensor 27 is combined in the sensor group 2 with the second axial direction, that is, its force axis I2 is horizontally perpendicular to the extension direction I of the track 1, so it can be used to measure the vehicle passing through A vibration signal perpendicular to the extension direction I generated when the second axial vibration sensor 27 is located at a selected monitoring point of the track 1 .

The third axial vibration sensor 28 is combined in the sensor group 2 in the third axial direction, that is, its force axis I3 is perpendicular to the extension direction I of the track 1, so it can be used to measure the movement of the vehicle through the third axial direction. A vibration signal perpendicular to the extension direction I generated when the triaxial vibration sensor 28 is located at a selected monitoring point of the track 1 .

A space may be reserved between the top surface of the cover 21 and the lower edge of the track 1 to attach a strain sensor 29 to the lower edge of the track 1 . Since the low-frequency signal response of the strain sensor is better, the strain signal of the strain sensor 29 located at the selected monitoring point of the track can be measured through the strain sensor 29 . The configuration of the strain sensor 29 can be determined according to actual needs. For example, the sensor group at the orbital welding position can be configured with a strain sensor, and the sensor groups at other positions can only be configured with force sensors and vibration sensors. device. The strain signal measured by the strain sensor 29 can be used as one of the vibration signals.

A stopper 211 is disposed between the bottom surface of the outer cover 21 and the ballast bed 12 . Preferably, a buffer layer 212 can be disposed on the top surface of the block 211 as a buffer material between the outer cover 21 and the block 211 . A distance is maintained between the bottom surface of the outer cover 21 and the buffer layer 212 of the block 211 . When the train passes through the sensor group 2 configuration position of the track 1, since the bottom surface of the outer cover 21 is pressed against the buffer layer 212 of the stopper 211, the force sensor 25 is squeezed, and the force sensor 25 is pressed. The device 25 generates a force signal.

Referring to Fig. 5, taking the sensor group 2 of the aforementioned embodiment as an example, after the track layout is completed for each sensor group 2a, 2b, 2c, 2d, each sensor group 2a, 2b, 2c , 2d are connected to a monitoring device 3 via a signal connection line, when the train travels along the track 1 in the direction of travel III, the monitoring device 3 can capture the information of each sensor group 2a, 2b, 2c, 2d via the signal transmission line Dynamic signals s1, s2, s3, s4 including force signals, vibration signals and strain signals are transmitted. After the monitoring device 3 analyzes the force signals, vibration signals and strain signals in the received dynamic signals s1, s2, s3 and s4, it can convert the dynamic signals into monitoring parameters, so as to make complicated data useful information to assist engineers in interpreting and analyzing the structural safety of the track. The monitoring device 3 can be set in the remote central control center, so the purpose of remote monitoring of track safety can be achieved.

FIG. 6 shows a further control circuit diagram of the monitoring device 3 in FIG. 5 , and FIG. 7 shows the natural frequency offset, frequency response offset, and dynamic rigidity offset stored in the offset reference value storage device in FIG. 6 .

The monitoring device 3 for rail transportation of the present invention includes at least one sensor group, and each sensor group includes at least one force sensor 25, which is used to measure when the vehicle passes through the force sensor 25 and is located on the track. The active force signal when the selected monitoring point position of the track; at least one vibration sensor 26,27,28, in order to measure the vehicle when passing through the selected monitoring point position of the track by the vibration sensor 26,27,28 vibration signal.

A track dynamic signal processing circuit 31, connected to the force sensor 25 and the vibration sensor 26, 27, 28 of the sensor group, for the time when the force measured by the force sensor 25 The domain signal Sa and the vibration time domain signal Sb measured by the vibration sensors 26, 27, 28 are received and processed.

The track dynamic signal processing circuit 31 includes in the loop of processing the force sensor 25: a filter 311 connected to the force sensor 25 for the force measured by the force sensor 25 The time-domain signal Sa is filtered; an amplifier circuit 312 is connected to the filter 311 to amplify the filtered force time-domain signal; a gain adjustment circuit 313 can adjust the amplification as required The gain value of the circuit 312; an analog-to-digital converter 314 connected to the amplifying circuit 312 for converting the filtered and amplified force time domain signal into a digital force time domain signal.

Similarly, the track dynamic signal processing circuit 31 includes in the loop for processing the vibration sensors 26, 27, 28: a filter 311a, which is connected to the vibration sensors 26, 27, 28 to sense the vibration The vibration time-domain signal Sb measured by the detectors 26, 27, 28 is filtered; an amplifying circuit 312a is connected to the filter 311a to amplify the filtered vibration time-domain signal Sb as a signal; a gain The adjustment circuit 313a can adjust the gain value of the amplifying circuit 312a as required; an analog-to-digital converter 314a is connected to the amplifying circuit 312a for converting the filtered and amplified vibration time-domain signal into digital State vibration time domain signal.

A signal calculation and processing unit 32 is connected to the track dynamic signal processing circuit 31 for receiving the signal generated by the track dynamic signal processing circuit 31 . The signal calculation and processing unit 32 includes: a force signal time domain/frequency domain conversion circuit 321, used to receive the digital force time domain signal sent by the track dynamic signal processing circuit 31, and convert the force The time domain signal is converted into the active force frequency domain signal Sa1; a vibration signal time domain/frequency domain conversion circuit 322 is used to receive the vibration time domain signal of the digital form sent by the track dynamic signal processing circuit 31, and the vibration The time domain signal is converted into a vibration frequency domain signal Sb1; a frequency response function calculation unit 323 receives the force frequency domain produced by the force signal time domain/frequency domain conversion circuit 321 and the vibration signal time domain/frequency domain conversion circuit 322 The signal Sa1 is divided by the vibration frequency domain signal Sb1 to generate an input-output response spectrum signal Sc.

In actual application, the calculation and conversion of the aforementioned signal calculation and processing unit 32 can be realized by using a digital controller or computer programming technology of a general computer system. That is, the signal calculation and processing unit 32 includes a micro-processing unit 320 , and the micro-processing unit 320 can be connected to an offset reference value storage device 34 for storing at least one preset offset reference value. The preset offset reference value stored in the offset reference value storage device 34 may include a natural frequency offset d1, a frequency response offset d2, and a dynamic stiffness offset d3 (as shown in FIG. 7 ). .

The signal calculation and processing unit 32 can obtain the dynamic signal of the track at the selected monitoring point after comparing the calculated input and output reaction spectrum signal Sc with a natural frequency Scn, and judge the abnormal condition of the track according to the obtained dynamic signal .

The signal calculation and processing unit 32 can be connected with a dynamic signal recording storage device 35 for recording the force signals sensed by each force sensor 25 in the sensor group, the vibration sensors 26, 27, 28 The sensed vibration signal and the input and output response frequency spectrum signals generated by the track dynamic signal processing circuit.

The signal calculation and processing unit 32 can also be connected with a strain sensor 29 for measuring the strain signal Sd when the vehicle passes the strain sensor at a selected monitoring point of the track as data for judging the track condition.

The time-domain signals measured by the force sensors and vibration sensors in each sensor group can be transformed by fast Fourier to obtain the input and output response spectrum of the track at a certain position, where the force sensor can measure the vehicle The force signal when passing the position of the sensor group on the track. The signal of the force sensor can be set as a trigger signal. When the signal of the force sensor exceeds a preset trigger level, the monitoring system will pick up the signal and record the frequency response.

The generation of the force signal can be obtained at any time through the train passing the monitoring position every day. Through this method, the monitoring information can be accumulated for a long time, and a track safety database can be established to provide maintenance personnel and engineers as reference data for railway safety.

FIG. 8A shows a time-domain signal waveform diagram of the force measured by the force sensors in the sensor group. The abscissa of the force time-domain signal Sa is time t (second), and its ordinate is force N (Newton). After the force time-domain signal Sa is sent to the monitoring device 3, it can be converted into a force frequency-domain signal. FIG. 8B is a waveform diagram of the frequency domain signal Sa1 of the force generated by converting the time domain signal of the force measured by the force sensor in the sensor group. The abscissa of the force frequency domain signal Sa1 is the frequency f (Hz), and the ordinate is the force N.

FIG. 9A shows a waveform diagram of vibration time-domain signals measured by the vibration sensors in the sensor group. The abscissa of the vibration time-domain signal Sb is time t (second), and its ordinate is acceleration g. After the vibration time domain signal Sb is sent to the monitoring device 3, it can be converted into a vibration frequency domain signal. FIG. 9B shows a waveform diagram of a vibration frequency domain signal Sb1 generated after the vibration time domain signal Sb measured by the vibration sensor in the sensor group is transformed. The abscissa of the vibration frequency domain signal Sb1 is the frequency f (Hz), and the ordinate is the acceleration g.

Fig. 10 shows the waveform diagram of the input-output response spectrum signal Sc generated after dividing the force frequency domain signal obtained in Fig. 8B and the vibration frequency domain signal obtained in Fig. 9B, and the selected monitor is also shown in the diagram The point corresponds to the natural frequency Scn of the waveform.

The monitoring parameters that can be provided by the response spectrum as shown in Figure 10 include the natural frequency of a selected monitoring point on the track, the response value of this frequency, the dynamic stiffness value of the rail, etc. The track dynamic stiffness value can be obtained through the response spectrum (acceleration) Then take the reciprocal of the quadratic integral of , and take the average value of the response of the obtained rigidity spectrum from the low frequency to the first natural frequency in a relatively gentle frequency range. The offset between this parameter and the natural frequency Scn The quantity d1 can be used as an indicator of whether there is fatigue damage to the rail. The monitoring of the natural frequency Scn is not limited to the first natural frequency. It can be monitored for other high-order natural frequencies according to the characteristics of the railway system.

The monitoring parameters that can also be obtained from the response spectrum shown in Figure 10 include natural frequency shift d1 (Natural Frequency Shift), frequency response shift d2 (Response Shift), and rail dynamic rigidity shift d3 (Dynamic Stiffness Shift).

Generally speaking, when the natural frequency of a certain position shifts downward, the response value of the natural frequency increases, or the dynamic rigidity decreases, it may be a warning signal of fatigue damage to the track, and a warning value can be set in the monitoring system To record the safety status of the track system. The monitoring and control system for rail transportation of the present invention can set the natural frequency, frequency response, and dynamic rigidity offset warning value according to actual needs.

In the embodiment shown in FIG. 5 , each sensor group 2 a , 2 b , 2 c , 2 d is deployed at a selected position of the track 1 at a distance or at a selected position. In practical applications, the sensor groups can also be arranged in a distributed manner on selected positions of the track 1 . For example as shown in Figure 11, it has laid out several force sensors 25a, 25b, 25c on track 1 with a predetermined pitch, and has laid out several vibration sensors 26a, 26b, 26b, 26c, 26d, 26e, 26f, 26g, 26h, 26i. Each force sensor 25a, 25b, 25c and vibration sensor 26a, 26b, 26c, 26d, 26e, 26f, 26g, 26h, 26i are connected to the monitoring device 3 via respective signal connection lines. When the train travels along the track 1 in the traveling direction III, the force signals sensed by the force sensors 25a, 25b, 25c and the vibration sensors 26a, 26b, 26c, The vibration signals sensed by 26d, 26e, 26f, 26g, 26h, and 26i can be used to measure the Mode Shape of the track when the train is running on the track.

In summary, the present invention provides a monitoring and control system for rail transportation with high practical value. The above descriptions of the embodiments are only descriptions of preferred embodiments of the present invention, and those skilled in the art can make other various improvements and changes based on the descriptions of the above embodiments of the present invention. However, the various improvements and changes made according to the embodiments of the present invention should still belong to the inventive spirit and defined claims of the present invention.

Claims (13)

1. the monitor control system of a rail transport in order to monitor the unusual condition of a track, includes:

At least one sensor group is arranged on the selected monitoring point of described track, and each sensor group comprises:

At least one application force sensor is in order to the force signals of measuring vehicle when being positioned at the position, selected monitoring point of described track through described application force sensor;

At least one Vibration Sensor is in order to the vibration signal of measuring vehicle when being positioned at the position, selected monitoring point of described track through described Vibration Sensor;

One rail dynamic signal processing circuit, be connected in described sensor group, the application force time-domain signal and the vibration time-domain signal that are received and be converted to digital kenel in order to the application force time-domain signal that respectively the application force sensor of described sensor group measured and the measured vibration time-domain signal of Vibration Sensor;

One calculated signals and processing unit, be connected in described rail dynamic signal processing circuit, in order to receive application force time-domain signal and the vibration time-domain signal that described rail dynamic signal processing circuit produces, and change generation one input and output reaction spectrum signal, differentiate the unusual condition of described track according to this.

2. the monitor control system of rail transport as claimed in claim 1 is characterized in that, described calculated signals and processing unit comprise:

One force signals time domain/frequency domain change-over circuit in order to receiving the application force time-domain signal of the digital kenel that described rail dynamic signal processing circuit sends, and is converted to the application force frequency-region signal with described application force time-domain signal;

One vibration signal time domain/frequency domain change-over circuit in order to receiving the vibration time-domain signal of the digital kenel that described rail dynamic signal processing circuit sends, and is converted to the vibration frequency-region signal with described vibration time-domain signal;

One frequency response function calculating unit, receive described force signals time domain/frequency domain change-over circuit and application force frequency-region signal that the vibration signal time domain/the frequency domain change-over circuit is produced and vibration frequency-region signal, and both signals back of being divided by is produced described input and output reaction spectrum signal.

3. the monitor control system of rail transport as claimed in claim 1 is characterized in that, stored default bias amount a reference value includes natural frequency side-play amount, frequency response side-play amount, moving rigidity side-play amount in the described side-play amount a reference value storage device.

4. the monitor control system of rail transport as claimed in claim 1, it is characterized in that, have a Dynamic Signal device for recording and storing in described calculated signals and the processing unit, in order to write down the input and output reaction spectrum signal that described application force frequency-region signal, described vibration frequency-region signal and described calculated signals and processing unit system are produced.

5. the monitor control system of rail transport as claimed in claim 1 is characterized in that, described Vibration Sensor includes an acceleration sensor, and the vibration time-domain signal of its generation is an acceleration time domain signal.

6. the monitor control system of rail transport as claimed in claim 1 is characterized in that, the effect mechanical axis of described application force sensor is perpendicular to the bearing of trend of described track, in order to measure the application force time-domain signal that described track is subjected to vertical direction.

7. the monitor control system of rail transport as claimed in claim 1, it is characterized in that, described Vibration Sensor includes a primary shaft to Vibration Sensor, and in being combined in described sensor group, its effect mechanical axis is parallel to the bearing of trend of described track with primary shaft for it.

8. the monitor control system of rail transport as claimed in claim 7, it is characterized in that, described Vibration Sensor also includes one second axial vibration sensor, and it axially is combined in the described sensor group with second, and its effect mechanical axis is abreast perpendicular to the bearing of trend of described track.

9. the monitor control system of rail transport as claimed in claim 8, it is characterized in that, described Vibration Sensor also includes a third axle to Vibration Sensor, and in being combined in described sensor group, its effect mechanical axis is perpendicular to the bearing of trend of track with third axle for it.

10. the monitor control system of rail transport as claimed in claim 1, it is characterized in that, described calculated signals and processing unit also are connected with a straining and sensing device, in order to the strain signal of measuring vehicle when being positioned at the position, selected monitoring point of described track through described straining and sensing device.

11. the monitor control system of rail transport as claimed in claim 1 is characterized in that, described each sensor group is built the selected monitoring point of described track each other in according to preset distance cloth.

12. the monitor control system of rail transport as claimed in claim 1 is characterized in that, described rail dynamic signal processing circuit includes:

One filter is connected in described sensor group, gives filtering in order to application force time-domain signal and the measured vibration time-domain signal of Vibration Sensor that respectively described application force sensor is measured;

One amplifying circuit is connected in described filter, in order to filtered application force time-domain signal of described process and vibration time-domain signal are done the amplification of signal;

One analog-to-digital converter is connected in described amplifying circuit, in order to involve application force time-domain signal after the amplification and vibration time-domain signal are converted to digital kenel as signal application force time-domain signal and vibration time-domain signal after filtration with described.

13. the monitor control system of rail transport as claimed in claim 12 is characterized in that, also includes a gain adjustment circuit in the described rail dynamic signal processing circuit, is connected in described amplifying circuit, in order to adjust the yield value of described amplifying circuit.

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