CN109910954B - Speed measurement positioning and interval occupation detection system for ultra-high speed train control system - Google Patents
Speed measurement positioning and interval occupation detection system for ultra-high speed train control system Download PDFInfo
- Publication number
- CN109910954B CN109910954B CN201910107466.4A CN201910107466A CN109910954B CN 109910954 B CN109910954 B CN 109910954B CN 201910107466 A CN201910107466 A CN 201910107466A CN 109910954 B CN109910954 B CN 109910954B
- Authority
- CN
- China
- Prior art keywords
- speed
- train
- positioning
- speed measurement
- ultra
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Landscapes
- Electric Propulsion And Braking For Vehicles (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
The invention relates to a speed measurement positioning and interval occupation detection system for an ultra-high speed train control system, which comprises a speed measurement area sensor combination, a speed measurement positioning acquisition machine and a zone control safety computer, wherein a speed measurement area is arranged on a positive high-speed running section of an ultra-high speed train at certain intervals, the speed measurement area detects the speed of the train through a digital laser sensor, the speed measurement positioning acquisition machine acquires and processes all sensor signals of one speed measurement area and calculates and outputs speed values and positioning information, and the zone control safety computer is connected with all speed measurement positioning acquisition machines in a jurisdiction area, judges according to the information sent by the speed measurement positioning acquisition machines and performs traction and braking control on the train through a traction power supply control system. The system also has the function of train integrity check. Compared with the prior art, the system meets the response speed required by the ultra-high speed train speed measurement, has high overall reliability, accurate speed measurement and positioning of the train and the like.
Description
Technical Field
The invention relates to the field of ultrahigh-speed vacuum pipeline magnetic suspension trains, in particular to a speed measurement positioning and interval occupation detection system for an ultrahigh-speed train control system.
Background
Speed is a constant topic that humans explore in the traffic technology area. The passenger transport market has huge potential in China with broad breadth of members, large population and medium and long distance. With the rapid development of the economy of China and the cooperation of various economies of China and abroad, the personnel communication and the material transportation quantity between different parts of China and between China and countries of the world are increased continuously, the frequency is increased, and the requirement on the speed timeliness is increased. In recent years, the fast-developing high-speed railway well meets the requirement of passenger markets within 1500km distance, but for longer-distance traffic, passengers paying more attention to aging tend to select an airplane as a time-saving traffic mode.
However, the vacuum pipe magnetic suspension train concept appeared in recent years is paid attention by a part of professionals, and with the breakthrough of the technology of superconducting materials and the like, China starts to research the related technology of the ultra-high-speed vacuum pipe magnetic suspension train.
The first stage design speed is 1000-1500 km/h, the second stage design speed is 2000-2500 km/h, and the third stage design speed is 4000 km/h.
As a transportation tool, an ultra-high speed train must have a safe, reliable and functional operation control system, and many current basic technical means such as sensors and communication cannot adapt to such high speed under the condition of over 3 times of sound speed, and the existing high-speed train control system CTCS/ETCS or PTC/ITCS and the speed measurement and positioning technology adopted in the communication-based train control system of CBTC widely applied in the subway field are not applicable in the ultra-high speed environment:
1. the traditional speed measurement positioning scheme of 'wheel axle rotating speed sensor + beacon' cannot be used under the condition of the speed of more than 1000 km/h.
2. Based on the related technology of satellite positioning, because the super-high speed train runs in the vacuum pipeline, the satellite signal cannot be received in the vacuum pipeline due to the electromagnetic shielding problem caused by the material of the vacuum pipeline, and therefore, a satellite positioning system is also unavailable.
3. The current commercial wireless communication technology does not support the requirement of reliable train-ground transmission under the condition of the speed of more than 1000km/h, and a train operation control system based on train active positioning and train-ground wireless communication is not suitable for the condition of ultra high speed.
4. The ultra-high speed train operates in a vacuum or quasi-vacuum environment, the air pressure is low, and the situation that the air pressure is increased during evacuation can occur, so the adaptability of electrical components under the ultra-low air pressure and the influence of the change of the air pressure need to be considered.
Because the speed measurement positioning function is the basis of the train control system, the reliable speed measurement positioning function is not available, and various safety protection and dispatching command functions related to train position tracking cannot be realized. The functions of overspeed protection and the like related to real-time speed measurement cannot be realized.
Chinese patent No. CN109050584A discloses a rail vehicle speed measuring method based on wireless response, wherein a transponder of response type positioning is arranged at one side of a track and is fixed at a position, and information in the transponder represents a characteristic code of the transponder and is related to an absolute position; the train is provided with at least two readers, the information of the transponder is read, the absolute position and the reading time of the transponder are analyzed, and the real-time speed and the absolute position of the train can be calculated through the information; the reader comprises a high-speed reader and a low-speed reader, and the high-speed reader and the low-speed reader are switched in working states. According to the invention, the readers with different coverage areas are arranged on the train, so that high-speed and low-speed response type positioning and speed measurement can be carried out, and the positioning and speed measurement accuracy of the system is improved on the basis of controlling the cost. But the speed measurement positioning scheme of the reader and the transponder cannot be used under the condition of the speed of more than 1000 km/h.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a speed measurement positioning and interval occupancy detection system for an ultra-high speed train control system.
The purpose of the invention can be realized by the following technical scheme:
the utility model provides a location of testing speed and interval occupy detecting system for hypervelocity train control system, this system includes the district sensor combination that tests the speed, tests the speed location gathering machine and zone control safety computer, the district that tests the speed according to the interval of setting for, set up on the high-speed section of operation of positive line of hypervelocity train, the district that tests the speed pass through digital laser sensor and detect train speed, the location gathering machine that tests the speed gather and handle all sensor signals in a district that tests the speed and calculate output speed value and locating information, zone control safety computer connect all location gathering machines that test the speed in the jurisdiction area, judge and carry out traction brake control to the train through the traction power supply system according to the information that it sent.
Preferably, the speed measurement area comprises three positioning points which are continuously arranged, and the distance between every two three positioning points is set according to the vehicle speed and the equipment response speed.
Preferably, the distance between every two of the three positioning points is 5 meters.
Preferably, each positioning point comprises two upright column-shaped mounting brackets and 3 sets of digital laser sensors, and the 3 sets of digital laser sensors are vertically arranged and mounted on the two special upright column-shaped mounting brackets.
Preferably, each positioning point has an identifiable unique number in the whole route map, the number is associated with the description of the state of the interval route and the accurate position information in the route map, wherein the description of the state of the interval route comprises the slope, the curve radius and the fixed speed limit, and the position information comprises the kilometer post and the longitude and latitude.
Preferably, the detection system further comprises a tooth space pulse and a positioning mark plate, wherein the tooth space pulse and the positioning mark plate are arranged between two adjacent speed measuring areas with long intervals and used for detecting the speed of the train in the middle section.
Preferably, the running direction of the vehicle is accurately judged through the crossing sequence of three positioning points in the same speed measuring area.
Preferably, the train length can be measured and calculated according to the calculated train speed of the speed measuring area and the time interval from the 'interruption' to the 'communication' of a single positioning point, and the train length can be compared with the preset train length for checking the integrity of the train.
Preferably, the detection system comprises the following steps when used for checking the occupancy of the inter-zone train:
step 1, taking a speed measuring area as a demarcation point of a train running interval;
step 2, accurately judging whether the head and the tail of the train enter or exit a speed measuring area according to regular changes from 'open view' to 'open view' and from 'open view' to 'open view' of three 'positioning points' of the speed measuring area of the demarcation point;
and 3, when the train head enters a speed measuring area of a boundary point, marking the front section of the vehicle running direction of the boundary point as 'occupied', and when the train tail exits the speed measuring area of the boundary point, marking the rear section of the vehicle running direction of the boundary point as 'clear'.
Compared with the prior art, the invention has the following advantages:
1. and the laser sensor is adopted, so that the response speed required by the ultra-high speed train speed measurement can be met.
2. The design idea of 'two out of three' is adopted, the overall reliability of the system is improved, and meanwhile, a 'functional integrity self-checking' means is provided.
3. The accurate positioning of the train is completed by combining a positioning point and precise map data.
4. The passing speed of the super-high speed train is accurately measured in a speed measuring area mode.
5. The laser sensor is suitable for vacuum closed pipeline environment and is not influenced by outside weather and dust.
6. On the basis of finishing the function of speed measurement and positioning, important protection scheme designs such as interval occupation clearing, operation interval control, overspeed protection, train integrity check and the like are further realized.
Drawings
FIG. 1 is a schematic structural diagram of a detection system according to the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below, and it is obvious that the described embodiments are some, not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, shall fall within the scope of protection of the present invention.
The principle of the invention is as follows: the most basic speed measurement positioning mode is to adopt a scheme based on a digital laser sensor so as to meet the speed measurement positioning requirement of the ultra-high speed vehicle. The digital laser sensor adopts the working principle of a photoelectric switch, can be divided into a 'correlation type' or a 'regression reflection type', can accurately acquire laser signals, has only two output signals in 'interruption' or 'visibility', and has the change detection response time of 23us (microseconds). For a 1 meter long train model at up to 4000km/h the break-off time across a sensor is 900us and less than 1 millisecond, but the fibre optic sensor is sufficient to detect the change in target, whereas a real train is typically no less than 5 meters, and for a speed of 1000km/h the break-off time across a sensor is about 18 milliseconds and can be reliably detected. In order to ensure the reliability of data acquisition and prevent system failure caused by single sensor failure, a redundancy design idea of taking 2 from 3 is adopted, 3 sets of sensors are mounted on a special upright post-shaped mounting bracket to form a group, and when no train passes through the group, a group of three sensors are in a 'see-through' state. When the vehicle passes over this point, the three laser beams are blocked, and the blocked state is maintained until the entire length of the vehicle body passes through this point. The output of the group of three sensors is collected and should be in a breaking state, at the moment, if the collected states of 3 sensors are consistent, the state is directly collected, if only two sensors are consistent, and the other sensor is inconsistent, the output states of the two sensors in consistent state are collected, and meanwhile, the possible damage of the sensors is reported to a system, and the inspection and maintenance are needed. The design ensures the reliability of detection, and has certain 'functional self-checking' capability through judging and processing signals of the three sensors. Such a column, consisting of three sensors, is called an "anchor point". Each positioning point has an identifiable unique number in the whole route map, and according to the number, the state description (gradient, curve radius, fixed speed limit and the like) and accurate position information (such as kilometer posts and longitude and latitude) of the adjacent section route in front and back can be searched in the route map data.
In order to further improve the reliability of positioning and further perform accurate speed measurement, two other positioning points need to be continuously arranged, the distance between every two three upright columns is 5 meters (temporary, flexible adjustment can be performed according to the vehicle speed and the equipment response speed), and a speed measurement area is formed. If the vehicle advances 277.778 meters per second, calculated at a vehicle speed of 1000km/h, the time difference for the vehicle to pass the two speed measurement points successively over the 5 meter distance is 18 milliseconds. When the vehicle advances 1111.111 meters per second according to the maximum vehicle speed of 4000km/h in the long-term planning, the time difference of the vehicle passing through the 5 meters distance and two speed measuring points is 4.5 milliseconds, and the time difference is within the detectable range of the sensor. When a train crosses A, B, C three speed measurement positioning point columns which are continuously arranged and have a distance of 5 meters, time differences of AB, BC and AC when three groups of sensors are blocked and shielded by 'visibility' → 'interruption' can be respectively measured, three speed values of the train crossing A → B (5 meters), B → C (5 meters) and A → C (10 meters) can be respectively obtained by calculating the three groups of time differences and the known interval distance, and then the three speed values are averaged, so that a more accurate and credible speed can be obtained. And if the difference value of the two speeds is overlarge and is larger than a preset threshold value, the speed measurement data is considered to be abnormal, the data is not informed, and the data is discarded.
Each positioning point can mark the accurate position (adopting a kilometer sign one-dimensional coordinate mode or a longitude and latitude three-dimensional coordinate mode) on the precise line map, and the train position can be accurately tracked through the positioning points arranged along the line.
Meanwhile, the crossing sequence of the A, B, C three positioning points in the same speed measuring area can accurately judge the running direction of the vehicle.
According to the speed calculated by the speed measuring area and the time interval from the interruption to the communication of the single positioning point, the train length can be measured and calculated, the train length can be compared with the preset train length, and if the difference is too large, the alarm of abnormal train integrity is sent out.
Currently, for the ultra-high speed high-speed railway, a capsule type train is planned, and a multi-section connection mode is unlikely to be adopted, so that the requirement for checking the integrity of the train is not urgent on the ultra-high speed high-speed railway. But for the tandem vehicle, the train integrity check is one of the essential safety check contents.
In the high-speed running section of the main line of the ultra-high-speed rail, speed measuring areas can be arranged at certain intervals, and the speed measuring areas not only can play a role in speed measuring and positioning, but also can serve as dividing points of the running interval section of the train. According to the regular changes of A, B, C three positioning points from sight to cut off and from cut off to sight, the speed measuring area can be accurately judged when the train enters or exits from the train head and tail. When the train head drives into a 'demarcation point speed measuring area', the front section of the vehicle running direction of the demarcation point is marked as 'occupied', and when the train tail drives out of the 'demarcation point speed measuring area', the rear section of the vehicle running direction of the demarcation point is marked as 'clear'. By the mode, the check of the occupation of the inter-zone train can be realized.
The method is characterized in that a special embedded device 'speed measurement positioning acquisition machine' acquires and processes all sensor signals of a 'speed measurement area', three groups of state acquisition signals of 9 paths of laser sensors are required to be connected to the acquisition machine, the device is required to complete the detection of the positioning state and the update of a data timestamp within 1 millisecond, and the speed value and the positioning information obtained in the calculation process are output.
And regarding the judgment of the zone occupation, the comprehensive judgment and verification are carried out by the higher-layer zone control safety computer according to the information sent by the speed measurement positioning acquisition machines of the plurality of adjacent demarcation point speed measurement zones.
The zone control safety computer can identify the accurate information such as the position, the speed and the like of the train at a moment according to the information sent by each 'speed measurement positioning acquisition machine' on the lower layer, can compare and search the position information with the line data in a precise electronic map, and generates a 'speed distance control curve' according to the line condition, the operation plan and the temporary scheduling speed limit information for controlling the acceleration and deceleration operation of the train.
The continuous detection of the vehicle speed can be carried out by means of the 'speed measuring area' according to the speed, and can also be carried out by means of 'tooth space pulse + positioning mark plate' of the magnetic suspension train, can be used as another set of data source which is mutually referred and compared with the scheme, can be used for taking the longer interval between two adjacent 'speed measuring areas' as the basis of the speed of the middle section, and carries out distance recursion positioning according to the accurate position of the last positioning point, and the accumulated error between the two positioning areas can be corrected when the next positioning point is crossed.
As shown in fig. 1, a speed measurement location and interval occupation detection system for an ultra-high speed train control system comprises a speed measurement area sensor assembly, a speed measurement location acquisition machine and a zone control safety computer, wherein the speed measurement area is arranged on an online high-speed running section of an ultra-high speed train at a certain interval, the speed measurement area detects the train speed through a digital laser sensor, the speed measurement location acquisition machine acquires and processes all sensor signals of one speed measurement area and calculates an output speed value and location information, and the zone control safety computer is connected with all the speed measurement location acquisition machines, judges according to the information sent by the zone control safety computer and performs traction braking on the train through a traction power supply system.
The speed measuring area comprises three positioning points which are continuously arranged, and the distance between every two three positioning points is set according to the vehicle speed and the equipment response speed. The distance between every two of the three positioning points is 5 meters. Each positioning point comprises two special upright column-shaped mounting brackets and 3 sets of digital laser sensors, and the 3 sets of digital laser sensors are vertically arranged and mounted on the two special upright column-shaped mounting brackets.
Each positioning point has an identifiable unique number in the whole route map, and the number is related to the section route state description (gradient, curve radius and fixed speed limit) and the accurate position information (kilometer post and longitude and latitude) in the route map.
The detection system further comprises a tooth space pulse and a positioning mark plate, wherein the tooth space pulse and the positioning mark plate are arranged between two adjacent speed measuring areas with longer intervals and used for detecting the speed of the train in the middle section. The detection system is used for judging the running direction of the vehicle through the crossing sequence of three positioning points in the same speed measuring area. According to the speed calculated by the speed measuring area and the time interval from 'interruption' to 'communication' of a single positioning point, the train length can be measured and calculated, and compared with the preset train length, and the detection system is used for checking the integrity of the train.
The detection system comprises the following steps when used for checking the occupation of the inter-zone train:
step 1, taking a speed measuring area as a boundary point of a train running interval;
step 2, accurately judging whether the train head and the train tail enter or exit a speed measuring area according to regular changes of three positioning points of the dividing point speed measuring area from 'open view' → 'closed view' and then 'closed view' → 'open view';
and 3, when the train head enters a speed measuring area of a boundary point, marking the front section of the vehicle running direction of the boundary point as 'occupied', and when the train tail exits the speed measuring area of the boundary point, marking the rear section of the vehicle running direction of the boundary point as 'clear'.
While the invention has been described with reference to specific embodiments, the invention is not limited thereto, and various equivalent modifications and substitutions can be easily made by those skilled in the art within the technical scope of the invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (6)
1. A speed measurement positioning and interval occupation detection system for an ultra-high speed train control system is characterized by comprising a speed measurement area sensor combination, a speed measurement positioning acquisition machine and a zone control safety computer, wherein a speed measurement area is arranged on a positive high-speed running section of an ultra-high speed train at certain intervals, the speed measurement area detects the speed of the train through a digital laser sensor, the speed measurement positioning acquisition machine acquires and processes all sensor signals of one speed measurement area and calculates an output speed value and positioning information, the zone control safety computer is connected with all the speed measurement positioning acquisition machines in a jurisdiction area, judges according to the information sent by the zone control safety computer and performs traction and braking control on the train through a traction power supply control system;
the speed measuring area comprises three positioning points which are continuously arranged, and the distance between every two three positioning points is set according to the vehicle speed and the response speed of the equipment;
each positioning point comprises two upright column-shaped mounting brackets and 3 sets of digital laser sensors, and the 3 sets of digital laser sensors are vertically arranged and mounted on the two special upright column-shaped mounting brackets;
when the vehicle passes the point, the three laser beams are cut off, and the cut-off state is kept before the vehicle body length completely passes the point; the output of the group of three sensors is collected and should be in an interruption state, at the moment, if the collected 3 sensors are in accordance with each other, the state is directly collected, and if only two sensors are in accordance with each other and the other sensor is not, the output states of the two sensors in accordance with each other are collected.
2. The system for speed measurement positioning and interval occupancy detection for the ultra-high speed train control system according to claim 1, wherein the distance between every two of the three positioning points is 5 meters.
3. The system as claimed in claim 1, wherein each of the positioning points has a unique number recognizable in the whole route map, the number is associated with the section route status description and the precise location information in the route map, wherein the section route status description includes a slope, a curve radius and a fixed speed limit, and the location information includes a kilometer post and longitude and latitude.
4. A system for speed measurement location and block occupancy detection for ultra-high speed train control system as claimed in claim 3, wherein the direction of vehicle movement is accurately determined by the crossing sequence of three "location points" in the same speed measurement block.
5. A system for speed measurement positioning and zone occupancy detection for ultra high speed train control system as claimed in claim 3, wherein the train length can be measured according to the calculated speed of the speed measurement zone and the time interval between two signals from "off" to "on" of a single positioning point, and compared with the preset train length for checking the integrity of the train.
6. The system for speed measurement positioning and block occupancy detection for an ultra-high speed train control system according to claim 3, wherein the detection system for block train occupancy detection comprises the following steps:
step 1, taking a speed measuring area as a demarcation point of a train running interval;
step 2, accurately judging whether the head and the tail of the train enter or exit a speed measuring area according to regular changes from 'open view' to 'open view' and from 'open view' to 'open view' of three 'positioning points' of the speed measuring area of the demarcation point;
and 3, when the train head enters a speed measuring area of a boundary point, marking the front section of the vehicle running direction of the boundary point as 'occupied', and when the train tail exits the speed measuring area of the boundary point, marking the rear section of the vehicle running direction of the boundary point as 'clear'.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910107466.4A CN109910954B (en) | 2019-02-02 | 2019-02-02 | Speed measurement positioning and interval occupation detection system for ultra-high speed train control system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910107466.4A CN109910954B (en) | 2019-02-02 | 2019-02-02 | Speed measurement positioning and interval occupation detection system for ultra-high speed train control system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN109910954A CN109910954A (en) | 2019-06-21 |
| CN109910954B true CN109910954B (en) | 2021-08-03 |
Family
ID=66961335
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910107466.4A Active CN109910954B (en) | 2019-02-02 | 2019-02-02 | Speed measurement positioning and interval occupation detection system for ultra-high speed train control system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN109910954B (en) |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110466567A (en) * | 2019-08-29 | 2019-11-19 | 北京威莱克科技有限公司 | Train is in the detection method and system of operating status in tunnel |
| CN110907662A (en) * | 2019-11-29 | 2020-03-24 | 苏州长风航空电子有限公司 | Simulation test system for positioning and speed measuring device of high-speed maglev train |
| CN113291353B (en) * | 2020-02-24 | 2023-11-03 | 中国航天科工飞航技术研究院（中国航天海鹰机电技术研究院） | Ultra-high-speed maglev train positioning and speed measuring system based on Manchester encoding |
| CN112866903B (en) * | 2021-01-14 | 2022-11-04 | 中车青岛四方机车车辆股份有限公司 | Method for transmitting position data based on TD-LTE system and magnetic suspension train |
| CN114852133B (en) * | 2021-01-20 | 2023-10-13 | 中国航天科工飞航技术研究院（中国航天海鹰机电技术研究院） | Combined type positioning and speed measuring system and method for high-speed flying train |
| CN112937645A (en) * | 2021-04-23 | 2021-06-11 | 湖南中车时代通信信号有限公司 | Magnetic levitation vehicle control method, device and system and readable storage medium |
| CN114347798B (en) * | 2022-01-06 | 2024-05-24 | 北京全路通信信号研究设计院集团有限公司 | Zero-speed stability stopping judging method, device and system for maglev train |
| CN115123350B (en) * | 2022-09-01 | 2022-12-09 | 卡斯柯信号(北京)有限公司 | Method and device for testing vehicle tail holding |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101857044A (en) * | 2010-05-28 | 2010-10-13 | 上海磁浮交通发展有限公司 | Non-contact district train occupation sensing system |
| CN101934805A (en) * | 2010-09-07 | 2011-01-05 | 中国人民解放军国防科学技术大学 | Periodical cogging structure based speed-measuring positioning system of medium-low-speed levitated magnet train |
| CN204008691U (en) * | 2014-06-12 | 2014-12-10 | 掌握主动科技（北京）有限公司 | The shuttlecock velocity-measuring system of a kind of combination laser array and intelligent terminal |
| CN206804682U (en) * | 2017-02-17 | 2017-12-26 | 长沙普德利生科技有限公司 | A kind of standard speed measuring device |
| CN108674421A (en) * | 2018-05-23 | 2018-10-19 | 邱洪武 | A kind of ELECTROMAGNETIC VACUUM super-speed railway system |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2017096792A (en) * | 2015-11-25 | 2017-06-01 | 株式会社デンソーウェーブ | Traffic density measuring device |
-
2019
- 2019-02-02 CN CN201910107466.4A patent/CN109910954B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101857044A (en) * | 2010-05-28 | 2010-10-13 | 上海磁浮交通发展有限公司 | Non-contact district train occupation sensing system |
| CN101934805A (en) * | 2010-09-07 | 2011-01-05 | 中国人民解放军国防科学技术大学 | Periodical cogging structure based speed-measuring positioning system of medium-low-speed levitated magnet train |
| CN204008691U (en) * | 2014-06-12 | 2014-12-10 | 掌握主动科技（北京）有限公司 | The shuttlecock velocity-measuring system of a kind of combination laser array and intelligent terminal |
| CN206804682U (en) * | 2017-02-17 | 2017-12-26 | 长沙普德利生科技有限公司 | A kind of standard speed measuring device |
| CN108674421A (en) * | 2018-05-23 | 2018-10-19 | 邱洪武 | A kind of ELECTROMAGNETIC VACUUM super-speed railway system |
Non-Patent Citations (1)
| Title |
|---|
| "适用于磁浮列车的测速定位方法研究综述";张世聪;《铁道标准设计》;20181031;第62卷(第10期);全文 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN109910954A (en) | 2019-06-21 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN109910954B (en) | Speed measurement positioning and interval occupation detection system for ultra-high speed train control system | |
| US7539596B2 (en) | Diagnosis and state monitoring of junctions, crossings, crossroads or rail joints by means of a rail vehicle | |
| US6397130B1 (en) | Multi-sensor route detector for rail vehicle navigation | |
| CN104527735B (en) | Magnetic-levitation train based on F rail location and speed measuring device and method | |
| CN201429413Y (en) | Pantograph performance on-line automatic detection system for high-speed trains | |
| CN102887158B (en) | Train position detection method | |
| CN103129586A (en) | Locomotive position monitoring and safety controlling device based on track circuit and control method thereof | |
| CA2373127A1 (en) | Track monitoring equipment | |
| CN113276911B (en) | Method and system for detecting position of suspension type monorail vehicle section train | |
| CN110674904B (en) | Train positioning system and method based on train number system | |
| CN101138983A (en) | Railway sliding vehicle automatic monitoring and alarm control system of the wireless sensor network | |
| CN109318938A (en) | A kind of magnetic-levitation train tests the speed range-measurement system | |
| CN114049777B (en) | Tunnel vehicle driving early warning device and method based on distributed optical fiber sensing | |
| CA3049966A1 (en) | Automated warning time inspection at railroad grade crossings on a given track route | |
| CA3042222C (en) | Automated testing and reporting of timely activation of crossing warning equipment based on data originated from a real-time train tracking system | |
| CA2978554C (en) | Train direction and route detection via wireless sensors | |
| CN106809247A (en) | A kind of vehicle-mounted automatic track detection device of city rail vehicle | |
| CN109080666B (en) | Train continuous real-time positioning system and method | |
| CN106184235A (en) | A kind of rail vehicle system | |
| CN110466567A (en) | Train is in the detection method and system of operating status in tunnel | |
| CN208411751U (en) | A kind of high-speed rail route survey system | |
| CN203142701U (en) | Train position monitoring and safety controlling device based on track circuit | |
| GB2582936A (en) | Sensor based trackside train measuring system | |
| CN113734241A (en) | Method and system for monitoring ice and snow state of magnetic suspension line | |
| CN208593396U (en) | The monitoring system of gapless rail temperature stress |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |