CN114264908B - Automatic-triggering magnetic levitation track online monitoring system and method - Google Patents
Automatic-triggering magnetic levitation track online monitoring system and method Download PDFInfo
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Abstract
The invention provides an automatic triggering magnetic levitation track on-line monitoring system, which comprises: the data acquisition module is in a dormant state in a normal state and is used for acquiring track state parameters when the maglev train passes through the monitoring point; an automatic triggering module which generates a first triggering signal and a second triggering signal based on the current signal of at least one stator segment corresponding to the position of the monitoring point; the first trigger signal is used for driving the data acquisition module to start working before the maglev train reaches the monitoring point, and the data acquisition module is in a stable working state when the maglev train reaches the monitoring point; and the second trigger signal is used for driving the data acquisition module to enter a dormant state after the maglev train leaves the monitoring point. The invention also provides an automatic triggering magnetic levitation track on-line monitoring method. The system can automatically trigger the data acquisition module in advance when the train approaches the monitoring point, ensures that the data acquisition module acquires effective data and has enough response time, and has low system power consumption and long service life.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to an automatic-triggering magnetic levitation rail on-line monitoring system and method.
Background
As shown in fig. 1, an electromagnet 103 is mounted on a levitation frame 105 of a normal-guide type maglev train body 101, a stator core 102 is laid on a maglev track beam 104, and the train is levitated by suction between the electromagnet 103 and the stator core 102. Unlike a common train, the magnetic levitation train has no wheel track system in the traditional sense, so that no pantograph and no internal combustion engine are needed, and no rotary motor is needed for driving. The magnetic levitation train is driven by a long stator linear motor, the stator is paved on a track, and the rotor is paved on a train body. When the stator cable is electrified, a traveling wave magnetic field is generated, and the traveling wave magnetic field interacts with the exciting magnet of the train to drive the maglev train to move forward.
The magnetic levitation train can deform the magnetic levitation track due to the factors such as alternating load applied to the track by long-term operation of the magnetic levitation train, pier stud settlement, temperature change and the like, so that the design accuracy of the magnetic levitation track cannot be achieved, the comfort level of the magnetic levitation train is influenced, the safe operation of the magnetic levitation train is even influenced, and even bridge accidents are caused. In order to ensure that the magnetic levitation track works normally, the magnetic levitation track parameters are collected through the monitoring system, and long-term monitoring of the magnetic levitation track is necessary.
However, some dynamic parameters (such as vibration acceleration, etc.) do not need to be monitored online throughout the day. When the magnetic levitation train approaches to the monitoring point, the dynamic parameters collected by the monitoring system are more significant. All-weather acquisition of dynamic parameters can result in significant data inefficiency and storage space occupation. And the monitoring system consumes large energy, which is easy to cause insufficient power supply. On the other hand, uninterrupted collection can also reduce the service life of the monitoring system.
Therefore, it is desirable to provide an on-line monitoring system for a magnetically levitated track, which is automatically triggered, and when a magnetically levitated train does not enter a monitoring range, the monitoring system can be in a dormant state, and the magnetically levitated train enters and leaves the monitoring range as a working and dormant triggering condition of the monitoring system. However, a delay is also required for the monitoring system to change from the sleep state to the working state, and how to set a reliable triggering mode, so that enough response time is reserved for the monitoring system before the arrival of the train, and the integrity and reliability of the dynamic parameter acquisition are also technical problems to be solved.
Disclosure of Invention
The invention aims to provide an automatic triggering magnetic levitation track on-line monitoring system and method, which utilize the traction power supply characteristic of a magnetic levitation train, automatically trigger a data acquisition module to start working before the train reaches a monitoring point, and reserve enough response time for the data acquisition module so as to acquire high-quality data. After the train leaves the monitoring point, the data acquisition module can be automatically triggered to stop working. The invention can switch the data acquisition module between different states (working state and dormant state) based on the running state of the train, thereby not only guaranteeing the effectiveness of data acquisition, but also reducing the power consumption of the system, prolonging the service life of the system and saving the storage cost of the acquired data.
In order to achieve the above object, the present invention provides an on-line monitoring system for an automatically triggered magnetic levitation track, wherein the magnetic levitation track on both sides is divided into a plurality of stator segments, respectively, and the monitoring system comprises:
the data acquisition module is in a dormant state in a normal state and is used for acquiring track state parameters when the maglev train passes through the monitoring point;
An automatic triggering module which generates a first triggering signal and a second triggering signal based on the current signal of at least one stator segment corresponding to the position of the monitoring point; the first trigger signal is used for driving the data acquisition module to start working before the maglev train reaches the monitoring point, and the data acquisition module is in a stable working state when the maglev train reaches the monitoring point; and the second trigger signal is used for driving the data acquisition module to enter a dormant state after the maglev train leaves the monitoring point.
Optionally, the at least one stator segment comprises a first and a second stator segment; the automatic triggering module comprises:
The first current sensing unit and the second current sensing unit generate corresponding first electric signals and second electric signals by sensing currents of the first stator section and the second stator section respectively;
The trigger control unit is connected and arranged between the first/second current sensing unit and the data acquisition module through signals; when the trigger control unit receives any one of the first and second electric signals, the trigger control unit generates a first trigger signal; when the trigger control unit does not receive any one of the first and second electric signals, or the trigger control unit continuously does not receive any one of the first and second electric signals for more than a set first time period, or when the trigger control unit receives one of the first and second electric signals which is generated later, or the trigger control unit receives one of the first and second electric signals which is generated earlier for more than a set second time period, the trigger control unit generates a second trigger signal.
Optionally, the automatic triggering module further includes:
The signal processing unit is in signal connection between the current sensing unit and the trigger control unit and is used for processing the first and second electric signals into corresponding first and second pulse signals and generating a corresponding third pulse signal based on the first and second pulse signals;
When the total number of rising edges of the third pulse signals reaches a set first count value, the trigger control unit generates a first trigger signal; when the duration of the low level of the third pulse signal reaches a set stop time threshold value or the total number of rising edges of the third pulse signal reaches a set second count value, the trigger control unit generates a second trigger signal; wherein the second count value is greater than the first count value.
Optionally, the monitoring point is located on a track driving route between the first stator segment and the second stator segment; along the length direction of the track, the monitoring point and the distal end parts of the first stator section and the second stator section are respectively provided with a distance l 1、l2; let t_threshold be the response time threshold of the data acquisition module from start to entering steady operation state, satisfy: v max is the upper limit value of the running speed of the maglev train.
Alternatively, the first and second stator segments are located on the same side rail or on rails on both sides, respectively.
Optionally, the automatic triggering module comprises a first current sensing unit; the first current sensing unit generates a corresponding first electric signal by sensing the current of a stator segment, and the stator segment is marked as a first stator segment;
When the trigger control unit receives a first electric signal, the trigger control unit generates a first trigger signal; when the trigger control unit does not receive the first electric signal, or the trigger control unit continuously does not receive the first electric signal for more than a set third duration, or the trigger control unit continuously receives the first electric signal for more than a set fourth duration, the trigger control unit generates a second trigger signal.
Optionally, the monitoring point is located on a track driving route between two ends of the first stator segment; along the length direction of the track, the monitoring point and the two end parts of the first stator section are respectively provided with a distance l 1′、l2'; let t_threshold be the response time threshold of the data acquisition module from start to entering steady operation state, satisfy: v max is the upper limit value of the running speed of the maglev train.
The invention also provides an automatic triggering magnetic levitation track on-line monitoring method, which is realized by adopting the magnetic levitation track on-line monitoring system, wherein monitoring points are arranged on a track driving route between a first stator section and a second stator section, and the method comprises the following steps:
S1, enabling a maglev train to reach a first stator section and a second stator section, and respectively generating a first electric signal and a second electric signal by a first current sensing unit and a second current sensing unit;
S2, when the trigger control unit receives any one of the first and second electric signals, the trigger control unit generates a first trigger signal, and the data acquisition module starts to work; when the maglev train reaches a monitoring point, the data acquisition module is in a stable working state;
And S3, when the trigger control unit does not receive any one of the first and second electric signals, or the trigger control unit continuously does not receive any one of the first and second electric signals for more than a set first time period, or when the trigger control unit receives one of the first and second electric signals which is generated later, or the trigger control unit continuously receives one of the first and second electric signals which is generated earlier for more than a set second time period, the trigger control unit generates a second trigger signal data acquisition module to stop working.
Optionally, step S2 includes:
s21, the signal processing unit processes the first and second electric signals into corresponding first and second pulse signals and generates a corresponding third pulse signal based on the first and second pulse signals;
S22, when the total number of rising edges of the third pulse signals reaches a set first count value, the trigger control unit generates a first trigger signal, and the data acquisition module starts to work; when the maglev train reaches a monitoring point, the data acquisition module is in a stable working state;
step S3 includes:
When the duration of the low level of the third pulse signal reaches a set stop time threshold value or the total number of rising edges of the third pulse signal reaches a set second count value, the trigger control unit generates a second trigger signal; wherein the second count value is greater than the first count value.
The invention also provides an automatic triggering magnetic levitation track on-line monitoring method, which is realized by adopting the magnetic levitation track on-line monitoring system, wherein monitoring points are arranged on a track driving route between two ends of a first stator segment, and the method comprises the following steps:
h1, the maglev train reaches a first stator segment corresponding to the position of the monitoring point, and the first current sensing unit generates a first electric signal;
h2, when the trigger control unit receives the first electric signal, the trigger control unit generates a first trigger signal, and the data acquisition module starts to work; when the maglev train reaches a monitoring point, the data acquisition module is in a stable working state;
And h3, when the trigger control unit does not receive the first electric signal, or the time when the trigger control unit continuously does not receive the first electric signal exceeds a set third time period, or the time when the trigger control unit continuously receives the first electric signal exceeds a set fourth time period, the trigger control unit generates a second trigger signal, and the data acquisition module stops working.
Compared with the prior art, the invention has the beneficial effects that:
1) The automatic triggering magnetic levitation track on-line monitoring system and method can automatically produce the first triggering signal to drive the data acquisition module to start working before the train reaches the monitoring point, and automatically generate the second triggering signal to drive the data acquisition module to stop working after the train leaves the monitoring point; the invention can effectively avoid collecting invalid data, reduce data storage space, reduce system power consumption and prolong the service life of the system;
2) The invention generates the first trigger signal and the second trigger signal based on the current signal of the stator segment, can effectively prevent the generation of false trigger signals, and further ensures the validity and reliability of the acquired data;
3) According to the invention, by selecting a proper stator segment and reasonably setting the position of the monitoring point, enough response time is reserved for the data acquisition module so as to acquire high-quality data; meanwhile, wiring is convenient, the cable length among the data acquisition module, the trigger control unit and the current sensing unit is reduced, the signal transmission distance is reduced, and signal flooding is prevented;
4) According to the invention, the current signals of the stator segments are collected, so that the running limit of the train is not invaded, and the safe running of the train is ensured.
Drawings
For a clearer description of the technical solutions of the present invention, the drawings that are needed in the description will be briefly introduced below, it being obvious that the drawings in the following description are one embodiment of the present invention, and that, without inventive effort, other drawings can be obtained by those skilled in the art from these drawings:
FIG. 1 is a schematic diagram of a levitation principle of a maglev train;
FIG. 2 is a schematic illustration of the current change of two adjacent stator segments during train travel;
FIG. 3 is a schematic diagram of supplying power to each stator segment of a magnetic levitation track through a two-step process;
FIG. 4 is a schematic diagram of supplying power to each stator segment of a magnetic levitation track through a three-step process;
FIG. 5 is a schematic diagram of an on-line monitoring system for a magnetic levitation track with automatic triggering according to the first embodiment of the present invention;
FIG. 6 is a schematic diagram of a current sensing unit of the monitoring system of the present invention sleeved on a front feeder cable of a stator segment in one embodiment;
FIG. 7 is a schematic diagram of a current sensing unit sleeved on a stator segment in one embodiment;
FIG. 8 is a schematic diagram of a wiring scheme of the monitoring system according to the present invention in one embodiment;
FIG. 9 is a schematic diagram showing the relationship between the monitoring points and the first and second stator segments according to the first embodiment of the present invention;
FIG. 10 is a schematic diagram of the first and second trigger signal generation in the first embodiment;
FIG. 11 is a schematic diagram of an on-line monitoring system for a magnetic levitation track with automatic triggering according to the fourth embodiment of the present invention;
FIG. 12 is a schematic view of a stainless steel cartridge enclosing a trigger control unit in accordance with the present invention;
Fig. 13 is a schematic diagram of the principle of generating the first and second types of trigger signals in the fourth embodiment;
FIG. 14 is a flow chart of an on-line monitoring method of an automatically triggered magnetic levitation track according to the present invention;
FIG. 15 is a schematic diagram of a data acquisition unit changing its state based on first and second trigger signals;
FIG. 16 is a flow chart of an on-line monitoring method of an automatically triggered magnetic levitation track according to the present invention;
in the figure: 101. a vehicle body; 102. a stator core; 103. an electromagnet; 104. a rail beam; 105. a suspension frame;
11. A first current sensing unit; 12. a second current sensing unit; 13. a trigger control unit; 14. a data acquisition module; 15. a storage module; 16. a signal processing unit; 17. a feeder cable;
21. A heat dissipation notch; 22. a rain shield; 23. a wiring port; 24. a power supply port, 25, an output signal port; 26. and a grounding port.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
It should be understood that the terms "comprises" and/or "comprising," when used in this specification and the appended claims, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.
It is also to be understood that the terminology used in the description of the application herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used in this specification and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.
It should be further understood that the term "and/or" as used in the present specification and the appended claims refers to any and all possible combinations of one or more of the associated listed items, and includes such combinations.
As used in this specification and the appended claims, the term "if" may be interpreted as "when..once" or "in response to a determination" or "in response to detection" depending on the context. Similarly, the phrase "if a determination" or "if a [ described condition or event ] is detected" may be interpreted in the context of meaning "upon determination" or "in response to determination" or "upon detection of a [ described condition or event ]" or "in response to detection of a [ described condition or event ]".
In addition, in the description of the present application, the terms "first," "second," "third," etc. are used merely to distinguish between descriptions and should not be construed as indicating or implying relative importance.
In order to reduce loss and improve motor efficiency, a stator paved on a track is divided into different stator sections, and each stator section adopts a sectional power supply mode. When the train reaches a certain stator section, the stator section starts to be electrified; as the train leaves a stator segment, the stator segment current gradually decreases to zero. From a full line, only the stator of the stator segment where the train is located is current. Fig. 2 shows the current change of two adjacent stator segments as the train arrives.
At present, a magnetic levitation train is towed in a step-changing mode. Step change refers to a method in which a feed current is switched from one stator segment to another stator segment while a maglev train passes through adjacent stator segments. The step-changing control strategy is divided into a two-step method, a three-step method and the like, and the difference is the number of feed cable groups of each traction module. A two-step stator current step-change strategy is often employed in maintenance bases and stations. The stator segments on both sides of the track are separately powered by a two-step process, as shown in fig. 3 for the stator current case when a two-step process is used. A three-step-change strategy is also often used on the running line, and the stator segments on both sides of the track are powered by three power supply units, as shown in fig. 4, which is the stator segment current situation when the three-step method is used.
In order to ensure the normal operation of the magnetic levitation track, the data acquisition module 14 is required to acquire parameters of the magnetic levitation track, such as inclination angle, sedimentation and the like of the beam section, and monitor the running condition of the magnetic levitation track. Some dynamic parameters, however, do not require on-line monitoring throughout the day. The dynamic parameters collected in the time range before and after the train reaches the monitoring point are more significant. How to trigger the data acquisition module 14 is a technical problem that needs to be solved.
The trigger signal is to accurately indicate whether the train is coming. Triggering in a video mode, and enabling a camera to accurately sense the arrival of a train near a track through an image processing technology; however, the camera cannot invade the limit, needs maintenance and an external power supply, and limits the application of the triggering mode. Vibration triggering, namely sensing a rail vibration signal when a vehicle approaches, wherein the mode is easy to trigger by mistake, and the triggering distance is limited. The diffuse reflection is generated by the laser on the vehicle body, the sensing optical signals are triggered, and the triggering is easily interfered by the outside and needs to supply power to the laser transmitter. The trigger signals generated by a plurality of trigger modes need to be supplied to an external power supply, and the installation is troublesome and the probability of false triggering is high.
The transmission of the trigger signal is divided into wireless and wired. Wireless transmissions (e.g., wifi and bluetooth) can transmit signals over long distances, but suffer from packet loss and latency problems. Optical transmission requires the erection of optical receiving and forwarding equipment along the way. The cable transmission such as cable, optical fiber and the like is stable and reliable, but wiring is required, and cable resistance has a certain attenuation effect on signals, so that the cable length needs to be reduced as much as possible.
The proper triggering mode is very important for avoiding the power supply problem of an external power supply, reducing the power consumption of the system and providing a stable and effective triggering signal. The invention utilizes the characteristic of segmented power supply of the magnetic levitation track, and takes stator segment current as an excitation source of the data acquisition module 14. Meanwhile, the invention also realizes the perception of the stator section current signal by the electromagnetic induction principle. The invention can ensure that the data acquisition module 14 has enough response time from starting to entering a stable working state, and ensure the integrity and reliability of the monitored data and the safety of train operation.
Example 1
The invention provides an automatic triggering magnetic levitation track on-line monitoring system, as shown in fig. 5, comprising: a data acquisition module 14, an automatic triggering module and a storage module 15.
The data acquisition module 14 is in a dormant state in a normal state and is used for acquiring track state parameters when the maglev train passes through the monitoring point. The storage module 15 is in signal connection with the data acquisition module 14 and is used for storing the track state parameters acquired by the data acquisition module 14. In this embodiment, the track parameters include: any one or more of vibration acceleration, vibration amplitude, vibration frequency (this is merely an example and not a limitation of the present invention). The data acquisition module 14 contains three states: sleep state, delay state, steady operation state. The data acquisition module 14 may require a delay time between transitions from the sleep state to the steady-state operation or from the steady-state operation to the sleep state, when the data acquisition module 14 is said to be in a delayed state.
In this embodiment, the automatic triggering module includes: a first current sensing unit 11, a second current sensing unit 12, and a trigger control unit 13.
The first current sensing unit 11 and the second current sensing unit 12 generate corresponding first electric signals and second electric signals by sensing current signals of the first stator segment and the second stator segment corresponding to the positions of the monitoring points respectively. The first current sensing unit 11 and the second current sensing unit 12 can adopt an alternating current shunt and an impact shunt based on ohm law; zero magnetic flux current transformer, DBI current transformer, closed loop Hall current sensor based on closed loop feedback principle; rogowski coils, etc. using magnetic field measurements (the above list is only exemplary of the invention and not limiting of the invention).
In this embodiment, the first current sensing unit 11 and the second current sensing unit 12 are rogowski coils, and the rogowski coils are disposed on feeder cables 17 corresponding to the stator segments, and as shown in fig. 6, the feeder cables 17 are generally led out from two ends of the stator segments. Or the rogowski coil is sleeved on the corresponding stator segment, and the arrangement position of the rogowski coil on the stator segment is shown in fig. 7. When in the preferred embodiment, the rogowski coil loops over the feeder cable 17, the rogowski coil is prevented from falling off the stator section, affecting safe operation of the train. The inside diameter of the rogowski coil matches the diameter of the feeder cable of the stator section, and when current passes through the feeder cable 17, a magnetic field is generated to induce an electrical signal in the rogowski coil. The rogowski coil can adapt to high-frequency transformation of current, has no saturation, has a large current measurement range, has no risk of open circuit on the secondary side, and is an ideal element for sensing the current of a stator section. In some embodiments, the power sensing unit is further covered with a shielding net to prevent electromagnetic interference from affecting accurate monitoring of stator current changes.
The trigger control unit 13 is in signal connection between the first current sensing unit 11/the second current sensing unit 12 and the data acquisition module 14. When the trigger control unit 13 receives any one of the first and second electrical signals, the trigger control unit 13 generates a first trigger signal. The first trigger signal is used to activate the data acquisition unit (transition from the sleep state to the delay state). When the trigger control unit 13 does not receive any one of the first and second electrical signals, the trigger control unit 13 generates a second trigger signal. The second trigger signal is used for driving the data acquisition unit to stop working (changing from a stable working state to a delay state).
Fig. 8 shows the system installation and wiring scheme with the monitoring points located in the middle of the stator segments on the beam. The two current sensing units are arranged at the overlapping parts of the stator sections at the two sides, the stator cables arranged at the joint of the two steel beams are close to the pier, the data acquisition module 14 (packaged together with the trigger control unit 13) is arranged at the pier, the power supply is powered by a solar cell panel, and the connection line of the expansion joint between the two steel beams is realized.
In the invention, the proper first stator section and the proper second stator section are selected for the monitoring point, and enough response time can be reserved for the data acquisition module 14 during bidirectional running, so that the data acquisition module 14 enters a stable working state when the maglev train reaches the monitoring point. Meanwhile, the wiring requirement of the stator section feeder cable 17 is also considered, a compact wiring mode is designed, the signal transmission distance is reduced as far as possible, and signal flooding is prevented.
In this embodiment, the rogowski coil is sleeved on the stator segment. In fig. 9, 6 stator segments a1, a2, a3, b1, b2, b3 on both sides of the track are shown (this is by way of example only). The monitoring point is set within zone 1 in fig. 9. Along the length direction of the track, when the distance between the monitoring point and the two end parts of the stator sections a2 and B2 exceeds the track gauge B, the stator sections a2 and B2 are respectively used as a first stator section and a second stator section. The first current sensing module and the second current sensing module sense currents of the stator sections a2 and b2 respectively and generate corresponding first electric signals and second electric signals. As shown in fig. 9, the stator segment a2 and the stator segment b2 are respectively located on the magnetic levitation tracks at two sides, and the stator segment a2 and the stator segment b2 are partially overlapped along the length direction of the magnetic levitation tracks, and the length of the overlapped part is l.
As shown in fig. 10, when the train arrives at the left end of the stator segment a2 during the forward driving, the stator segment a2 is electrified first, the first current sensing unit 11 generates a first electrical signal, the trigger control unit 13 generates a corresponding first trigger signal, and the data acquisition module enters a delay state from a sleep state. Let t_threshold be the response time threshold for the data acquisition module 14 from start-up to entering a steady state of operation. The distance from the monitoring point to the distal end of the stator segment a2 (the left end of the stator segment a2 in this embodiment) is l 1, the distance from the monitoring point to the distal end of the stator segment b2 (the right end of the stator segment b2 in this embodiment) is l 2,V max is the upper limit value of the running speed of the maglev train, and L is the length of the stator segment.
Obviously, the data acquisition module 14 has entered a steady state of operation before the train reaches the monitoring point. When the train reaches the left end of the stator segment b2, the stator segment b2 is energized and the second current sensing unit 12 generates a second electrical signal. When the train reaches the right end of the stator segment a2, the stator segment a2 is powered off, and the first current sensing unit 11 stops generating the first electrical signal. When the train reaches the right end of the stator segment b2, the stator segment b2 is powered off and the second current sensing unit 12 stops generating the second electrical signal. The trigger control unit 13 generates a corresponding second trigger signal, and the data acquisition module 14 enters a delay state from a stable working state until entering a sleep state. The present invention enables a more adequate response time for the data acquisition module 14 because the train can start the data acquisition module 14 before reaching the left end of the stator segment b2 (i.e., when reaching the left end of the stator segment a 2).
As shown in fig. 10, when the reverse vehicle arrives at the right end of the stator segment b2, the stator segment b2 is powered on first, the second current sensing unit 12 generates a second electrical signal, the trigger control unit 13 generates a corresponding first trigger signal, and the data acquisition module enters a delay state from a sleep state. When the train reaches the right end of the stator segment a2, the stator segment a2 comes in, and the first current sensing unit 11 starts to generate the first electric signal. Due toThe data acquisition module 14 has also entered a steady state of operation before the reverse vehicle arrives at the monitoring point. When the train reaches the left end of stator segment b2, stator segment b2 is de-energized. When the train reaches the left end of the stator segment a2, the stator segment a2 is powered off and the first current sensing unit 11 stops generating the first electrical signal. The trigger control unit 13 generates a corresponding second trigger signal, and the data acquisition module enters a delay state from a stable working state until entering a dormant state. The present invention enables a more adequate response time for the data acquisition module 14 because the data acquisition module 14 can be activated before the train reaches the right end of the stator segment a2 (i.e., when the train reaches the right end of the stator segment b 2).
In another embodiment, if the stator segment length is small, to ensure sufficient response time of the data acquisition module 14, currents of two stator segments farther from the monitoring point may also be acquired, which may have the following combinations (a 1, b 2), (b 1, a 3), (a 2, a 3), (a 1, b 3), and so on. When the response time is satisfied, the cable lengths of the trigger control unit 13 and the current sensing unit are minimized as much as possible, and max (i 1,l2)＜vmax ×t_threshold+l.
In another embodiment, the monitoring points are located in the overlapping region of the stator segments a2, b 2. And selecting adjacent stator sections a2 and a3 on the same side of the magnetic levitation track as a first stator section and a second stator section, wherein the distance between a monitoring point and the left end part of the stator section a2 (the distal end part of the stator section a 2) is l 1, and the distance between the monitoring point and the right end part of the stator section a3 (the distal end part of the stator a 3) is l 2.The data acquisition module 14 has sufficient response time.
Example two
In this embodiment, the stator segment a1 in fig. 9 is selected as a first stator segment, the stator segment b3 is selected as a second stator segment, and the monitoring point is set in the area 1. The first stator segment and the second stator segment are fixed in geographic position, and the order in which the first current sensing unit 11 and the second current sensing unit 12 generate the first electric signal and the second electric signal is different depending on the vehicle direction. For a forward vehicle, a first stator segment (stator segment a 1) generates a first electrical signal and then a second stator segment (stator segment b 3) generates a second electrical signal. When the vehicle is in the forward direction, the first electric signal is one of the two electric signals which is generated in advance, and the second electric signal is one of the two electric signals which is generated in the later. For a reverse vehicle, the second stator segment (stator segment b 3) generates a second electrical signal and then the first stator segment (stator segment a 1) generates a first electrical signal. When the vehicle is reversed, the second electric signal is one of the two electric signals which is generated in advance, and the first electric signal is one of the two electric signals which is generated in the later.
After the train travelling in the forward direction passes the monitoring point and before reaching the second stator segment (stator segment b 3), the data acquisition module 14 has acquired the required data, at which time the trigger control unit may cause the trigger control unit 13 to generate a second trigger signal upon receipt of a second electrical signal (generated later of the two electrical signals) of the second stator segment. Or when the trigger control unit 13 continues to receive the first electrical signal (generated previously in the two electrical signals) for more than a set second duration, at which time the train has passed the monitoring point and the data acquisition module 14 has already acquired the data, the trigger control unit 13 generates a second trigger signal. After the train traveling in the reverse direction passes the monitoring point and before reaching the first stator segment (stator segment a 1), the data acquisition module 14 has acquired the required data, and may cause the trigger control unit 13 to generate the second trigger signal when the first electric signal (generated later of the two electric signals) of the first stator segment is received. Or when the trigger control unit 13 continues to receive the second electrical signal (generated previously in the two electrical signals) for more than a set second duration, at which time the train has passed the monitoring point and the data acquisition module 14 has already acquired the data, the trigger control unit 13 generates a second trigger signal.
It should be emphasized that the timing of the second trigger signal generated by the trigger control unit 13 is based on the premise that the data acquisition module 14 has already acquired data, and the specific timing of the second trigger signal is not limited by the present invention.
Example III
In this embodiment, the length L of the stator segment is long enough, and only one stator segment b2 may be selected as the first stator segment to generate the first trigger signal and the second trigger signal. The stator segment b2 generates a first electrical signal when energized.
The monitoring points are positioned on the track line between the two end parts of the stator section b2, and the monitoring points and the two end parts of the stator section b2 are respectively provided with a distance l 1′、l2' along the length direction of the track; let t_threshold be the response time threshold of the data acquisition module from start to entering steady operation state, satisfy: v max is the upper limit value of the running speed of the maglev train.
When the trigger control unit receives the first electric signal, the trigger control unit generates a first trigger signal; when the trigger control unit does not receive the first electrical signal, or the trigger control unit continues to receive the first electrical signal for more than a set third duration, or the trigger control unit continues to receive the first electrical signal for more than a set fourth duration (when the train has passed the monitoring point and the data acquisition module 14 has acquired the data), the trigger control unit generates a second trigger signal.
Example IV
To prevent false triggering, the trigger control unit 13 also stores a start time threshold and a stop time threshold. The first trigger signal is generated when the trigger control unit 13 continues to receive either one of the first and second electrical signals for more than the start time threshold. The second trigger signal is generated when the trigger control unit 13 exceeds the stop time threshold for a time when either one of the first and second electric signals is not received. Further, when the second trigger signal is not received within t time after the first trigger signal is sent, the data acquisition module 14 automatically enters the sleep state. The data acquisition module 14 may also be connected to the cloud end via wireless technology to upload the acquired data, and discard the data when false triggering is determined.
In this embodiment, compared with the first embodiment, as shown in fig. 11, the automatic triggering module further includes a signal processing unit 16, which is signal-connected between the first current sensing unit 11/the second current sensing unit 12 and the triggering control unit 13. The signal processing unit 16 may be integrated in the trigger control unit 13, packaged in a stainless steel box together with the trigger control unit 13. As shown in fig. 12, the side edge is provided with a heat dissipation notch 21, and a rain cover 22 is welded on the edge to prevent rainwater from entering. The top of the side edge is provided with a wiring port 23 and a power supply port 24 which are respectively used for being connected with two current sensing units and a power supply, and an output signal port 25 is connected with the data acquisition module 14 by two twisted pairs and is provided with a grounding port 26.
As shown in fig. 13, the signal processing unit 16 processes the first and second electrical signals into corresponding pulse signals, in this embodiment, rectifies and filters the first and second electrical signals into first and second square wave signals, and generates corresponding third square wave signals based on the first and second square wave signals.
Starting timing from the first rising edge of the third-party wave signal, when the total duration of the rising edge of the third-party wave signal reaches the starting time threshold, the trigger control unit 13 generates a first trigger signal. Let t _ yz1 be the start-up time threshold,L 1、l2 is the distance from the monitoring point to the end of the first and second stators Duan Yuan, respectively. Thus, the data acquisition module 14 has a more adequate response time. In order to ensure that the distance between the monitoring point and the current sensing unit is the shortest, max (L 1,l2)＜(t_threshold+t_yz1)×vmax +L) is also satisfied.
Or when the total number of rising edges of the third wave signal reaches a set count value (for example, 4 rising edges), the trigger control unit 13 generates the first trigger signal.
When the duration (t_low) of the low level of the third wave signal reaches the stop time threshold (threshold), the trigger control unit 13 generates a second trigger signal.
The invention also provides an automatic triggering magnetic levitation track on-line monitoring method, which is realized by adopting the magnetic levitation track on-line monitoring system, wherein monitoring points are arranged on a track driving route between a first stator section and a second stator section, as shown in fig. 14, and the method comprises the following steps:
S1, enabling a maglev train to reach a first stator section and a second stator section corresponding to the position of a monitoring point, and respectively generating a first electric signal and a second electric signal by a first current sensing unit 11 and a second current sensing unit 12;
S2, as shown in fig. 15, when the trigger control unit 13 receives any one of the first and second electrical signals, it generates a first trigger signal; or when the time during which the trigger control unit 13 continuously receives any one of the first and second electric signals exceeds the start-up time threshold, the trigger control unit 13 generates the first trigger signal. The data acquisition module 14 begins operation (sleep state enters a delay state).
When the maglev train reaches the monitoring point, the data acquisition module 14 is already in a stable working state; the storage unit stores the acquired data; when the trigger is false, the data acquisition module 14 still keeps a dormant state, and the acquired data is discarded;
S3, when the trigger control unit 13 does not receive any one of the first and second electrical signals, or the trigger control unit 13 continues to receive no one of the first and second electrical signals for longer than a set first time period, or when the trigger control unit 13 receives one of the first and second electrical signals generated later, or the trigger control unit 13 receives one of the first and second electrical signals generated earlier for longer than a set second time period, the trigger control unit 13 generates a second trigger signal, and the data acquisition module 14 stops working (as shown in fig. 15, the working state enters a delayed state).
In another embodiment, step S2 further comprises:
s21, rectifying and filtering the first and second electric signals into corresponding first and second square wave signals by the signal processing unit 16, and generating corresponding third square wave signals based on the first and second square wave signals;
S22, when the total number of rising edges of the third-party wave signals reaches a set first count value, the trigger control unit 13 generates a first trigger signal, and the data acquisition module 14 starts to work; when the maglev train reaches a monitoring point, the data acquisition module is in a stable working state;
step S3 includes:
when the duration of the low level of the third pulse signal reaches a set stop time threshold value or the total number of rising edges of the third pulse signal reaches a set second count value, the trigger control unit generates a second trigger signal; wherein the second count value is greater than the first count value (at which time the data acquisition operation has been completed).
The invention also provides an automatic triggering magnetic levitation track on-line monitoring method, which is realized by adopting the magnetic levitation track on-line monitoring system, wherein monitoring points are arranged on a track driving route between two ends of a first stator segment, as shown in fig. 16, and the method comprises the following steps:
h1, the maglev train reaches a first stator segment corresponding to the position of the monitoring point, and the first current sensing unit generates a first electric signal;
h2, when the trigger control unit receives the first electric signal, the trigger control unit generates a first trigger signal, and the data acquisition module starts to work; when the maglev train reaches a monitoring point, the data acquisition module is in a stable working state;
And h3, when the trigger control unit does not receive the first electric signal, or the time when the trigger control unit continuously does not receive the first electric signal exceeds a set third time period, or the time when the trigger control unit continuously receives the first electric signal exceeds a set fourth time period, the trigger control unit generates a second trigger signal, and the data acquisition module stops working.
According to the automatic triggering magnetic levitation track on-line monitoring system and method, the first trigger signal and the second trigger signal for driving the data acquisition module 14 are generated based on the current signals of the stator section, so that false trigger signals can be effectively prevented from being generated, and the effectiveness and the reliability of acquired data are further ensured.
The invention can effectively avoid collecting invalid data, reduce data storage space, reduce system power consumption and prolong the service life of the system. Meanwhile, by selecting a proper stator segment and reasonably setting the position of the monitoring point, enough response time is reserved for the data acquisition module 14, the cable length between the modules is reduced, the signal transmission distance is reduced, and signal flooding is prevented. The magnetic levitation track is suitable for the invention no matter the two-step method or the three-step method is used for supplying power.
It should be understood that the sequence number of each step in the foregoing embodiment does not mean that the execution sequence of each process should be determined by the function and the internal logic, and should not limit the implementation process of the embodiment of the present application.
While the invention has been described with reference to certain preferred embodiments, it will be understood by those skilled in the art that various changes and substitutions of equivalents may be made and equivalents will be apparent to those skilled in the art without departing from the scope of the invention. Therefore, the protection scope of the invention is subject to the protection scope of the claims.
Claims (8)
1. An automatic triggering magnetic levitation track on-line monitoring system, wherein magnetic levitation tracks on two sides are respectively divided into a plurality of stator segments, the monitoring system comprises:
the data acquisition module is in a dormant state in a normal state and is used for acquiring track state parameters when the maglev train passes through the monitoring point;
An automatic triggering module which generates a first triggering signal and a second triggering signal based on the current signal of at least one stator segment corresponding to the position of the monitoring point; the first trigger signal is used for driving the data acquisition module to start working before the maglev train reaches the monitoring point, and the data acquisition module is in a stable working state when the maglev train reaches the monitoring point; the second trigger signal is used for driving the data acquisition module to enter a dormant state after the maglev train leaves the monitoring point;
The monitoring system comprises a first working condition and a second working condition;
Under the first working condition:
The at least one stator segment comprises a first stator segment and a second stator segment; the automatic triggering module comprises: the first current sensing unit, the second current sensing unit and the trigger control unit;
the first current sensing unit and the second current sensing unit generate corresponding first electric signals and second electric signals by sensing currents of the first stator section and the second stator section respectively;
The trigger control unit is connected between the first current sensing unit and the second current sensing unit and the data acquisition module in a signal way; when the trigger control unit receives any one of the first and second electric signals, the trigger control unit generates a first trigger signal; when the trigger control unit does not receive any one of the first and second electric signals, or the trigger control unit continuously does not receive any one of the first and second electric signals for more than a set first time period, or when the trigger control unit receives one of the first and second electric signals which is generated later, or the trigger control unit receives one of the first and second electric signals which is generated earlier for more than a set second time period, the trigger control unit generates a second trigger signal;
under the second working condition:
The automatic triggering module comprises a first current sensing unit and a triggering control unit; the first current sensing unit generates a corresponding first electric signal by sensing the current of a stator segment, and the stator segment is marked as a first stator segment;
When the trigger control unit receives a first electric signal, the trigger control unit generates a first trigger signal; when the trigger control unit does not receive the first electric signal, or the trigger control unit continuously does not receive the first electric signal for more than a set third duration, or the trigger control unit continuously receives the first electric signal for more than a set fourth duration, the trigger control unit generates a second trigger signal.
2. The automatic triggering magnetic levitation track on-line monitoring system of claim 1, wherein the automatic triggering module further comprises:
The signal processing unit is in signal connection between the current sensing unit and the trigger control unit and is used for processing the first and second electric signals into corresponding first and second pulse signals and generating a corresponding third pulse signal based on the first and second pulse signals;
When the total number of rising edges of the third pulse signals reaches a set first count value, the trigger control unit generates a first trigger signal; when the duration of the low level of the third pulse signal reaches a set stop time threshold value or the total number of rising edges of the third pulse signal reaches a set second count value, the trigger control unit generates a second trigger signal; wherein the second count value is greater than the first count value.
3. The automatic triggering magnetic levitation track on-line monitoring system according to claim 2, wherein the monitoring point is located on a track driving route between the first stator segment and the second stator segment under the first working condition; along the length direction of the track, the monitoring point and the distal end parts of the first stator section and the second stator section are respectively provided with a distance l 1、l2; let t_threshold be the response time threshold of the data acquisition module from start to entering steady operation state, satisfy: v max is the upper limit value of the running speed of the maglev train.
4. The on-line monitoring system of an automatically triggered magnetic levitation track of claim 2, wherein the first and second stator segments are located on the same side track or on tracks on both sides respectively under the first operating condition.
5. The automatic triggering magnetic levitation track on-line monitoring system according to claim 1, wherein the monitoring point is located on a track running route between two ends of the first stator segment under the second working condition; along the length direction of the track, the monitoring point and the two end parts of the first stator section are respectively provided with a distance l 1′、l2'; let t_threshold be the response time threshold of the data acquisition module from start to entering steady operation state, satisfy: v max is the upper limit value of the running speed of the maglev train.
6. An automatic triggering magnetic levitation track on-line monitoring method realized by adopting the magnetic levitation track on-line monitoring system as set forth in any one of claims 1-5, characterized in that monitoring points are arranged on a track running route between a first stator section and a second stator section, the method comprising the steps of:
S1, enabling a maglev train to reach a first stator section and a second stator section, and respectively generating a first electric signal and a second electric signal by a first current sensing unit and a second current sensing unit;
S2, when the trigger control unit receives any one of the first and second electric signals, the trigger control unit generates a first trigger signal, and the data acquisition module starts to work; when the maglev train reaches a monitoring point, the data acquisition module is in a stable working state;
And S3, when the trigger control unit does not receive any one of the first and second electric signals, or the trigger control unit continuously does not receive any one of the first and second electric signals for more than a set first time period, or when the trigger control unit receives one of the first and second electric signals which is generated later, or the trigger control unit continuously receives one of the first and second electric signals which is generated earlier for more than a set second time period, the trigger control unit generates a second trigger signal data acquisition module to stop working.
7. The method for on-line monitoring of automatically triggered magnetic levitation tracks as set forth in claim 6, wherein the step S2 comprises:
s21, the signal processing unit processes the first and second electric signals into corresponding first and second pulse signals and generates a corresponding third pulse signal based on the first and second pulse signals;
S22, when the total number of rising edges of the third pulse signals reaches a set first count value, the trigger control unit generates a first trigger signal, and the data acquisition module starts to work; when the maglev train reaches a monitoring point, the data acquisition module is in a stable working state;
step S3 includes:
When the duration of the low level of the third pulse signal reaches a set stop time threshold value or the total number of rising edges of the third pulse signal reaches a set second count value, the trigger control unit generates a second trigger signal; wherein the second count value is greater than the first count value.
8. An automatic triggering magnetic levitation track on-line monitoring method realized by adopting the magnetic levitation track on-line monitoring system as set forth in any one of claims 1-5, characterized in that monitoring points are arranged on a track driving route between two ends of a first stator segment, the method comprises the steps of:
h1, the maglev train reaches a first stator segment corresponding to the position of the monitoring point, and the first current sensing unit generates a first electric signal;
h2, when the trigger control unit receives the first electric signal, the trigger control unit generates a first trigger signal, and the data acquisition module starts to work; when the maglev train reaches a monitoring point, the data acquisition module is in a stable working state;
And h3, when the trigger control unit does not receive the first electric signal, or the time when the trigger control unit continuously does not receive the first electric signal exceeds a set third time period, or the time when the trigger control unit continuously receives the first electric signal exceeds a set fourth time period, the trigger control unit generates a second trigger signal, and the data acquisition module stops working.
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