CN118254848A - Speed and distance measuring method and system for magnetic levitation train - Google Patents
Speed and distance measuring method and system for magnetic levitation train Download PDFInfo
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Abstract
The invention provides a speed and distance measuring method and a system for a magnetic levitation train, and relates to the technical field of trains, wherein the method comprises the steps of acquiring pulse data uploaded by each eddy current sensor in two groups of eddy current sensors and acquiring acceleration data uploaded by an accelerometer on the train; and determining the current speed and the running distance of the train according to the pulse data and the acceleration data. When pulse data uploaded by the eddy current sensor is disordered or fails, acceleration data can be used for estimating the speed of the train, and then the running distance of the train is determined. In addition, even if the sleeper on the track is unevenly distributed, the detection of the running distance of the train is not affected, the interference factors of speed measurement and distance measurement are reduced, and the monitoring result is more accurate.
Description
Technical Field
The invention relates to the technical field of trains, in particular to a speed and distance measuring method and system for a magnetic levitation train.
Background
The magnetic levitation train utilizes the electromagnetic induction principle to enable the train to float on the track, so the magnetic levitation train has no wheels, and the working principle is different from that of the traditional wheel-rail train, and the wheel-rail train cannot monitor the rotation of the wheels to measure the speed and the distance like the wheel-rail train.
The speed and distance measuring method of the maglev train is a cross induction loop line detection method. However, the crossed induction loop detection method needs to lay an induction loop on a track, arrange induction coils at the bottom of the train, and utilize electromagnetic induction between the induction coils to position and speed the train.
The crossed induction loop detection method requires accurate installation positions of induction loops on the track, has higher installation requirements on the speed measuring and positioning device and is not easy to maintain.
Disclosure of Invention
The invention aims to solve the problems that the existing speed and distance measuring mode has higher safety requirement on a speed measuring and positioning device and is not easy to maintain.
In order to solve the problems, on the one hand, the invention provides a speed and distance measuring method of a maglev train, which comprises the following steps:
Acquiring pulse data uploaded by each eddy current sensor in two groups of eddy current sensors, wherein the two groups of eddy current sensors are arranged on two sides of the bottom of a train, a plurality of eddy current sensors in each group of eddy current sensors are distributed at equal intervals along the length direction of the train, one group of eddy current sensors is a monitoring group, and the other group of eddy current sensors is a verification group;
Acquiring acceleration data uploaded by an accelerometer on the train;
And determining the current speed and the running distance of the train according to the pulse data and the acceleration data.
Optionally, the determining the current speed and the running distance of the train according to the pulse data and the acceleration data comprises:
Recording pulse data generated by a plurality of eddy current sensors in the monitoring group passing through the same sleeper as a group of sleeper pulse data;
And determining the speed of the electric vortex sensor passing through the sleeper according to the phase time difference of two adjacent pulse data in the pulse data of the sleeper in the same group and the arrangement distance of the two adjacent electric vortex sensors.
Optionally, the determining the speed of the eddy current sensor passing through the sleeper according to the phase time difference of two adjacent pulse data in the sleeper pulse data of the same group and the arrangement distance of two adjacent eddy current sensors includes:
Obtaining the phase time difference of two adjacent pulse data according to the phase of the newly added pulse data in one group of sleeper pulse data and the phase of the last pulse data adjacent to the newly added pulse data in the same group of sleeper pulse data;
Determining the speed of the eddy current sensor corresponding to the newly-added pulse data when passing through the sleeper according to the phase time difference and the layout interval;
when one pulse data is newly added in a group of sleeper pulse data, starting timing to obtain interval time;
Before receiving the next pulse data, determining the current speed according to the determined speed and the interval time when the eddy current sensor corresponding to the newly added pulse data passes through the sleeper;
and when the next pulse data is received, resetting the interval time to zero, re-timing, and determining the current speed according to the speed of the current vortex sensor corresponding to the newly added next pulse data when passing through the sleeper.
Optionally, the determining the current speed of the train according to the phase time difference of pulse data corresponding to two adjacent eddy current sensors in the sleeper pulse data of the same group and the arrangement distance of the two adjacent eddy current sensors includes:
And smoothing the current speed by adopting a least square method according to the speeds of the plurality of eddy current sensors when passing through the sleeper, so as to obtain the processed current speed.
Optionally, the determining the current speed and the running distance of the train according to the pulse data and the acceleration data comprises:
starting timing when the last pulse data in one group of sleeper pulse data is generated until a new pulse data is generated in the next group of sleeper pulse data, and recording the new pulse data as transition time;
determining a transition running distance of the train according to the transition time, the speed of the current vortex sensor corresponding to the last pulse data in a group of sleeper pulse data when passing through the sleeper, the current speed and the acceleration data;
Starting from one newly-added pulse data generated in the next group of sleeper pulse data, and determining the periodic running distance of the train according to the speed of each eddy current sensor corresponding to the pulse data when passing through the sleeper, the current speed, the acceleration data and the quantity of the pulse data newly-added in the next group of sleeper pulse data after the pulse data are generated from the other sleeper pulse data in the next group of sleeper pulse data;
and determining the total running distance of the train according to the period running distance and the transition running distance.
Optionally, a plurality of the eddy current sensors in each group of the eddy current sensors correspond to a plurality of data transmission channels, and the data transmission channels corresponding to the eddy current sensors are numbered sequentially;
After the acceleration data uploaded by the accelerometer on the train is obtained, the method further comprises the following steps:
monitoring the receiving time of the pulse data received by a plurality of data transmission channels;
sequencing the numbers of the data transmission channels corresponding to the receiving times according to the sequence of the receiving times of the data transmission channels to obtain a coding sequence;
And determining the running direction of the train according to the variation trend of the codes in the coding sequence.
Optionally, after the acquiring the acceleration data uploaded by the accelerometer on the train, the method further includes:
and predicting the running direction of the train according to the acceleration data.
Optionally, the speed and distance measuring method of the maglev train further comprises the following steps:
when the train stops and the eddy current sensors in the monitoring group upload the pulse data, judging whether the acceleration data exceeds an acceleration threshold value or not;
When the acceleration data does not exceed the acceleration threshold value, judging whether the eddy current sensors in the verification group upload the pulse data or not;
When the eddy current sensors in the verification group upload the pulse data, determining that the train is in a running state;
and when the eddy current sensors in the verification group do not upload the pulse data, judging that the train is still in a stop state.
Optionally, the speed and distance measuring method of the maglev train further comprises the following steps:
when the acceleration data exceeds the acceleration threshold value, judging whether the current speed of the train is zero or not;
when the current speed of the train is zero, judging that the train is stopped stably;
judging whether the acceleration data alternately show positive acceleration values and negative acceleration values within a preset duration when the current speed of the train is non-zero;
And when the acceleration data alternately show positive acceleration values and negative acceleration values within a preset time period, judging that the train is in a simple harmonic motion state, and obtaining the train stopping stability.
In another aspect, the present invention further provides a speed and distance measuring system for a maglev train, including:
The pulse data acquisition module is used for acquiring pulse data uploaded by each eddy current sensor in two groups of eddy current sensors, wherein the two groups of eddy current sensors are arranged on two sides of the bottom of a train, a plurality of eddy current sensors in each group of eddy current sensors are distributed at equal intervals along the length direction of the train, one group of eddy current sensors is a monitoring group, and the other group of eddy current sensors is a verification group;
The acceleration acquisition module is used for acquiring acceleration data uploaded by the accelerometer on the train;
And the speed and distance measuring module is used for determining the current speed and the running distance of the train according to the pulse data and the acceleration data.
Compared with the prior art, the invention has the following beneficial effects:
According to the speed and distance measuring method and system for the magnetic levitation train, the pulse data uploaded by the eddy current sensor and the acceleration data uploaded by the accelerometer are fused, the current speed and the running distance of the train are confirmed according to the pulse data and the acceleration data, when the eddy current sensor is disturbed or fails to cause the disturbance or failure of the uploaded pulse data, the speed of the train can be estimated by using the acceleration data, and then the running distance of the train is determined. In addition, even if the sleeper on the track is unevenly distributed, the detection of the running distance of the train is not affected, the interference factors of speed measurement and distance measurement are reduced, and the monitoring result is more accurate.
Drawings
Fig. 1 shows a flow chart of a speed and distance measuring method of a maglev train in an embodiment of the invention;
FIG. 2 shows a schematic layout of an eddy current sensor and accelerometer in an embodiment of the invention;
FIG. 3 is a schematic diagram of a train stop monitoring process according to an embodiment of the present invention;
FIG. 4 is a schematic flow chart of train inbound monitoring in an embodiment of the invention;
fig. 5 shows a schematic structural diagram of a speed and distance measuring system of a maglev train in an embodiment of the invention.
Detailed Description
In order that the above objects, features and advantages of the invention will be readily understood, a more particular description of the invention will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings.
It is noted that the terms "first," "second," and the like in the description and claims of the invention and in the foregoing figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the invention described herein may be implemented in sequences other than those illustrated or otherwise described herein.
In the description of the present specification, the descriptions of the terms "embodiment," "one embodiment," and the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or embodiment is included in at least one embodiment or implementation of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same examples or implementations. Furthermore, the particular features, structures, materials, or characteristics may be combined in any suitable manner in any one or more embodiments or implementations.
The magnetic suspension train is a novel transportation tool, has the advantages of high speed, strong adaptability to terrains, flexible route selection, no pollution, comfortable riding and the like, and meets the requirements of modern transportation tools. The speed measuring and positioning system of the train plays an important role in train dispatching safety and running control. The traditional wheel-rail type train mainly relies on a photoelectric encoder or a speed measuring motor arranged at the shaft end to convert the rotation of wheels of the train into the speed of the train and then detect the speed, and the position of the train is obtained by combining a track circuit transponder or a wireless communication method and the like. The magnetic levitation train does not depend on the traditional wheel-rail contact, but depends on electromagnetic force to realize levitation guiding and driving of the train, so that a speed measuring and positioning method of the wheel-rail train based on the wheel-rail contact cannot be used.
The speed measuring and positioning method based on the crossed induction loop is to lay an induction loop on a track, arrange induction coils at the bottom of the train and utilize electromagnetic induction between the induction loops to position and measure the speed of the train. The train runs on the track at a certain speed, when the induction coil is positioned right above the loop coil, the mutual inductance is maximum, and the amplitude of the alternating electric signal induced by the induction coil at the bottom of the train is maximum; when the induction coil is positioned at the intersection or near the loop line, the induced electric signal is minimum, and after filtering, shaping and detection, a series of position pulses with the frequency proportional to the speed of the train are formed along with the movement of the train, and the relative displacement of the train can be known according to the pulse number and the characteristic length of the repeated structure of the induction loop line. The speed measuring and positioning method based on the induction loop has the characteristics of good reliability and strong anti-interference capability, but because a large number of induction loop and signal equipment are paved on the rail surface and special treatment is needed at the turnout, the manufacturing cost and the required maintenance workload are high.
Fig. 1 shows a flow chart of a speed and distance measuring method for a maglev train in an embodiment of the invention, wherein the speed and distance measuring method for the maglev train comprises the following steps:
s1: pulse data uploaded by each eddy current sensor in two groups of eddy current sensors are acquired, wherein the two groups of eddy current sensors are installed on two sides of the bottom of a train, a plurality of eddy current sensors in each group of eddy current sensors are distributed at equal intervals along the length direction of the train, one group of eddy current sensors is a monitoring group, and the other group of eddy current sensors is a verification group.
Specifically, as shown in fig. 2, an eddy current sensor (i.e., an electromagnetic induction sensor) is arranged at the bottom of the train, the distance between two adjacent eddy current sensors is equal, the eddy current sensor can select an eddy current proximity switch sensor to detect the metal sleeper of the track, the eddy current sensor senses the metal sleeper in a non-contact manner, each time the eddy current sensor senses the metal sleeper to output a pulse information, namely, senses the metal sleeper to output a high level, does not sense the metal sleeper to output a low level, a series of position pulses can be generated when the train continuously walks on the track, the speed and displacement of the train can be obtained through the frequency of the pulses, only the eddy current sensor is required to be arranged at the bottom of the train, corresponding induction coils and the like are not required to be arranged on the track. The two groups of eddy current sensors can be selectively distributed, one group of eddy current sensors is distributed in fig. 2, the other group of eddy current sensors is distributed in the same way as the eddy current sensor group is distributed in fig. 2, the two groups of eddy current sensors are distributed at equal intervals along the length direction of the train, the two groups of eddy current sensors are symmetrically distributed, the two groups of eddy current sensors can be divided into a monitoring group and a verification group, pulse data of the monitoring group are mainly used for measuring speed and distance, and pulse data of the verification group are mainly used for verifying the running state of the current train and verifying whether the uploading of the pulse data in the monitoring group fails or not.
S2: and acquiring acceleration data uploaded by the accelerometer on the train. And the accelerometer is also arranged on the train and used for monitoring the acceleration of the train in real time, collecting acceleration data of the train at different time points and determining the speed and the running distance of the train by combining the acceleration data with the pulse data. And acquiring the acceleration of the train in real time, and calculating the speed and displacement of the train at each moment.
S3: and determining the current speed and the running distance of the train according to the pulse data and the acceleration data.
In this embodiment, pulse data uploaded by the eddy current sensor and acceleration data uploaded by the accelerometer are fused, the current speed and running distance of the train are confirmed according to the pulse data and the acceleration data, when the eddy current sensor is disturbed or fails to cause the disturbance or failure of the uploaded pulse data, the speed of the train can be estimated by using the acceleration data, and then the running distance of the train is determined. In addition, even if the sleeper on the track is unevenly distributed, the detection of the running distance of the train is not affected, the interference factors of speed measurement and distance measurement are reduced, and the monitoring result is more accurate.
In one embodiment of the present invention, said determining the current speed and travel distance of the train from the pulse data and the acceleration data comprises:
And recording pulse data generated by the plurality of eddy current sensors passing through the same sleeper in the monitoring group as a group of sleeper pulse data.
Specifically, when a plurality of the eddy current sensors in the monitoring group pass through the sleeper, N pulse data are sequentially generated, the N sequentially received pulses are regarded as a sleeper event, the pulse data generated in the sleeper event are called a group of sleeper pulse data, the train running distance corresponding to a group of complete sleeper pulse data is (N-1) x D, wherein N is the number of the eddy current sensors in the monitoring group, and D is the arrangement interval between two adjacent eddy current sensors.
And determining the speed of the electric vortex sensor passing through the sleeper according to the phase time difference of two adjacent pulse data in the pulse data of the sleeper in the same group and the arrangement distance of the two adjacent electric vortex sensors.
Specifically, the phase time difference T of the pulse received by each channel can obtain the train speed V i(i+1) when the next one of the adjacent eddy current sensor i and the eddy current sensor i+1 passes through the sleeper, for example, V 12、V23 and V (N-1)N, which respectively represent the train speed when the second eddy current sensor passes through the sleeper, the train speed when the third eddy current sensor passes through the sleeper, and the train speed when the nth eddy current sensor passes through the sleeper, according to the formula V i(i+1) =d/T. Because the installation interval of the sensors is larger, the current speed is updated by the train speed when the eddy current sensor on the train passes through the sleeper after receiving new pulse data, and when the next pulse is not received, the current speed of the train is calculated by using a formula V t＝V0 +a x t, V 0 is the train speed when the eddy current sensor corresponding to the last pulse data passes through the sleeper, and t is the interval time from the moment when the last pulse is received.
In this embodiment, the determining the current speed of the train according to the phase time difference of pulse data corresponding to two adjacent eddy current sensors in the sleeper pulse data of the same group and the arrangement distance of the two adjacent eddy current sensors includes:
And smoothing the current speed by adopting a least square method according to the speeds of the plurality of eddy current sensors when passing through the sleeper, so as to obtain the processed current speed.
Specifically, because the installation interval of the sensor is larger, errors may exist in pulse acquisition, the calculated speed information is easy to generate fluctuation and speed mutation, if the speed mutation is larger, the risk of false triggering of cutting traction and even overspeed emergency exists, and therefore the speed information is subjected to smooth processing by using a least square method so as to obtain the current speed of the train.
In one embodiment of the present invention, determining the speed of the eddy current sensor passing through the sleeper according to the phase time difference of two adjacent pulse data in the sleeper pulse data of the same group and the arrangement distance of two adjacent eddy current sensors includes:
And obtaining the phase time difference T of two adjacent pulse data according to the phase of the newly added pulse data and the phase of the last pulse data adjacent to the newly added pulse data in the same group of sleeper pulse data.
And determining the speed of the eddy current sensor corresponding to the newly-added pulse data when the eddy current sensor passes through the sleeper according to the phase time difference and the layout interval. For example, V i(i+1) = D/T, representing the speed at which the (i+1) th eddy current sensor passes the tie.
And when one pulse data is newly added in one group of sleeper pulse data, starting timing to obtain interval time t.
And before receiving the next pulse data, determining the current speed according to the determined speed of the eddy current sensor corresponding to the newly added pulse data when passing through the sleeper and the interval time.
Specifically, for example, the current speed V t＝V0+a*t,V0 represents the train speed when the current vortex sensor corresponding to the last pulse data passes through the sleeper, and t is the interval time from the current time when the last pulse is received. If the train just starts to move, the speed of the first vortex sensor is 0 at the moment; if the plurality of eddy current sensors in the monitoring group all pass through one sleeper, the sleeper event is completely ended and then another sleeper event is entered, then the train speed when the first eddy current sensor passes through the sleeper is V 1＝V0 +a x t, at this time, V 0 is the train speed corresponding to the last eddy current sensor in the last sleeper event, and t is the phase time difference between the pulse data generated by the last eddy current sensor in the last sleeper event and the pulse data generated by the first eddy current sensor in the new sleeper event. If the plurality of eddy current sensors in the monitoring group pass through one sleeper, the sleeper event is completely ended, but the monitoring group also enters another sleeper event, then the train speed is V t＝V0 +a x t, at this time, V 0 is the train speed corresponding to the eddy current sensor corresponding to the newly added pulse data in the other sleeper event after the last sleeper event is ended, and t is the phase time difference between the pulse data generated by the last eddy current sensor in the last sleeper event and the pulse data generated by the first eddy current sensor in the new sleeper event.
And when the next pulse data is received, resetting the interval time to zero, re-timing, and determining the current speed according to the speed of the eddy current sensor corresponding to the received next pulse data when passing through the sleeper.
Specifically, the current speed of the train can be continuously calculated, the V 0 can be continuously updated according to the speed of the train when the electric vortex sensor passes through the sleeper, the error of the electric vortex sensor is controlled within the arrangement interval D, the calculated train running distance error is prevented from being overlarge, the influence of signal interference or signal fault problems possibly occurring in the electric vortex sensor on the calculation accuracy is weakened, the calculation accuracy is ensured, and the error is controlled within an acceptable range.
It should be noted that if pulses are received in 1,2 … N pulse channels or in N, N-1, N-2 … pulse channels, the train distance may be calculated to increase by D in sequence. When pulse data is missing in one group of sleeper pulse data, skipping the missing pulse data, continuously calculating the current speed according to the mode of V t＝V0 +a x t, and increasing the arrangement interval D of the multiple of the number of the missing pulse data on the basis of the original increase D according to the number of the missing pulse data at the moment. In addition, the number of the missing pulse data is not too large, and when the number of the pulse data is too large, an alarm is sent out in time to overhaul the eddy current sensor, so that the number of the missing pulse data can be controlled to be less than or equal to 1.
In one embodiment of the present invention, said determining the current speed and travel distance of the train from the pulse data and the acceleration data comprises:
And starting timing when the last pulse data in one group of sleeper pulse data is generated until a new pulse data is generated in the next group of sleeper pulse data, and recording as transition time.
And determining the transition running distance of the train according to the transition time, the speed of the current vortex sensor corresponding to the last pulse data in the pulse data of the sleeper when passing through the sleeper, the current speed and the acceleration data. Wherein the transition travel distance refers to the distance from when all the eddy current sensors in the monitoring group leave from one sleeper to when one eddy current sensor in the monitoring group passes the train between the next sleepers.
Specifically, the transition travel distance S 1＝(Vt 2-V(N-1)N 2)/(2*a),Vt＝V(N-1)N+at1. Wherein t 1 is the transition time, V (N-1)N is the speed of the current vortex sensor corresponding to the last pulse data in the group of sleeper pulse data when passing through the sleeper, V t is the current speed, and a is the acceleration.
And starting from one newly-added pulse data generated in the next group of sleeper pulse data, and determining the cycle running distance of the train according to the speed of each eddy current sensor corresponding to each pulse data when passing through the sleeper, the current speed, the acceleration data and the quantity of the newly-added pulse data in the next group of sleeper pulse data after the pulse data are generated from the other sleeper pulse data. The periodic running distance refers to the distance travelled by the train when a plurality of eddy current sensors in the monitoring group pass through the same sleeper.
Specifically, the cycle travel distance S 2＝n*D+(Vt 2-V(j-1)j 2)/(2*a),Vt＝V(j-1)j+at2. Wherein t 2 is a time period counted from the generation of each new pulse data in one group of sleeper pulse data, V (j-1)j is a speed when the jth eddy current sensor passes through the sleeper from one new pulse data generated in the next group of sleeper pulse data, V t is a current speed, and a is an acceleration. n is the number of the pulse data which is newly added in the next group of sleeper pulse data after the new added pulse data is generated, and D is the arrangement interval of two adjacent eddy current sensors.
And determining the total running distance of the train according to the period running distance and the transition running distance.
Specifically, the total running distance of the train is the superposition of the cycle running distance and the transition running distance, and when the train is in the transition running stage, the total running distance of the train is the running distance of the previous train, and the transition running distance of the current train is superposed.
In one embodiment of the present invention, a plurality of the eddy current sensors in each group of the eddy current sensors correspond to a plurality of data transmission channels, and the plurality of data transmission channels corresponding to the eddy current sensors are numbered sequentially.
Specifically, pulse data generated by each group of eddy current sensors are sequentially received through the IO interface, and acceleration data uploaded by the accelerometer are received through the serial port. Taking a monitoring group as an example, N sensors sequentially correspond to No. 1 to N (N is more than or equal to 3) channels, and each eddy current sensor sequentially corresponds to each numbered data transmission channel. When the vehicle is running, the data of the N channels are sequentially received in the forward sequence of 1, 2 … N or the reverse sequence opposite to the forward sequence.
After the acceleration data uploaded by the accelerometer on the train is obtained, the speed and distance measuring method of the maglev train further comprises the following steps:
And monitoring the receiving time of the pulse data received by a plurality of data transmission channels.
And sequencing the numbers of the data transmission channels corresponding to the receiving times according to the sequence of the receiving times of the data transmission channels to obtain a coding sequence.
And determining the running direction of the train according to the variation trend of the codes in the coding sequence. And when the codes in the code sequence are sequentially increased, determining that the running direction of the train is forward running. And when the codes in the code sequence are sequentially reduced, determining that the running direction of the train is reverse running.
Specifically, when the train is started, the forward sequence of 1 and 2 … N pulse sequence is received during forward running of the train, the reverse sequence of N … and 1 pulse sequence is received during reverse running, and according to the rule, the channel codes of the pulse received during forward running of the train are sequentially increased, and conversely, the channel codes are sequentially decreased, so that the running direction of the train can be judged.
In an embodiment of the present invention, after the acquiring the acceleration data uploaded by the accelerometer on the train, the speed and distance measuring method of the maglev train further includes:
and predicting the running direction of the train according to the acceleration data.
Specifically, in a short time of train starting, accelerometer data and pulse data can be further fused to judge the running direction of the train, the acceleration data is more sensitive than the pulse data, the running direction of the train can be predicted by preferentially using the acceleration data, the acceleration is positive when the train runs in the positive direction, otherwise, the acceleration is negative, and the running direction of the train is further determined by combining the pulse phase relation generated by the eddy current sensor.
In an embodiment of the present invention, as shown in fig. 3, the speed and distance measuring method of the maglev train further includes:
S40: and when the train stops immediately before and the eddy current sensors in the monitoring group upload the pulse data, judging whether the acceleration data exceeds an acceleration threshold value.
Specifically, when the train is stopped, the eddy current sensor does not generate pulse data under normal conditions, but when one eddy current sensor is disturbed or fails, the eddy current sensor can still generate pulse signals when the train is stopped. At this time, further judgment needs to be made by combining the acceleration data and the pulse condition of the eddy current sensor in the verification group. And when the acceleration data exceeds the acceleration threshold value, the train is indicated to be in a running state from a stopping stage to a starting stage, and the train is judged to be in a running state.
S41: when the acceleration data does not exceed the acceleration threshold value, the train is in a slightly moving state, but the possibility that the accelerometer fails can not be eliminated even if the train moves slightly, and whether the eddy current sensor in the verification group uploads the pulse data is further judged in order to ensure the accuracy of the result.
S42: and when the eddy current sensors in the verification group upload the pulse data, the two groups of eddy current sensors are indicated to generate pulses, and the train is judged to be in a running state. The probability of faults of the two groups of eddy current sensors and the accelerometer is small, the accuracy of a judgment result is improved, and the probability of misjudgment of the running state of the train is reduced.
S43: and when the eddy current sensors in the verification group do not upload the pulse data, judging that the train is still in a stop state.
Specifically, the plurality of eddy current sensors in the two groups can be alternately distributed, and the plurality of eddy current sensors in the verification group and the plurality of eddy current sensors in the monitoring group are asymmetrically distributed. When the train is stopped, maintenance is carried out on the train, passengers get on or off the train or walk in the train during the stop of the train, and the like, the shaking of the train can be caused, and an electric vortex sensor on the train can generate a signal just, namely, when the train is stopped, the electric vortex sensor is just at a critical point for sensing the edge of the sleeper, and at the moment, the electric vortex sensor can generate a pulse signal. And at the moment, through generating false pulse data in the verification group, further judging the running state of the train, and judging that the train is still in a stop state when the pulse data is not uploaded by the eddy current sensor in the verification group. And judging the train state by combining the pulse data and the acceleration data, and if the acceleration of the train does not change obviously at the moment when a certain sensor generates the pulse and the other group of sensors do not receive the pulse, judging that the sensor is interfered and still judging that the train is stopped.
In an embodiment of the present invention, as shown in fig. 4, the speed and distance measuring method of the maglev train further includes:
s50: and when the acceleration data exceeds the acceleration threshold value, judging whether the current speed of the train is zero or not.
S51: and when the current speed of the train is zero, judging that the train is stopped stably.
S52: and judging whether the acceleration data alternately show positive acceleration values and negative acceleration values within a preset duration when the current speed of the train is non-zero.
S53: and when the acceleration data alternately show positive acceleration values and negative acceleration values within a preset time period, judging that the train is in a simple harmonic motion state, and obtaining the train stopping stability.
S54: and when the acceleration data does not alternately appear the positive acceleration value and the negative acceleration value within the preset time period, judging that the train is still in a deceleration parking stage.
In this embodiment, when the train is in the deceleration stop stage, it is necessary to identify whether the train is stationary, and therefore it is necessary to further determine whether the current speed of the train is zero. After the train enters the platform area, the sensor distance is too large to prevent the insensitivity of the parking process and the overlarge distance error after parking. When the train runs at a low speed, when the next pulse data is not received, the running distance of the train is estimated not to be allowed to exceed L, the value of L is smaller than D, and when the running distance of the train exceeds L, the acceleration data is updated in time, so that the calculation of L is more accurate, and the L takes a big data training value in practical application. In the train stopping process, due to inertia, short simple harmonic motion occurs, short positive values of the acceleration of the train occur, and when short positive values or short alternation of positive values and negative values of the acceleration are detected, the train can be judged to be stopped, and the running distance is not increased any more.
Fig. 5 shows a schematic structural diagram of a speed and distance measuring system of a maglev train in an embodiment of the invention, where the speed and distance measuring system of the maglev train includes:
the pulse data acquisition module 10 is configured to acquire pulse data uploaded by each of two sets of eddy current sensors, where the two sets of eddy current sensors are installed on two sides of the bottom of the train, and a plurality of eddy current sensors in each set of eddy current sensors are distributed at equal intervals along the length direction of the train, one set of eddy current sensors is a monitoring set, and the other set of eddy current sensors is a verification set.
And the acceleration acquisition module 20 is used for acquiring the acceleration data uploaded by the accelerometer on the train.
And the speed and distance measuring module 30 is used for determining the current speed and the running distance of the train according to the pulse data and the acceleration data.
In this embodiment, the pulse data acquisition module 10 acquires pulse data uploaded by each of the two sets of eddy current sensors; the acceleration acquisition module 20 acquires acceleration data uploaded by accelerometers on the train. The speed and distance measuring module 30 fuses the pulse data uploaded by the eddy current sensor and the acceleration data uploaded by the accelerometer, and confirms the current speed and the running distance of the train according to the pulse data and the acceleration data. When the eddy current sensor is disturbed or fails to cause the uploaded pulse data to be disturbed or failed, the speed of the train can be estimated by using the acceleration data, and then the running distance of the train is determined. In addition, even if the sleeper on the track is unevenly distributed, the detection of the running distance of the train is not affected, the interference factors of speed measurement and distance measurement are reduced, and the monitoring result is more accurate.
Although the present invention is disclosed above, the present invention is not limited thereto. Various changes and modifications may be made by one skilled in the art without departing from the spirit and scope of the invention, and the scope of the invention should be assessed accordingly to that of the appended claims.
Claims (10)
1. The speed and distance measuring method for the maglev train is characterized by comprising the following steps of:
Acquiring pulse data uploaded by each eddy current sensor in two groups of eddy current sensors, wherein the two groups of eddy current sensors are arranged on two sides of the bottom of a train, a plurality of eddy current sensors in each group of eddy current sensors are distributed at equal intervals along the length direction of the train, one group of eddy current sensors is a monitoring group, and the other group of eddy current sensors is a verification group;
Acquiring acceleration data uploaded by an accelerometer on the train;
And determining the current speed and the running distance of the train according to the pulse data and the acceleration data.
2. The method of claim 1, wherein determining the current speed and the travel distance of the train based on the pulse data and the acceleration data comprises:
Recording pulse data generated by a plurality of eddy current sensors in the monitoring group passing through the same sleeper as a group of sleeper pulse data;
And determining the speed of the electric vortex sensor passing through the sleeper according to the phase time difference of two adjacent pulse data in the pulse data of the sleeper in the same group and the arrangement distance of the two adjacent electric vortex sensors.
3. The method for measuring speed and distance of a maglev train according to claim 2, wherein determining the speed of the eddy current sensor passing through the sleeper according to the phase time difference of two adjacent pulse data and the arrangement distance of two adjacent eddy current sensors in the pulse data of the sleeper in the same group comprises:
Obtaining the phase time difference of two adjacent pulse data according to the phase of the newly added pulse data in one group of sleeper pulse data and the phase of the last pulse data adjacent to the newly added pulse data in the same group of sleeper pulse data;
Determining the speed of the eddy current sensor corresponding to the newly-added pulse data when passing through the sleeper according to the phase time difference and the layout interval;
when one pulse data is newly added in a group of sleeper pulse data, starting timing to obtain interval time;
Before receiving the next pulse data, determining the current speed according to the determined speed and the interval time when the eddy current sensor corresponding to the newly added pulse data passes through the sleeper;
and when the next pulse data is received, resetting the interval time to zero, re-timing, and determining the current speed according to the speed of the current vortex sensor corresponding to the newly added next pulse data when passing through the sleeper.
4. The method for measuring speed and distance of a maglev train according to claim 3, wherein determining the current speed of the train according to the phase time difference of pulse data corresponding to two adjacent eddy current sensors in the sleeper pulse data of the same group and the arrangement distance of the two adjacent eddy current sensors comprises:
And smoothing the current speed by adopting a least square method according to the speeds of the plurality of eddy current sensors when passing through the sleeper, so as to obtain the processed current speed.
5. A method of speed and distance measurement of a maglev train according to claim 3, wherein the determining the current speed and distance travelled of the train from the pulse data and the acceleration data comprises:
starting timing when the last pulse data in one group of sleeper pulse data is generated until a new pulse data is generated in the next group of sleeper pulse data, and recording the new pulse data as transition time;
determining a transition running distance of the train according to the transition time, the speed of the current vortex sensor corresponding to the last pulse data in a group of sleeper pulse data when passing through the sleeper, the current speed and the acceleration data;
Starting from one newly-added pulse data generated in the next group of sleeper pulse data, and determining the periodic running distance of the train according to the speed of each eddy current sensor corresponding to the pulse data when passing through the sleeper, the current speed, the acceleration data and the quantity of the pulse data newly-added in the next group of sleeper pulse data after the pulse data are generated from the other sleeper pulse data in the next group of sleeper pulse data;
and determining the total running distance of the train according to the period running distance and the transition running distance.
6. The method for measuring speed and distance of a maglev train according to claim 1, wherein a plurality of eddy current sensors in each group of eddy current sensors correspond to a plurality of data transmission channels, and the plurality of data transmission channels corresponding to the eddy current sensors are numbered sequentially;
After the acceleration data uploaded by the accelerometer on the train is obtained, the method further comprises the following steps:
monitoring the receiving time of the pulse data received by a plurality of data transmission channels;
sequencing the numbers of the data transmission channels corresponding to the receiving times according to the sequence of the receiving times of the data transmission channels to obtain a coding sequence;
And determining the running direction of the train according to the variation trend of the codes in the coding sequence.
7. The method for measuring speed and distance of a maglev train according to claim 6, further comprising, after the acquiring the acceleration data uploaded by the accelerometer on the train:
and predicting the running direction of the train according to the acceleration data.
8. The method for measuring speed and distance of a maglev train according to any one of claims 1 to 7, further comprising:
when the train stops and the eddy current sensors in the monitoring group upload the pulse data, judging whether the acceleration data exceeds an acceleration threshold value or not;
When the acceleration data does not exceed the acceleration threshold value, judging whether the eddy current sensors in the verification group upload the pulse data or not;
When the eddy current sensors in the verification group upload the pulse data, determining that the train is in a running state;
and when the eddy current sensors in the verification group do not upload the pulse data, judging that the train is still in a stop state.
9. The method for measuring speed and distance of a maglev train according to any one of claims 1 to 7, further comprising:
when the acceleration data exceeds the acceleration threshold value, judging whether the current speed of the train is zero or not;
when the current speed of the train is zero, judging that the train is stopped stably;
judging whether the acceleration data alternately show positive acceleration values and negative acceleration values within a preset duration when the current speed of the train is non-zero;
And when the acceleration data alternately show positive acceleration values and negative acceleration values within a preset time period, judging that the train is in a simple harmonic motion state, and obtaining the train stopping stability.
10. The utility model provides a maglev train speed and distance measuring system which characterized in that includes:
The pulse data acquisition module is used for acquiring pulse data uploaded by each eddy current sensor in two groups of eddy current sensors, wherein the two groups of eddy current sensors are arranged on two sides of the bottom of a train, a plurality of eddy current sensors in each group of eddy current sensors are distributed at equal intervals along the length direction of the train, one group of eddy current sensors is a monitoring group, and the other group of eddy current sensors is a verification group;
The acceleration acquisition module is used for acquiring acceleration data uploaded by the accelerometer on the train;
And the speed and distance measuring module is used for determining the current speed and the running distance of the train according to the pulse data and the acceleration data.
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