CN105000034A - Locomotive speed measurement device based on trackside detection - Google Patents
Locomotive speed measurement device based on trackside detection Download PDFInfo
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- CN105000034A CN105000034A CN201510366421.0A CN201510366421A CN105000034A CN 105000034 A CN105000034 A CN 105000034A CN 201510366421 A CN201510366421 A CN 201510366421A CN 105000034 A CN105000034 A CN 105000034A
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Abstract
The invention provides a locomotive speed measurement device based on trackside detection. The device comprises a first sensor group, a timer and a signal processor. The first sensor group comprises at least two sensors which are arranged on the same side of the bottom of a locomotive at the set intervals and used for measuring the vertical distance between each sensor and the currently-passing ground. The timer records the time when each sensor passes a trackside object of the trackside in real time. The signal processor confirms whether each sensor passes the trackside object or not according to the vertical distance measured by the sensors and acquires the locomotive speeds under different working conditions according to the time recorded by the timer and the set intervals. By the adoption of the locomotive speed measurement device, locomotive speed measurement accuracy is improved, and the problem that speed measurement fails under the abnormal condition is solved.
Description
Technical field
The present invention relates to field of locomotive control, specifically, relate to a kind of locomotive speedometer detected based on trackside.
Background technology
Current railway traffic field has multiple technologies to apply in locomotive, location:
1) based on the velocity measuring technique that wheel detects rotation: this is current the most traditional, most popular speed-measuring method, and it adopts multiple transducers measure wheel to rotate, and calculates locomotive running speed based on wheel footpath and rotational angular velocity.
2) GPS/ Big Dipper location technology, inertial navigation (INS) location technology, Doppler radar velocity measuring technique: GPS/ Big Dipper location technology receives the high-frequency wireless signals broadcasted from multiple satellites in space and realizes location and test the speed, because s-f is higher, need the antenna of measuring equipment good to sky observation environment; Inertial navigation (INS) location technology adopts acceleration pick-up to measure displacement acceleration and gyroscope survey cireular frequency, needs three groups of sensors to measure three-dimensional space motion data respectively; Doppler radar velocity measuring technique adopts doppler principle, detects microwave and is obtained relative moving velocity by the frequency offset that testee reflects to form.
But, in the above-described techniques, wheel cannot be overcome to the Measuring datum error caused that weares and teares based on wheel to rotating the velocity measuring technique detected, even in particular cases can export invalid signals out of control in generation skidding or idle running etc.Based on the locomotive method of GPS/ Big Dipper location technology in tunnel or space block more place and even do not have signal that measured error can be caused large because satellite-signal is weak and cannot use.The current survey precision of inertial navigation (INS) location technology lower (impact such as temperature drift, frequency error, accumulated error etc., integrated measurement accuracy is greater than 5%) and equipment price is high, installation requirement is high.Doppler radar velocity measuring technique, at locomotive low cruise time error comparatively large (when less than 20 kilometers/hour, error about 10%), also have haze, dust etc. in air all can affect survey precision, and equipment price is expensive.
Summary of the invention
One of technical matters to be solved by this invention needs to provide a kind of accuracy rate improving locomotive, the locomotive speedometer detected based on trackside of velocity measurement Problem of Failure under solution unusual condition.
In order to solve the problems of the technologies described above, the embodiment of the application provide firstly a kind of locomotive speedometer detected based on trackside, this device comprises: first sensor group, comprise at least two sensors, they are configured in same side bottom described locomotive to set interval, measure self and current the vertical distance through ground; Timer, each sensor of its real-time timing is through the time of the rail limit thing on track side; Signal processor, according to the vertical distance that described sensor measurement obtains, it determines that whether this sensor is through described rail limit thing, and the time utilizing timer timing to obtain and described setting interval obtain the locomotive speed under different operating mode.
Preferably, this device also comprises: the second sensor group, comprise at least two sensors, they are configured in another side bottom described locomotive with described setting interval, measure self and current the vertical distance through ground, wherein, a sensor of described second sensor group and a sensor of described first sensor group oppose and arrange.
Preferably, described signal processor judges the current residing operating mode of train as follows, the speed relatively once recorded before locomotive and the speed preset, if the speed once recorded before described locomotive exceed described in the speed that presets, then judge that train is current and be in the first operating mode; If the speed once recorded before described locomotive is lower than the described speed preset, then judges that train is current and be in the second operating mode; If described train is positioned at the specific position of setting, then judges that train is current and be in the 3rd operating mode.
Preferably, under the first operating mode, described signal processor utilizes the different sensors of same group of sensor group in unit time section through time of the other same rail limit thing of track and the multiple Instantaneous velocity values of described setting interval acquiring, and from described multiple Instantaneous velocity values, reject the locomotive speed that error velocity amplitude obtains under this operating mode.
Preferably, described signal processor is averaged to multiple Instantaneous velocity values, will exceed the Instantaneous velocity values of mean value threshold as error velocity amplitude.
Preferably, the time of described unit time section needed for sensor generation fixed pulse quantity.
Preferably, under the second operating mode, the Instantaneous velocity values that described signal processor calculates for twice before utilizing and described setting interval acquiring accekeration, and utilize described accekeration and the Instantaneous velocity values that once calculates before to obtain current locomotive speed.
Preferably, under the 3rd operating mode, the speed record value corresponding with the specific position of setting is corrected to current locomotive speed by described signal processor.
Preferably, described setting interval is less than or equal to 1/2nd of the maximum spacing between locomotive current orbit middle orbit plate.
Compared with prior art, the one or more embodiments in such scheme can have the following advantages or beneficial effect by tool.
The locomotive speedometer detected based on trackside of the present invention, because track both sides exist intensive fastener or sleeper connecting element and other protrusions, generally, the position of these objects can not change, utilization is arranged on the sensor group be made up of the sensor that two spacing (D) are fixing on bottom locomotive, and different sensors, by the time gap T of same protrusion, can obtain the real-time speed V=D/T of current locomotive in survey sensor group.When situations such as locomotive generation skiddings, what detect because of it is the relative motion on locomotive and ground, so measurement can not be affected.Owing to have employed the mode that two sensors tests the speed simultaneously, solve single-sensor easily by the problem of bursts of error disturbing influence, and survey precision when improve locomotive low cruise, improve the reliability detecting data.
In addition, device of the present invention is installed on the lateral wheel region bottom locomotive, and without the need to supporting with train wheel, require low to installation site, wide accommodation, is applicable to the various velocity measurements having gauge lines such as railway, city rail, subway.
Other features and advantages of the present invention will be set forth in the following description, and, partly become apparent from specification sheets, or understand by implementing technical scheme of the present invention.Object of the present invention and other advantages realize by structure specifically noted in specification sheets, claims and accompanying drawing and/or flow process and obtain.
Accompanying drawing explanation
Accompanying drawing is used to provide the further understanding of technical scheme to the application or prior art, and forms a part for specification sheets.Wherein, the expression accompanying drawing of the embodiment of the present application and the embodiment one of the application are used from the technical scheme explaining the application, but do not form the restriction to technical scheme.
Fig. 1 is the organigram of the locomotive speedometer based on trackside detection of the embodiment of the present application.
Fig. 2 is for being arranged on the view on track side by the locomotive speedometer shown in Fig. 1.
Fig. 3 is the view of a side senser group through rail limit object (protrusion) of Fig. 1 shown device.
Fig. 4 is the track exemplary plot that there is track switch.
Detailed description of the invention
For making the object, technical solutions and advantages of the present invention clearly, below in conjunction with accompanying drawing, the present invention is described in further detail.
For the technical matters that the existing mode of testing the speed exists, the embodiment of the present invention propose install simple, test the speed accurately, the contactless locomotive speedometer surveyed based on rail frontier inspection that applicable area is extensive.
Fig. 1 is the organigram of the locomotive speedometer based on trackside detection of the embodiment of the present application.The constitute and function of this device is described below with reference to Fig. 1.
As shown in Figure 1, this device mainly comprises two sensors group (first sensor group 10 and the second sensor group 20), often organizes sensor group and comprises two sensors, amount to four sensors, be labeled as A1, A2, B1, B2 respectively); Real-time clock (also can claim time meter) 30; And signal processor 40.
In this example, sensors A 1, A2, B1, B2 are preferably opto-electronic pickup, be mainly used to the relative motion being responsible for detecting locomotive, its principle of work is by utilizing emitted light pulse and measures this light pulse from being transmitted into the time being reflected by the object, and utilizes time gap to calculate the distance between himself and object.Particularly, when actual measurement, as shown in Figure 2, sensors A 1 and sensors A 2 are configured in same side (below of page) bottom locomotive to set interval, main self and current the vertical distance through ground measured.On the other hand, sensor B1 and sensor B2 is also configured in another side (top of page) bottom locomotive to set interval, main self and current the vertical distance through ground measured.And, a sensor of the second sensor group 20 and a sensor of first sensor group 10 oppose and arrange, namely arrange as the sensor B1 in Fig. 2 and sensors A 2 oppose, such setting considers in particular cases, the detected material on track both sides may different (as through turnout passing time), by two sensors arranged in dislocation, the situation missing ground detected material can be reduced.
In addition, preferably, setting interval is less than or equal to 1/2nd of the maximum spacing between locomotive current orbit middle orbit plate, is 375mm in this example.Such setting considers: according to nyquist sampling theorem, detects frequency and should be greater than the twice of detected signal, therefore, arrange the half that transducer spacing is conventional track clapboard spacing, is equivalent to can produce twice detection time by a spacing.If the less accuracy of detection of spacing can be higher, but too little spacing can cause the detection signal between sensor mutually to disturb.
In addition, it should be noted that, relate to the equipment of traffic safety as one, adopting two groups of 4 sensors to consider in order to Redundancy Design, when breaking down for one group, the data of other a group can be adopted, to ensure the continuity exporting data.Easy understand, arranging two sensors group is only a preferred example of the present invention, but based on thought of the present invention, it is also no problem for arranging one group of sensor group (totally two sensors), also substantially can complete the object of the application.Certainly, in order to more accurately also arrange the sensor group more than two groups, the present invention is in this no limit.
Timer 30, each sensor of its real-time timing is through the time of the rail limit thing on track side.It should be noted that, rail limit thing is the intensive fastener that exists of track both sides or sleeper connecting element and other protrusions, and generally, the position of these objects can not change.
Signal processor 40, whether its vertical distance determination sensor obtained according to sensor measurement is through rail limit thing, and the time utilizing timer 30 timing to obtain and setting interval obtain the locomotive speed under different operating mode.
Particularly, as shown in Figure 1, signal processor 40 comprises data memory 401, processing unit (DSP processing unit) 402 and data outputting unit 403.Data memory 401 storage sensor A1, A2, B1, B2 measure in real time the vertical distance that obtains and real-time clock 30 measure in real time obtain sensors A 1, A2, B1, B2 be through time of rail limit object.Processing unit 402 utilizes the locomotive speed under the different operating mode of the data acquisition stored in data memory 401.The locomotive speed value of the different time of acquisition is externally exported by RS232/485 interface or pulse/current analog output port with numeral or analog form by data outputting unit 403 according to actual needs.
In addition, signal processor 40 also comprises not shown dresser and filter, they are before processing unit 402 computing machine vehicle speed, also the pretreatment such as shaping, filtering is carried out to the signal that first sensor group 10, second sensor group 20 collects, and then eliminate the interfering signal collected, improve the range rate accuracy of subsequent calculations speed.
And as shown in Figure 1, this device also comprises electrical isolation interface, the information transmission that obtained by sensor in signal processor 40, is mainly reduced external electromagnetic environment to the interference of this device by it.
Next, how detailed description utilizes said apparatus to carry out, based on the contactless locomotive of rail limit object detection, obtaining the locomotive speed under different operating mode.
First, before testing the speed, need this device to be arranged on locomotive.Particularly, bottom locomotive, left and right side respectively installs first sensor group 10 and the second sensor group 20, and the spacing setting between two sensors often organizing sensor group is about 375mm (the half value according to current maximum cement track plates spacing 650mm).
Then, each sensor detects the distance on himself and ground in real time, and the distance detected in real time is transferred in the data memory 401 of signal processor 40 by electrical isolation interface, simultaneously, time meter 30 timing in real time, whether the processing unit 402 of signal processor 40 is according to the Distance Judgment sensor of the different time in data memory 401 through the protrusion that track is other, if the distance detected is within set distance range, then determine sensor is through protrusion.Subsequently, signal processor 40 obtains the time gap of different sensors by same protrusion.
Finally, distinguish the different operating modes of locomotive operation, adopt different account forms to obtain the real-time speed of locomotive operation under each operating mode.Particularly, signal processor 40 judges the current residing operating mode of train as follows: the speed once recorded before comparing locomotive and the speed preset, if the speed once recorded before locomotive exceedes the speed preset, then judge that train is current and be in the first operating mode; If the speed once recorded before locomotive is lower than the speed preset, then judges that train is current and be in the second operating mode; If train is positioned at the specific position of setting, then judges that train is current and be in the 3rd operating mode.
How following explanation utilizes the data message that detects to obtain the real-time speed of locomotive operation under different operating mode.These operating modes mainly comprise the first operating mode and (also claim accidental conditions, general locomotive running speed is more than 5km/H), the second operating mode (also claims low cruise operating mode, general locomotive running speed is lower than 5km/H) and the 3rd operating mode (also claim exceptional operating conditions, locomotive through specific position, as starting signal, track switch etc.).
Under the first operating mode, when normal high-speed cruising during measuring machine vehicle speed, the processing unit 402 of signal processor 40 utilizes the different sensors of same group of sensor group in unit time section through multiple time of the same rail limit object on track side and the multiple Instantaneous velocity values of setting interval acquiring often between group sensor.V=0.375/ Δ T in this example, in formula, Δ T is with the time difference of group two sensors through same rail limit object.Reject from multiple Instantaneous velocity values subsequently error velocity amplitude obtain this operating mode under locomotive speed.Processing unit 402 is averaged to multiple Instantaneous velocity values, will exceed the Instantaneous velocity values of mean value threshold as error velocity amplitude.
Particularly, when locomotive high-speed cruising, for sleeper connecting element as rail limit object, often organizing sensor in unit time can by multiple rail limits object (rail limit object 1 and rail limit object 2 see Fig. 3), therefore multiple instantaneous speed value will be produced, the comprehensive data analyzed rejecting and exceed mean value threshold are carried out to it, obtains accurate data.
More specifically, in step a, first obtain multiple (N number of) Instantaneous velocity values (V
1, V
2... V
iv
n) aviation value V
s, utilize following expression:
V
S＝(V
1+V
2+…+V
N)/N (1)
In stepb, the following data expressed rejecting and exceed mean value threshold are utilized:
Obtain each Instantaneous velocity values V successively
iif, | V
i-V
s|/V
sduring >10%, then these data are disallowable.
Step a and step b is repeated to remaining valid data, finally obtains a value V
i, then by this value V
ias the locomotive speed in each moment in this unit time section.
In addition, for eliminating the counting error (step-by-step counting that the unit time produces may count last pulse less in closing time) of set time generation, unit time section is preferably the time required for sensor generation fixed pulse number.Easy understand, the time produced required for fixed pulse quantity changes with velocity variations.The accuracy of speed calculating can be improved further by above-mentioned setting.
Under the second operating mode, in low cruise situation during measuring machine vehicle speed, setting interval acquiring accekeration between the Instantaneous velocity values that the processing unit 402 of signal processor 40 calculates for twice before utilizing and sensor, and utilize accekeration and the Instantaneous velocity values that once calculates before to obtain current locomotive speed.
Particularly, when locomotive low cruise (this example be set to lower than be low cruise during 5Km/H), in unit time, often pair of sensor cannot produce once effectively measurement data, acceleration change amount is now very little, therefore, according to the Instantaneous velocity values of previous measurement, accekeration, the velocity amplitude supplementing and effectively measure in the middle of interval for twice can be calculated.Specifically, when locomotive low cruise, if interval time is longer between two pulses of sensor output, this device during this period can be caused to export without speed signal, follow-up equipment can think this failure of apparatus by mistake, therefore needs periodically to supplement the speed data calculated.
Particularly, utilize following expression to carry out and calculate previous accekeration:
a＝(V
I-1-V
I)/△T
Wherein, V
ifor the correct velocity value calculated when front primary transducer exports effective impulse, unit m/s; V
i-1for V
ithe correct velocity value that more front once biography sensor calculates when exporting effective impulse, unit m/s; △ T is from generation V
i-1sensor pulse start timing to generation V
ithe time gap of sensor pulse, unit ms.
In the next speed signal output cycle, this device does not catch the effective impulse signal of sensor, then automatically calculate a present speed valuation V
tmexport.
V
tm＝V
I+a×T；
Wherein, V
ifor the effective velocity numerical value of front one-shot measurement; A is the accekeration that front one-shot measurement obtains; T is sensor data samples interval time.
Under the 3rd operating mode, the measurement of the locomotive equipment speed namely under special status.
According to examine on the spot, rail limit object has part special status, as: can produce where having track switch (see Fig. 4), track circuit and export data exception extremely, these particular point bit quantity are little, geographic position accurately and immobilize, carry out record to its relative position on circulation line, length information, this position can as the check point tested the speed, for reducing the accumulated error that this device long-play produces.
Specifically, after this device long-play, a lot of the positions from circuit initial point to terminal in fixing railway line, range information can be stored, at locomotive when specific position (being generally the position that there is track switch) of setting, the correction that just the speed record value corresponding with the specific position of this setting can be calculated as speed data, is corrected to current locomotive speed.The error of accumulating before can be eliminated like this, improve locomotive precision.
The invention solves the existing accurate not problem of speed speed-measuring method recorded based on wheel, improve range rate accuracy, solve tachogenerator to need to be arranged on train wheel, the problem of the maintenance brought, maintenance inconvenience, decrease sensor installation to the destruction of wheel to rigidity, solve wheel to the problem accurately tested the speed in skidding or idle running situation.In addition, apparatus of the present invention are the impacts that can not be subject to external environment condition at measuring speed, and range rate accuracy is higher.
The above; be only the present invention's preferably detailed description of the invention, but protection scope of the present invention is not limited thereto, any those skilled in the art are in the technical scope disclosed by the present invention; the change that can expect easily or replacement, all should be encompassed within protection scope of the present invention.Therefore, protection scope of the present invention should be as the criterion with the protection domain of claim.
Claims (9)
1., based on the locomotive speedometer that trackside detects, this device comprises:
First sensor group, comprises at least two sensors, and they are configured in same side bottom described locomotive to set interval, measures self and current the vertical distance through ground;
Timer, each sensor of its real-time timing is through the time of the rail limit thing on track side;
Signal processor, according to the vertical distance that described sensor measurement obtains, it determines that whether this sensor is through described rail limit thing, and the time utilizing timer timing to obtain and described setting interval obtain the locomotive speed under different operating mode.
2. device according to claim 1, is characterized in that, this device also comprises:
Second sensor group, comprises at least two sensors, and they are configured in another side bottom described locomotive with described setting interval, measures self and current the vertical distance through ground,
Wherein, a sensor of described second sensor group and a sensor of described first sensor group oppose and arrange.
3. device according to claim 1, is characterized in that, described signal processor judges the current residing operating mode of train as follows,
The speed relatively once recorded before locomotive and the speed preset, if the speed once recorded before described locomotive exceed described in the speed that presets, then judge that train is current and be in the first operating mode; If the speed once recorded before described locomotive is lower than the described speed preset, then judges that train is current and be in the second operating mode; If described train is positioned at the specific position of setting, then judges that train is current and be in the 3rd operating mode.
4. device according to claim 3, is characterized in that,
Under the first operating mode,
Described signal processor utilizes the different sensors of same group of sensor group in unit time section through time of the other same rail limit thing of track and the multiple Instantaneous velocity values of described setting interval acquiring, and from described multiple Instantaneous velocity values, reject the locomotive speed that error velocity amplitude obtains under this operating mode.
5. device according to claim 4, is characterized in that,
Described signal processor is averaged to multiple Instantaneous velocity values, will exceed the Instantaneous velocity values of mean value threshold as error velocity amplitude.
6. device according to claim 4, is characterized in that,
The time of described unit time section needed for sensor generation fixed pulse quantity.
7. device according to claim 3, is characterized in that,
Under the second operating mode,
The Instantaneous velocity values that described signal processor calculates for twice before utilizing and described setting interval acquiring accekeration, and utilize described accekeration and the Instantaneous velocity values that once calculates before to obtain current locomotive speed.
8. device according to claim 3, is characterized in that,
Under the 3rd operating mode,
The speed record value corresponding with the specific position of setting is corrected to current locomotive speed by described signal processor.
9. device according to claim 1, is characterized in that,
Described setting interval is less than or equal to 1/2nd of the maximum spacing between locomotive current orbit middle orbit plate.
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| CN107957501A (en) * | 2016-10-18 | 2018-04-24 | 株洲中车时代电气股份有限公司 | Apparatus and method for the speed of measure track vehicle |
| CN111929670A (en) * | 2020-07-28 | 2020-11-13 | 胡运成 | Rail transit train speed measuring method and system |
| CN113581254A (en) * | 2020-04-30 | 2021-11-02 | 比亚迪股份有限公司 | Train speed determination method, device, computer equipment and readable storage medium |
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Address after: The age of 412001 in Hunan Province, Zhuzhou Shifeng District Road No. 169 Patentee after: ZHUZHOU CRRC TIMES ELECTRIC Co.,Ltd. Address before: The age of 412001 in Hunan Province, Zhuzhou Shifeng District Road No. 169 Patentee before: ZHUZH CSR TIMES ELECTRIC Co.,Ltd. |